1936 Dubuque Comprehesive Plan4
•
it •
• .0 • •
•
& •
0 • • 0
41 • 0 •
• • • • •
0 • • •
• • •
4 •
Is it •
°
0 0
11
14
44 4
11
comptotEnfiy( (ITV =.101,41)
orY •
Prepared bythe
CITY PLianntric 'earns
zcining commwton.
410101 POLE
.d co rifULTA nT
11^..itootwAs.^..014.04t..Apot,
%.1.1069001904
Comprehensive City Plan
prepared for
CITY OF DUBUQUE, IOWA
FRANK M. JAEGER, Mayor
COUNCILMEN
ARTHUR M. BENNETT
JOHN K. CHALMERS
MARK R. KANE
PETER SCHILTZ
R. M. EVANS, City Manager
M. H. CZIZEK, City Solicitor
PLANNING AND ZONING COMMISSION
RIGHT REV. MONSIGNOR J. M. WOLFE, Chairman
DALE D. WELCH, Vice -Chairman
FREDERICK E. BISSELL
WILLIAM AVERY SMITH
RICHARD V. MCKAY, Secretary
R. DEWITT WALLER
LOUIS C. STOFFREGEN
JOHN NOLEN, City Planner, Cambridge, Mass.
JUSTIN R. HARTZOG, Associate, Cambridge, Mass.
WALTER H. CULLEN, City Engineer
CARL F. BARTELS, Building Commissioner
SEPTEMBER
1936
1929
The members of the Planning and
Zoning Commission of Dubuque,
after seven years of study, take
pleasure in presenting this City Plan
to the citizens of the City of Du-
buque for their guidance in the
development and improvement of
their City, and it is the hope and
desire of the Commission that the
development of the City will be
carried out along the lines recom-
mended in this book.
1936
FOR DUBUQUE, IOWA
Chapter
TABLE OF CONTENTS
Page
PREAMBLE 4
PRINCIPAL RECOMMENDATIONS OF THE CITY PLAN 5
I. INTRODUCTION 7
II. CITY PLANNING 8
III. CIVIC SURVEY 9
IV. THOROUGHFARE SYSTEM 11
V. PARK AND RECREATIONAL AREAS OF DUBUQUE 21
VI. SCHOOLS 25
VII. PUBLIC BUILDINGS AND PUBLIC AREAS OF DUBUQUE 29
VIII. BUSINESS DISTRICTS 30
IX. INDUSTRY 33
X. TRANSPORTATION FACILITIES 35
XI. DEVELOPMENT OF WATERFRONT 37
XII. CIVIC AESTHETICS 38
XIII. ZONING IN DUBUQUE 39
XIV. REGIONAL PLAN 40
XV. LAND SUBDIVISION 43
SUPPLEMENT
FOLLOW-UP PROGRAM 44
STATE OF IOWA, CITY PLANNING COMMISSION, CHAPTER
294-A1, CODE OF IOWA, 1927 46
ORDINANCE No. 26-29—AN ORDINANCE PROVIDING FOR
THE APPOINTMENT OF A CITY PLANNING AND ZONING COM-
MISSION AND DEFINING ITS POWERS AND DUTIES 47
LIST OF MAPS AND PLANS
MASTER PLAN (Scale 1000'=1") Insert in Rear Cover
EXISTING CONDITIONS MAP 10
MAJOR STREETS AND HIGHWAYS PLAN 13
PROPOSED STREET SECTIONS 15
PUBLIC PARK AND RECREATIONAL SYSTEM PLAN 24
PUBLIC BUILDINGS AND GROUNDS PLAN (insert) opposite 30
INTERSECTION OF HILL STREET AND ,JULIEN AVENUE WITH WEST
EIGHTH STREET 31
UNION TRANSPORTATION TERMINAL 36
REGIONAL PLAN 42
LIST OF ILLUSTRATIONS
EASTERN APPROACH TO DUBUQUE (U. S. 20) 22
BLUFFS AND THE DOWNTOWN DISTRICT 26
DUBUQUE'S HIGH SCHOOL—THE NUCLEUS
TRACKS OF THREE RAILROADS
OF THE CULTURAL CENTER 28
34
3
4
PREAMBLE
The Planning and Zoning Commission of the City
of Dubuque, Iowa, was founded by ordinance March
29, 1929, in accordance with Chapters 294 -Al and
324 of the 1927 Code of Iowa. The personnel of the
Council that passed this ordinance was J. H. Maclay,
E. F. McEvoy, W. H. Meuser, H. F. Schuckert, and
Earl Yount. O. A. Kratz was City Manager and M.
H. Czizek, City Solicitor.
The City Council appointed Frederick E. Bissell,
John J. Brown, Richard V. McKay, Honorable P. J.
Nelson, George Ragatz, Dale D. Welch and Rev. J.
M. Wolfe, as members of the City Planning and
Zoning Commission with all the powers and duties
provided by law, by resolution No. 242-29, May
24, 1929. The Council personnel at the passage of
the resolution was M. B. Andelfinger, George O.
Jansen, E. F. McEvoy, W. H. Meuser and H. F.
Schuckert.
George Ragatz, Jr., resigned as a member of the
Planning and Zoning Commission on or about March
3, 1930. R. DeWitt Waller was appointed a mem-
ber of the Planning and Zoning Commission by the
City Council on March. 10, 1930. John J. Brown
resigned from the Planning and Zoning Commission
March 14, .1930. Louis C. Stoffregen was appointed
a member of the Planning and Zoning Commission
March 14, 1930.
The City Council appropriated $6,000 for Plan-
ning and Zoning work as of March 31, 1930, and.
the same amount again on March 30, 1931. Upon
recommendation of the Planning and Zoning Com-
mission, John Nolen and associates, City Planners of
Cambridge, Mass., were employed by the City Coun-
cil of the City of Dubuque, Iowa, to prepare the
City Plan for the improvement and development of
Dubuque. Resolution No. 181-30 of May 12, 1930,
signed by W. H. Meuser, Mayor, M. B. Andelfinger,
George O. Jansen, E. F. McEvoy and H. F. Schuck-
ert, Councilmen. Agreement with John Nolen
signed by W. H. Meuser, Mayor, John Stuber, City
Clerk, and John Nolen. Signed as of May 12, 1930.
On January 5, 1931, . Resolution No. 10-31 was
passed, adopted, and approved, fixing the terms of
office of the members of the Planning and Zoning
Commission as follows:
Rev. J. M. Wolfe—Term five years from May 24,
1929 expiring May 24, 1934.
P. J. Nelson—Tern five years from May 24, 1929
expiring May 24, 1934.
Frederick E. Bissell—Term four years from May 24,
1929 expiring May 24, 1933.
R. V. McKay—Terni four years from May 24, 1929
expiring May 24, 1933.
COMPREHENSIVE CITY PLAN
Dale D. Welch—Term three years from May 24,
1929 expiring May 24, 1932.
Louis C. Stoffregen—Term three years from May 24,
1929 expiring May 24, 1932.
R. D. Waller—Term two years from May 24, 1929
expiring May 24, 1931.
Renewal of appointments is to be for five year
terms.
P. J. Nelson resigned as a member of the Com-
mission on May 18, 1931.
W. A. Smith was appointed a member of the
Planning and Zoning Commission June 29, 1931 to
fill the unexpired term of P. J. Nelson.
A public hearing was held on the City Plan at
the public library on November 17, 1931.
The City Plan was passed, adopted and approved
by Resolution of the Planning and Zoning Commis-
sion, November 27, 1931 and a certified copy of
same sent to City Council by the Commission on
November 30, 1931.
Public hearings were held by the Planning and
Zoning Commission on the Zoning Ordinance August
24th and 31st, 1933.
The Zoning Ordinance being a part of the City
Plan was submitted to the City Council September
6, 1933. Resolution No. 3-34 setting date for
public hearing on Zoning Ordinance was passed,
adopted, and approved January 22, 1934 by City
Council composed of M. B. Andelfinger, M. R. Kane
and E. F. McEvoy.
Public hearing held on Zoning Ordinance Jan-
uary 22, 1934.
First reading of Zoning Ordinance made on Jan-
uary 22, 1934.
Second reading of Zoning Ordinance made on
January 22, 1934.
Third reading of Zoning Ordinance (now Or-
dinance No. 3-34) made on January 29, 1934.
Ordinance passed, adopted and approved January
29, 1934. Councilmen were: M. R. Kane, Mayor;
E. F. McEvoy, Peter Schiltz, Ardenal Thompson; M.
B. Andelfinger—Absent.
Published officially in the Telegraph -Herald and
Times -Journal newspaper on February 13, 1934.
The present members of the Planning and Zoning
Commission have been reappointed by the City
Council at the expiration of their regular terms.
On July 7, 1936 the City Council composed of
F. M. Jaeger, Mayor; Arthur M. Bennett, John K.
Chalmers, M. R. Kane, and Peter Schiltz, adopted
and approved the City Plan by Resolution No.
79-3 6.
FOR DUBUQUE, IOWA
5
Principal Recommendations of the City Plan
STREETS AND TRAFFIC
1. Development of a Thoroughfare System for
the entire city to meet the needs of city circulation
and handling of visiting traffic.
2. Development of street types and widths for
specific purposes to afford greatest convenience to
pedestrians and vehicles.
3. Develop streets and thoroughfares in har-
mony with the areas through which they pass.
4. Improvement of approaches to city from
the east and west.
5. Elimination of grade crossings at railroads
on principal thoroughfares.
RECREATION
1. Make stimulating recreational facilities avail-
able to persons of all ages.
2. Acquire and develop neighborhood play-
grounds, parks and swimming pools in or near cen-
ters of population.
3. Expand the present park facilities through
additions to present areas and acquisition of new
areas.
4. Develop a coordinated system of pleasure
drives, parkways and trails. -
5. Protection and preservation of the natural
beauty of the bluffs within the city.
PUBLIC SCHOOLS
1. Acquisition of school sites in advance of in-
tensive land development.
2. Consolidation of certain schools no longer
advantageously serving separate areas.
3. Coordination of school grounds with recre-
ational grounds wherever possible.
4. Development of grounds to make them at-
tractive by good landscape planting. -
PUBLIC BUILDINGS
1. Acquisition and development of an Admin-
istrative Center to provide for City Hall, Court
House, and Federal Building.
2. Provision for the location and construction
of a Public Auditorium.
3. Development of a Cultural Center to include
such institutions as the Public Library, a Museum
and an Art Gallery, near the present High School.
4. Landscaping of all public buildings, and pro-
vision for necessary parking spaces.
BUSINESS DISTRICTS
1. Utilization of the downtown streets for their
normal purpose of movement of vehicles and ped-
estrians, and the elimination of parking except in
direct connection with trading.
2. Development of Robinson Street as a by-pass
between intersection of Hill Street and Julien Ave-
nue and Bluff Street.
3. Conversion of downtown alleys into one way
thoroughf ares.
4. Concentration of local business into well lo-
cated centers, with provision of adequate street
width and ample facilities for parking, to forestall
congestion and promote efficient trading conditions.
5. Provision of ample width for sidewalks.
INDUSTRIAL AREAS
1. Provision for development of a portion of
Ham's Island for Heavy Industry.
2. Relocation and development of a deep water
channel through Lake Peosta, serving Ham's Island
and the present industrial area.
3. Development of industrial railroad and
wharf facilities..
4. Connection of Ham's Island by a bridge
over the proposed Peosta channel at 14th Street.
TRANSPORTATION
1. Use of motor vehicles as public transporta-
tion on the principal thoroughfares where condi-
tions prohibit widening of right-of-way.
2. Elimination of the grade crossings at 4th
Street, and at Rhomberg Avenue.
3. Development of Union Passenger Station,
consolidating all railroads and bus line facilities.
4. Development of an airport on Ham's Island,
with alternative location at Peru flats.
WATERFRONT
1. Allocation of frontage for recreation, indus-
try, and river commerce.
2. Make the river front more accessible and
useable for all purposes.
3. Building up of the lowlands at times when
economical, through coordination with river im-
provements.
4. Extend the waterfront back from the river
through the development of Lake Peosta as a navi-
gable channel. -
6
CIVIC AESTHETICS
1. Improvement of architecture in public and
private buildings.
2. Creating an attractive Administrative Cen-
ter for the city.
3. Protection of natural and distinguished fea-
tures.
4. Landscaping of all public grounds and open
spaces.
5. Tree planting on selected streets.
6. Restraint in street equipment.
7. Removal of unsightly features on streets.
ZONING
1. Division of the city area into districts of
like property uses.
2. Prevention of blighted areas and economic
depreciation by avoiding intrusion of undesirable
uses into restricted areas.
COMPREHENSIVE CITY PLAN
3. Securing coordination between street capac-
ity and density of land use.
4. Provision of ample light and air.
REGIONAL DEVELOPMENT
1. Development of a systematic highway sys-
tem in coordination with the city thoroughfare sys-
tem and the state highways.
2. Setting aside of areas for recreation.
3. Conservation and protection of natural fea-
tures and scenic beauty in the region.
4. Development of land for uses to which best
adapted, such as residence, industry and agriculture.
SUBDIVISION OF LAND
1. Guidance and control of land for all uses.
2. Coordination with existing facilities.
3. Development of land in accordance with
topography.
4. Provision of streets and utilities in accord-
ance with needs of the type of development.
FOR DUBUQUE, IOWA
DUBUQUE, IOWA
Report On City Planning Proposals
. INTRODUCTION
LOCATION OF THE CITY
A tri-state geographical location of a city in-
variably creates interest for the observer, even more
than does crossing over a state line into a new set of
problems and influences, causd by difference in poli-
tical history and outlook and legal enactments.
Physically, the line which separates the state of Iowa
and the city of Dubuque from her neighbors on the
east is the Mississippi River, and it is at the junc-
tion of Iowa, Wisconsin and Illinois that the city of
Dubuque stands.
THE MISSISSIPPI RIVER
The Mississippi River here ranging from 1,200
feet to 2,000 feet wide in a course shaped like a
gigantic inverted letter 'S", is sometimes a wild de-.
structive force carving out new land forms and pil-
ing up the old in new locations, but more often a
mild and peacefully moving stream. These river char-
acteristics have left their impress upon the site and
upon the. city. The river has influenced the topog-
raphy, and it has served the people, but always with
seeming reservation to do as it chooses. Perhaps it
will soon be effectively harnessed so that it may only
murmur and no longer rage. Fording and ferrying
were for a long time the only means of crossing,
but now bridges furnish passage over quickly and
safely in a fraction of the former time. The auth-
orized channel developments will provide relatively
constant facilities for river traffic.
GENERAL CHARACTERISTICS OF TERRAIN
The terrain of this region is made up of a wide
variety of topographical features. Generally the con-
ditions found on one bank of the river are in con-
trast with the conditions to be found on the oppo-
site bank. Highlands overlook lowlands, and low-
lands face bluffs. Dubuque's city area includes such
variety. To the north is the high promontory Eagle
Point now a public park, to the South is Mt. Car-
mel, a similar promontory, but privately owned,
while between lies the river plain, an elongated strip
of land varying only slightly in level, and from a
few hundred yards to more than a mile in width.
A line of prceipitous cliffs form a picturesque wall
for the river plain on the west, cut here and there
7
by ravines which give access to the hills and pla-
teau above, in all creating a stately town site.
EARLY HISTORY •
The Indian inhabitants of this area and the sur-
rounding region were the Sacs and Foxes, when the
white men first carne on their adventurous explora-
tions. Following the explorers came one Julien Du-
buque, a French trader, seemingly a man of resource
and adaptability, for he became friendly with the
Indians, gaining their confidence, marrying Peosta,
the daughter of their chief, and assuming gradually
a position which made him not only- a personage
among the Indians, but a factor to be recognized
by the French and Spanish in their control of the
vast territory claimed by them in the Mississippi val-
ley and to the west. Dubuque traded up and down
the river, and in the woods to the east and west.
He received a grant of land from the council of
Sacs and Foxes and was known among them by the
name of "Le Petit Nuit." Later he received another
grant of land from the Spanish Governor.
ESTABLISHMENT OF A SETTLEMENT
Julien Dubuque, along with others, in 1788 es-
tablished a settlement in this area near the mouth of
the stream now known as Catfish Creek, which has
come down in history as the "first white settlement"
in the present state of Iowa. Lead was discovered in
the cliffs and hills, and became a profitable mining
venture, so the little community was attractive to
the hardy, adventurous pioneer. Dubuque died in
1810 at•an early age, being only forty-five years old.
After his death conflicts arose between the Indians
and the settlers which culminated in the Black Hawk
War.' In 1833 the Black Hawk Purchase Treaty was
effected by the United States, which opened up a
strip of land fifty miles wide on the west bank of
the Mississippi River, and gave the "whites" the
privilege of taking up land.
FIRST TOWN SITE
In the fall of 1833 a survey was made for the
town site by the United States Government. This
town site was laid out in rectangular blocks on the
river plain, with the north and south streets parallel-
ing the general course of the river. Streets in gen-
'Black Hawk War 1832-33.
8
eral were given a width of sixty-four feet, and cer-
tain of the blocks were reserved for park and other
public purposes. The settlement continued to thrive,
and more stores and houses were built, along with
such institutions as are needed by communities
of people. By 1860 Dubuque had reached a popu-
lation of 13,000 inhabitants, and in the following
twenty years almost doubled its population. This
rapid growth led to expansion beyond the original
town site borders. Lumbering was a great industry,
manufacturing had come, agriculture was prosper-
ous, business was flourishing. Citizens began to
build homes beyond the town lines. Streets were
pushed up the several ravines, and the mineral land
claims with their complicated boundaries were sub-
divided. Land was reclaimed from the sloughs along
the river. Railroads carne. Street railways were
constructed and the lower part of the town was
connected with the plateau above by inclined rail-
ways. People lived in single family houses and home
ownership was general. Public buildings were erect-
ed, bridges were thrown over the Mississippi, num-
erous academies, schools, and several colleges, and a
considerable range of other valuable institutions were
added to the city's physical composition. Dubuque
became known as the "Key City." Her name, in-
fluence and products were familiar in a widely grow-
ing field.
CHARACTER OF GROWTH
There was, however, a deficiency in all this
growth and progress. Personal ambition and enter-
prise produced much, but in the wave of accom-
plishment there was a decided lack of coordination
and joint action to foster a comprehensive develop-
ment for the city as a whole. It was largely the
individual action on the part of persons in projects
which has left its mark upon the city. As a result,
the city has grown far in some fields, and has lagged
in others. This disjointed growth has thrown many
problems upon the present city as a heritage which
must now be solved, to keep Dubuque in the front
ranks of cities of her class. The opportunities are
present, and ability and energy are here in abund-
ance. The three must be coordinated.
II. CITY PLANNING
WHAT IS THE CITY PLAN?
Looking forward ten, twenty, 'twenty-five or
fifty years, and contemplating what those years may
bring to the community, there is .concern in the
minds of many as to how the city will meet the de-
mands that will be made upon it. Reviewing the
past we see that the city has stumbled through many
COMPREHENSIVE CITY PLAN
difficult situations without any sort of preconceived
and coordinated action. Scanning the horizon we see
the errors of the past, those decisions for which we
daily have to pay dearly, and the problems of the fu-
ture waiting to be adequately solved to avoid a repe-
tition of costly mistakes. Solving problems as you go
is only part of the job. Isolated solutions are only
a hand to mouth method. Action must be taken not
only at the right time, but the solutions of problems
must meet the whole needs of the present day, func-
tion jointly, and look to the provision of good con-
ditions for tomorrow. The city plan views the city
in this light, never as a passive organism, but as
one which is constantly changing. It is doubtful
if there exists a static city, for those that are ap-
parently standing still are already impregnated with
the deadly disease of disintegration. It is not within
the province of the City Plan to attempt directly
to make a community grow, but it is the concern
of the City Plan to provide that growth'shall be for.
the health, convenience, safety and general welfare
of its citizens.
BASIS FOR THE CITY PLAN
You may logically ask on what basis does a city
plan propose to reach solutions for problems con-
fronting the community. "Main Street" does not
seem to handle the traffic desiring to trade in the
stores lining its course. What is the city plan's an-
swer to that situation? It may be suggested that
there is a greater and growing desire on the part of
the public to trade in these stores, and that the
street pavement and sidewalks should be widened to
carry this increased trading traffic. The city plan
through its study may bring to light that this may
not be either the situation or the solution. Many
times the real reason for the congestion is the mis-
use of the street by unrelated traffic, and the real
solution is arrived at by putting the proper use upon
the street once more. Problems of communities us-
ually are quite involved. To bring about the recti-
fication of these difficulties requires study into many
community elements—not singly, but in varying
group combinations. In Dubuque, the following
factors are considered.
Thoroughfare System
Parks and Parkways
Recreational Facilities
Schools
Public Buildings and Areas
Business Districts
Transportation Facilities
Industry
Housing
Civic Esthetics
Public Conveniences and Amenities
Zoning
Land Subdivision
FOR DUBUQUE, IOWA
EXTENT OF CITY PLANNING IN THE
UNITED STATES
City Planning has long been recognized as a de-
sirable function for a city to perform, and in some
states' it is obligatory for certain classes of cities and
towns to prepare city planning studies looking to-
ward their future development. It is obvious to all
that with the proper facts in hand a city may very
soundly adjust its capital improvements and expendi-
tures to its annual budget, in accordance with a
preconceived program worked out on the knowledge
that certain improvements and replacements are go-
ing to be needed. In June, 1936, in the United
States there were city planning commissions in 919
cities, and 703 county planning commissions. There
are also 46 state planning boards. Of the cities
from 25,000 population to 100,000 population, over
61% are now actively engaged in studying the fu-
ture. Zoning, which is an integral part of city
planning, already is in effect for 67%' of the urban
population of the country distributed in 981 com-
munities. These communities range from New York
City to villages of less than 100 population.'
"City Planning is simply the exercise of such
foresight as will promote the orderly and sightly de-
velopment of a city and its environs along rational
lines with due regard for health, amenity and con-
venience and for its commercial and industrial ad-
vancement." Nelson P. Lewis'
III. CIVIC SURVEY
PURPOSE OF THE CIVIC SURVEY
The City Plan, a very highly organized struc-
ture with many ramifications leading to the roots of
civic interests and problems, must be based upon
adequate and accurate information assembled for
demonstrating the caliber of the city in various lines
of activity.
With all the fund of data and statistical detail
collected reflecting the status of the city, it is still
highly imperative that the city planner become thor-
oughly familiar, personally, with the city from every
angle. Without this intimate contact, it is imprac-
tical to formulate sound judgment upon the import
of any data that may be collected. These contacts
with the city, if they are to be most beneficial,
should include observation of the city during all sea -
'Massachusetts cities over 10,000 population must create
a planning board and make p'ans for the municipal
development. General laws Chap. 41, Sec. 70.
'U. S. Department of Commerce, Bureau of Standards,
Division cf Building and Housing.
Survey of City Planning and Related Laws in 1930,
April, 1931.
Survey of Zoning Laws and Ordinances during 1930,
May, 1931.
'Chief Engineer, Board of Estimate, New York City
(b, 1856—d. 1924).
9
sons of the calendar year. This is particularly true
in cities where there are distinct seasonal 'variations.
SCOPE OF THE SURVEY
The scope of the Civic Survey is determined very
largely by the character of the city, and the prob-
lems encountered. Where problems can be quickly
diagnosed, the search for causes is oftentimes simpli-
fied, and data obtained in relatively short periods.
In Dubuque, the Civic Survey involved a program
of investigation covering the following phases• of
municipal activity.
Street Traffic
Transportation Facilities
Commerce and Industry
Residential Property
Public Utilities
Public Conveniences and Amenities
Public Nuisances
Civic Aesthetics
Public Property and Its Uses
Educational Facilities
Recreation
Social Conditions and Customs
Financial Conditions
Legal Factors
History
Geology, Topography and Climatology
With the knowledge gained by such close associa-
tion it was possible to view the problems of the city
in detail, and yet have a broad conception of the
civic structure to serve as both guide and check in
coordinating and adjusting the needs of the various
portions of the city.
DIAGNOSIS OF EXISTING CONDITIONS
Simultaneous with the Civic Survey a diagnosis
was carried on, analyzing the city structure, to learn
its constructive qualities and its deficiencies and
needs. The diagnosis brought out the following as
outstanding and praiseworthy features of the city.
1. Eagle Point Park and Grandview Park, lo-
cated in the north and south sections of the city,
respectively, both situated in high commanding lo-
cations overlooking the Mississippi River and much
of the city.
2. Grandview Avenue, a striking residential
boulevard.
3. The Dubuque Cascade Road, skirting Grand-
view Park.
4. The accomplishments of the city in reclama-
tion of lowlands and sloughs leading off from the
Mississippi River.
5. The activity of the city in promoting river
development and the provision of docking facilities.
6. The concentration of practically all railroad
I -rY-Y o P D U -B U Q U E JP,W
PLANNING AND ZONING COMNIISSION-
- J M WM,iSt -
p -
.a=P1YCtCi[..[< 93 nil -SON -%
',AY se eta,'- Q D WALLCR- -
\J.
!II fiiYMAUtk
•
trECI ND ti -K„ -
.cit ---a sx ztr EXISTING C�'NDITIONmum _:
--CEMESE4k 'MAP //jj''jj��
m� El kxvCi -
��:tT' .-`,,
711`,-,a-,:.:4%.,--, � ;V.�¢�+�e::.. 6 xn - ¢ ar-eau K iwM ,�kn@nmS
- - e a - -
srnnl� :1
A large-scale Wrap of the above is on file at the Building Commissioner's office in the City Hall,
FOR DUBUQUE, IOWA
tracks generally in one belt in the older part of the
city.
7. The water supply system.
8. The general cleanliness of the city, in both
public and private property, including streets and
alleys.
9. The exceptional High School building and
athletic field.
10. An excellent Public Library.
11. Unusual facilities in colleges, academies and
schools in and about the city.
12. The notable progress made in the archi-
tectural merit of recent private business structures.
Likewise this diagnosis brought out the follow-
ing as outstanding needs of the city.
1. An appropriate and adequate thoroughfare
system, based on the expansion and development of
the present facilities.
2. A gradual improvement in the grades and
alignment of streets .to overcome the handicaps
brought about by the haphazard subdivision of land
in the past.
3. A progressive program of cooperation be-
tween the city and railroads, for the elimination of
grade crossings on main thoroughfares.
4. Improvement of the entrance approaches to
the city, particularly from the east and west.
5. The development of an administrative cen-
ter, to include municipal, county and federal build-
ings along with other semi-public structures.
6. Determination of the best use to be made
in the future of Ham's Island.
7. An adequate system of public recreation
through the development of neighborhood play-
grounds and district athletic fields for persons of
all ages.
8. A municipal golf course.
9. Enlargement and continued appropriate park
development.
10. Definite allocation of the river front to in-
dustry, commerce and recreation in the proper ratio.
11. Protection and development of stream
courses, the bluffs, and other outstanding natural
features.
12. Improvement of school grounds and plan-
ning ahead to secure adequate grounds in advance
of residential development.
13. Adjustment of the public transportation
system to the changing times.
IV. THOROUGHFARE SYSTEM
THE STREET SYSTEM OF THE CITY
Fundamental to the convenience and safety of
any community is a well designed, properly con -
II
structed and well maintained system of streets. The
very nature of our community life demands that
there be adequate ways and means of maintaining
contact among the citizens. It must be possible for
persons to go about and goods to be readily trans-
ferred from one part of the city to another. We
have found ways whereby a large percentage of our
communications can be specially transmitted, thus
eliminating a portion of the street use. Witness the
economic benefits of the telephone. However, in
movement of persons and of goods there still remains
no satisfactory alternative to the public way and
its use. So we must go on each year finding more
efficient means of utilizing a channel which has phys-
ical limitations as to capacity and development. Ef-
ficiency must come in the improvement and proper
use of the channel itself, in the vehicles employed
and in the management of both.
STREET LAYOUT OF THE OLD TOWN AREA
Dubuque was favored with a town plan from
the start. The Federal Government laid out a regu-
lar gridiron street arrangement which included all
of the present downtown section. The main street
was oriented about 27° west of north parallel to the
line of bluffs, and to the general course of the Miss-
issippi River. The width of streets was generally 64
feet, and the alleys through each block 20 to 30
feet wide and the blocks generally measured 220
feet by 256 feet with the long dimension in the
northerly direction. This rectangular scheme of
street arrangement was continued but in a more ir-
regular fashion wherever the topography permitted
streets to be laid out. Apparently no very great
differentiation was made in the standard streets ex-
cept possibly in the width of the roadways. A few -
streets were made narrower because of topographical
limitations, and a few were made wider perhaps be-
cause of special opportunity or functional demand.
STREETS IN THE ADDITIONS AND ANNEXATIONS
OF AREA
As the citizens felt the need of going beyond
the old city area, the platting of land was strongly
influenced by what had already been done. The re-
sult was often in conflict with . the topography.
Many steep streets and shallow or odd shaped lots -
are illustrative of the outcome. The old thorough-
fares of these periods in general have followed the
topography; for example, Dodge Street, Julien Av-
enue and Kaufman Avenue follow the natural ra-
vines. The fact that there has been continuity in
these thoroughfares has been a very valuable asset
to the community.
12
EXISTING MAIN TRAFFIC ROUTES
The existing thoroughfares of Dubuque may be
said to be natural routes; that is, they have casually
developed over a long period of time more from
everyday causes rather than any very distinct plan-
ning for future needs. The streets which in 1930
were the main thoroughfares are the obvious routes
as conditions exist. The following is a list, with
the directional function which they serve.
Width
North-South Right -of -Way Pavement
Shiras Street 64 40'
Jackson Street 64' 40'
Windsor Avenue 50'-60' 34'-40'
Central Avenue (U. S. 55) 64' 40'-44'
Main Street 64' 40'
Locust Street 64' 40'
Cascade Road (U. S. 61-161) ..100' 18'
Bryant Street 60' 36'
Hill Street 50' 55' 30'
Grandview Avenue 100' 65'
East-West
Twenty-second Street 64'
Rhomberg Ave. (U. S. 61) ..50'-64'
Twentieth Street 60'
Seminary Street 50'-60'
West Locust Street (U. S. 20)....64'
Fourteenth Street 64'
Julien Avenue 64'
Delhi Street .. 5 0'-64'
Asbury Street 64'
Eighth Street 64'
Fourth Street and Ext. (U. S. 20) 64'
Second Street 76'
Dodge Street 72'
(The groups are arranged in geog
from north to south)
40'
34'-40'
30'
26'-30'-40'
40'
40'
40'
33'-36'
30'
40'
40'
62'
50'
raphical order
RELATIONSHIP BETWEEN STREETS AND
LAND USE
If the citizens are to obtain full use of their
properties, then there must be street access commen-
surate with the needs of the abutting property.
There must be also a recognition of the variation in
property uses, and of the consequent necessity for
variation in the character of streets and the service
they render. It is obvious that the denser the popu-
lation in a residential district, the greater will be
the use made of the street by pedestrians and
vehicles; likewise, the greater the intensity of use
made of property for commerce and industry, the
greater will be the proportion of trucking vehicles
of larger size and weight, as well as the increase in
the volume of traffic. Related to these two situa-
tions, which illustrate the local function of streets,
are the thoroughfare channels, by means of which
COMPREHENSIVE CITY PLAN
the residential areas are linked with commercial and
industrial areas for mutual convenience. This sim-
ple relation, when elaborated by more residential and
commercial areas and of greater intensity of de-
velopment, brings about a network of channels. We
find that certain of the channels grow more im-
portant by reason of their ability to shorten the dis-
tance and time between points, or because they are
the natural or only available ways by which people
from the surrounding region or other communities
enter or leave. In brief, then, there are three classes
of streets employed daily by the public.
Minor streets—serving only the abutting pro-
perty.
Secondary thoroughfares—joining up local areas.
Main thoroughfares—collecting and distributing
traffic over the city as a whole and connecting with
the highways beyond the city.
CIIARACTERISTICS OF THOROUGHFARES
The thoroughfare as a major channel of traffic
is characterized by specific features.
(a) It must be well located to serve a definite
geographical section of the city.
(b) It must have directness and freedom from
excessive grades.
(c) It must be designed to provide adequate
width and capacity for all types of traffic which
flow to and from its geographical section.
(d) It should have as few intersections with
other streets as practicable.
(e) It should have no grade intersections with
railroads.
A THOROUGHFARE SYSTEM
The success of any type of system depends upon
a thorough understanding of its purpose, structure
and method of operation. The traffic of cities is
the result of the expressed intentions and desires of
thousands of individuals more or less acting inde-
pendently. Of late, regulations directing the man-
ner in which use may be made of streets have been
set up, and stringent control is exercised to see that
we conform. These regulations apply to both vehic-
ular and pedestrian traffic.
The control of traffic by regulation is the logical
first step, since it can be put into effect under and
make the most of the existing facilities. The con-
trol system, however, is not constructive to a very
great degree, and does not seek out the underlying
causes of difficulty and suggest the remedies for con-
gestion and inconvenience. It has been discovered
that the causes of traffic difficulties are oftentimes
quite remote from the actual points of congestion.
Consequently improvements made without a compre-
hensive study of the city, not only from a traffic
CITY OF D
PLANNING AND ZONING CO\IMlSSION
410-ihROV `hi
NELSON
R C WALLCR.
IDJrt[SIONIX
:CNN' :1`
�lSi•. k :,AQi',AMR
LEG1NDCIRCULATION
StEELIS
tmoReArS E€1
-
��I..:, MAJOR STREETS
CI.EIt C-C
u
2L` LAAND HIGHWAYS
� ❑
� PL<AN --
LEGEND PLANNING PROPOSALS
C taco LA tion -SPACES
:-OYP l
ER A�c�s o
' tO,cE�MS;tr '�w osAt-OF
riu5 5
A large-scale imap of the above is on file at the Building Commissioner's office in the City Hall.
14
point of view, but a use of land and recreational
facilities, are oftentimes very limited in permanent
value. Dubuque has already installed a traffic con-
trol system.
The next logical step, after traffic has been car-
ried to its highest point of efficiency under the
system of control of existing conditions, is the study
and development of corrective measures. The elim-
ination of the causes of traffic congestion has the
effect of rejuvenating many existing facilities by af-
fording opportunity for their natural functioning;
for example, some residential streets now used il-
logically as main thoroughfares may again become
secondary thoroughfares, or even minor streets—
thus performing their logical function. In the case
of both residential areas and commercial areas, this
is a permanent relief, affording the desirable quiet-
ness to the district, or the opportunity to commerce
and industry to conduct their business on a con-
venient and economic basis. Other causes of con-
gestion are an insufficient number of thoroughfares,
inadequate cross section of the street, excessive grades
and the abuse of roadways for improper parking of
vehicles. Congestion never brings financial gain—
it is an unnecessary community overhead.
RECOMMENDATIONS
TYPES OF THOROUGHFARES
To effectively handle traffic Dubuque should em-
ploy these .types of main thoroughfares.
(a) The Radial Thoroughfare which diverges
from the central area of the city to the adjacent
and surrounding areas of residence, industry and the
region beyond.
(b) The Circumferential Thoroughfare which
tends to encircle the city at strategic distances from.
the central district and provide ready access between
the adjacent and surrounding areas without en-
trance to the downtown or central area.
(c) The By-pass Thoroughfare which is spe-
cifically a route designed to supplement the thor-
oughfares by carrying traffic around areas with which
it is not concerned.
Each of these types are employed in the proposed
thoroughfare system for Dubuque and also in the
Regional plan.
PERMANENT IMPROVEMENTS
The permanent improvements of constructive
measures are widenings, and extensions of old streets
and thoroughfares, and the laying out of entirely
new streets designed distinctly for their purpose.
The standard used in determining the width of
such improvements is the modern highway motor
vehicle. The roadway must be on a unit basis
accommodating lanes of vehicles. The details of
proposed cross-sections so designed are included in
COMPREHENSIVE CITY PLAN
this report. The width of lane for each file of
vehicles is based upon the character and speed of
traffic. It is obvious that minor streets do not re-
quire the space of roadway required for fast moving
traffic of main thoroughfares. This graduation
works for economy in cost of road construction and
pleasantness of the appearance of the street.
PROPOSED THOROUGHFARE SYSTEM
North-South Proposed Width'
(in geographical order) of Right -of -Way
Shiras Street 84'
Roosevelt -Wabash Streets 84'
Windsor Avenue 64'
Burden-Groveland-Brunswick Streets 60'
Sheridan-•Lawther Streets 60'-64'
Peru Road 84'
Sycamore Street 84'
Tower Street 64'
Elm Street 64'
Jackson Street 64'
White Street 64'
Central Avenue 64'-84'-110'
Iowa Street 64'
Main Street 64'
Madison Street 60'
Locust Street 64'
South Locust Street 84'
Dubuque -Cascade Road 100'
Granger Creek Road 64'
Rowan Street 64'
Bluff Street 5 0'-64'
Southern Avenue 64'
Alta Vista Street 70'
Bryant Street 84'
Grandview Avenue 84'-100'
Fremont Avenue 64'-66'-84'
Stetmore Street 84'
McCormick -Collins Streets 84'
Avoca Street 64'
Bunker Hill Drive 84'
Asbury Street 84'
St. Ambrose Street 84'
Finley Street 64'
Pennsylvania Street 110'
McPoland Street 84'
Marquette -Carter Road 84'
East-West
(In geographical order).
North Road 84'
Cemetery Road 64'
Lucretia Street 64'
Edith Street 60'
Lincoln Avenue 64'
Rhomberg Avenue 60'-64'
'This is the width between property lines,
D UBUQUI_ IOWA
POPOSLD SI-CTIO\S
V AJ OQ. STS = -TS A\ N I G H WAYS
PAVEMENT WIDTHS
RECOMMENDED
oD
TI-IROUGIJ TRAPPIC LANES
SECONDARY TRAFFIC LANES
MINOR TRAPPIC LANES
STREET CAR LANES - SINGLE
STREET CAR LANES - DOUBLE
PARALLEL PARKING- ZO FOOT CURB SPACE
45 DEGREE PARKING - 1 1 000T CURB SPACE
90 DEGREE PARKING - 8 FOOT CURB SPACE
30 DEGREE PARKING - (NOT RECOMMENDED)
BUSINESS DI ST2.I CTS
64. FOOT THOR0001-IFARES
"A NO CAR. TRACK.
ROADWAY
4-IO'TRAFFIC LANES
S1DEwALKS 2.4'
2-I2' WALKS
8" SINGLE CAR TRACK,
ROWAY
ADO'TRAFFIC LAN ES45
2.-0 PARALLEL PARKING
1 -9' CARTRACK LANE
SIDEWALKS 19'
2- 95' WALKS
SECTION -----54l--_SECTION
ONE NALCO sTREEr, ONE PAIS OPSTREET
,Q
8'
10'
8,
15'
16'
13
"C" DOUBLE CAR. TRACK.
QOAowAY 40'
2-10'TRAFCIC LANES
2-10' CAR TRACK LANES
SIDEWALKS 24'
2-12' WALKS
NOTE' 'Ica C 006 5188 TO INDICATE 11WDEQUCI' Q' (74.31(0107100
WIZEN PoR1100 OC STREET IS 00.'20120 V CAR TRACK
84 FOOT THOROUGHFARES
A' NO CAR TRACK,
ROADWAY 60'
6 -Id TRAFFIC LANES
SIDEWALKS 24
2-12' WALKS
B" DOUBLE CAR TRACK,
ROADWAY 60'
4. IO,TRAFFIC LANES
2-10CAR TQACIC LANES
SIDEWALKS 24
2—•12' WALKS
110 FOOT TI --I OROUGU FAI2ES
A' NO CAR TRACK,
ROADWAY 80
8—IO'TRAFFIC LANES Io IP ; lo' ; to I I i to to lo' ; e'
SIDEWALKS 26'' S'....�
2-13' WALKS I 1 i
MISCELLANEOUS 4 1
1-4' CENTER TRAFFIC 02.112813 40' l'.1- 4o_-
110
M/N/MUML�.
6
7;
8-4
19'
15
15
12
RESIDENTIAL DISTRICTS
ISETDKK.
I~-
IL Z0' -.-Lo'---.I-6-5' 1
6
o'
1-95'
226-1- 11-226-1351611
64'
0 0
S311006L
IP'
b IZ 2(
30'
nj5
L{I -1-G 4 3'4j
64
zo P 217'
84.
w
i a
o -I 7'
6
DOUBLE CAR. TRACK,
ROADWAY 80'
6--10 TRAFFIC LANES
2-10' CAR TRACK LANES
SIDEWALKS 30
2.-15' WALKS
SCALE OP CROSS-SECTIONS
1 INCIJ •• M(WLS •• 10 FEET
IS'
30'
64: FOOT THOROUGI-I FARES
A' NO CAR TRACK,
ROADWAY • 40'
4-10 TQAFCIC LANES
SIDEWALKS 10'
2-5' WALKS
MISCELLANEOUS 14
2- 6' PLANTING STRIPS
2'-'I'00291216
B" SINGLE CAR. TRACK,
ROADWAY 45'
2-10 TRAFFIC LA9E
I- PARALLEL
- 9' CAR TRACK PLANE GS
SIDEWALKS 10'
2-5' WALKS
M ISC3
2- 5'PLANNTING 902122
2-1' OFFSETS
t' DOUBLE CAR. TRACK,
ROADWAY . 40'
2-10' TRAFFIC LANES
2-10' CAR TRACK LANES
SIDEWALKS10'
2.-5' WALKS,
MISCELLANEOUS 14'
2-6' PLANTING 976125'
2-6 OFFSETS
eL' FOOT TI-10R000H FARES
4" NO CAR. TRACK,
ROADWAY 56
4—IO' TRAFFIC LANES
2-8 PARALLEL PARKINGS
SIDEWALKS 12.E
2-6' WALKS.
MISCELLANEOUS Ito
2-7' PL4NTI NG ST12102
2-I' OFFSETS
8' DOUBLE CAR TRACK.
ROADWAY 56'
2-10' TRAFFIC LANES
2-10 CAR TRACK. LANES
-8 PARALLEL PARKINGS
SIDEWALKS 12'
2-6' WALKS
MISCELLANEOUS 16
2.
—1' OFFSETS, STRIPS
THESE SECTIONS SNOW THE ULTIMATE DEVELOPMENT
OH EACH TYPE OF STREET
110 FOOT THOROUGHFARES
A" NO CAS, TRACK,
ROADWAY 76'
6-10'TRAFFIC LANES
2-8' PARALLEL PARKINGS
SIDEWALKS 16'
2-8' WALKS
MISCELLANEOUS 16
2-6 PLANING STRIPS
2-4' CENTER. CURB
6- DOUBLE 'CAR TRACK.
ROADWAY. 76
4' -IO' TRAFFIC LANES
2--10 CAR TRACK LANES
2-8' PARALLEL 0ARK1NGS
SIDEWALK( 16
2-8' ALKS
MISCELLANEOUS IB
'2-8 8� PLANTING 810,29
2OrPSEIS
—
JOHN NOLIN-CITY PLANNER
JUSTIN 1011AQTZOG - ASSOCIATE
2A90 36 SQWRE-CAM6000E MSS
Je"UnPrin�i
16 COMPREHENSIVE CITY PLAN
Decatur Street 64'
Farley Street 60'
Market -Channel Streets 100'
Davis Street 64'
Millville Road 84'
Muntz Road 84'
Saunders Street 64'
Diagonal Street -Broadway -Muscatine Street 64'
Monroe Street 64'
Kane Street 64'
Twenty Second Street 64'
Kaufman Avenue 84'
Twentieth Street 60'
Nineteenth Street 84'
Seminary Street 64'
West Locust Street 64'
Hazel Street 64'
Rosedale Avenue 84'
Kirkwood Street 64'
Seventeenth Street 64'-84'
Cherry Street 64'
Delhi Street 84'-110'
Fourteenth Street 8'
Grace -West Streets 64'
Eleventh Street 64'
Ninth -Robinson Streets 64'
Julien Avenue 64'-84'
Eighth Street 64'
Hill Street 5 5'-64'
Sixth Street (variable) 64'
Fourth Street 64'
Second Street 86'
First Street 64'
Dodge Street 64'-110'
Ridgway Avenue 110'
Middle Road 110'
Sisters Street 84'
Plymouth Boulevard 84'
North Fork Road 64'
Coates Street 64'
Railroad Street 64'
Kelly Lane 84'
North Cascade Road 84'
Julien Dubuque Drive 84'
Af ton Street 64'
FOR DUBUQUE, IOWA
GENERAL LIST OF THOROUGHFARE IMPROVEMENTS
Symbols: ET—Existing Thoroughfare.
PTE—Proposed Thoroughfare over Existing Right-of_Way.
PTN—Proposed Thoroughfare over New Right -of -Way.
THOROUGHFARES EAST AND WEST.
Item Classification Description Symbol
17
Proposed
Right -of -Way Roadway Improvements
Existing Width
Proposed Width
Existing Width
1. Afton St. (new name) Southern Ave. to Julien Dubuque DrPTN 0 64' 0 36' —
2. Broadway—Diagonal St. to King St PTE 70' 70' 40' 40' —
King St. to W. Twenty-eighth St PTE 50' 64' 27' 40' 14'
3. Cemetery Rd. Edmore. Rd. to Wabash St PTE 50' 64' — 24' 14' —
4. Channel St. (new name)—E. Seventh St. to Roosevelt StPTN 0 100' 0 — — 100'
5. Cherry St.—Pennsylvania St. to Avoca StPT'E 50' 64' 30' 34' 14' —
6. Coates St.—Fremont St. to North Fork Rd PTE 60' 64' 30' 36' 4'
7. Davis St.—St. John's Cemetery to Sheridan St PTE 30' 64' 18' 40' 34'
8. Decatur St.—Garfield Ave. to C. M. St. P. & P. R. R. r. of w. PTE 64' 64' — 34' —
C. M St. P. & P. R. R. r. of w. to Channel StPT'N 0 64' 0 34' — 64'
9. Dedorah St.—Avoca St. to Alley PNC •— 50' — 34' — 50'
10. Delhi Rd.—Asbury St. westward (U. S. 20) ET 64' 110' 36' 40' 46' —
11. Delhi St. Julien Ave. to Julien Ave. (loop) ET 50' 84' 33' 40' 34'
Julien Ave. to Asbury St. ET 64' 84' 36' 40' 24'
12. Diagonal St. --Central Ave. to Broadway PTE 60' 64' 36' 40' 4'
13. Dodge St.—Locust St. to Bluff St PTE—ET 64' 84' 40' 40' —
Bluff St. to Grandview Ave PTE—ET 74' 110' 50' 50' 36'
Grandview Ave. to Fremont St. PTE 64' 110' — 40' 46' —
Fremont St. to Collins St PTE 50' 110' 40' 60' —
Collins St. to Prescott Ave. PTN 0 110' — 40' — 110'
Prescott Ave. to Born Ave. (Ridgeway Ave..) PTE 20' 110' — 40' 90' Born Ave. to Middle Rd. PTN 0 110' — 40' — 110'
14. Edith St.—Brunswick St. to Sheridan St PPE 50' 60' 18' 36' 10' —
16. Eighth St.—Hill St. to C. G. W. Ry. Station ET 64' 64' 40' 40' —
16. Eleventh St.—Bluff St. to White St. PPE 64' 64' 40' 40' —
17. Farley St.—Lincoln Ave. to Garfield Ave PTE 50' 60' 30' 34' 10' —
Garfield Ave. to C. M. St. P. & P. R. R. r. of w PPE 50' 60' — 34' 10' —
C. M. St. P. & P. R. R. r. of w. to Channel St PTN 0 60' 0 34' — 60'
18. First St.—Terminal St. to Main St PTE 120' 64' — 40' —
19. Fourth St.—Bluff St. to Illinois Highway Bridge ET 64' 64' 40' 40' —
20. Fourteenth St.—Delhi St. to Jackson St ET 64' 84' 40' 40' 20'
Jackson St. to Maple St. PTE 64' 84' 40' 40' 20'
Maple St. to Sycamore St PTE 64' 84' 40' 40' 20'
Sycamore St. to Channel St. PTN 0 84' 0 40' —
21. Garfield Ave,—Elm St. to angle near Kniest St PTE 55' 84' 30' 40' 29' —
Angle to Marshall St. (approx.) PTE 60' 84' 36' 40' 24'
Marshall St. (approx.) to Shiras, St PTE 64' 84' — 40' 20' —
Shiras St. to Rhomberg Ave. PT'N 0 84' 0 40' — 84'
22. Grace St.—Grandview Ave. to McCormick St PT'E 50' 64' 30' 40' 14' —
McCormick St. to Finley St. (via cut-off) PTN — 64' — 40' — 64'
23: Granger Creek Rd.—Julien Dubuque Dr. to Bellevue Rd PTN 0 64' 36' — 64'
24, Hazel St.—Avoca St. to Boundary St PTE 50' 64' — 40' 14' —
25. Hill St.—W. Eighth St. to W. Third St ET 60' 64' — 40' 4'
W. Third St. to Dodge St ET 50-55' 55' 30' 34' 5'
26. Jones St.—Main St. to. Water St - ET 64' 64' 40' 40' —
Main St. to Bluff St. PTE 64' 64' 40' 40'
27. Julien Ave.—W. Eighth St.. to Alta Vista St ET 64' 64' 40' 40' —
Alta Vista St. to Delhi St ET G4' 84' 40' 40' 20'
28. Julien Dubuque Dr.—Henderson St. to Country Club PTE 50' 84' 26' 40' 34'
Henderson St. to Cascade Rd PTN 0 84' 0 40' — 84'
Cascade Rd. to Mt. Carmel Rd. PTN 0 84' 0 40' — 84'
Mt. Carmel Rd. to Julien Dubuque's Grave PTE — 84' — 40' — —
29. Kane St.—Monroe St. to Mineral Lot 350 PTE 40' 64' 24' 24'
Mineral Lot 350 to Bunker Hill Dr PTE 60' 64' — 24' 4'
30. Kaufman Ave.—Central Ave. to Valeria St PTE 60-G4' 64' 40' 40' —
Valeria St. to city limits PTE 60' 84' 36' 40' 24'
City limits to Carter Rd. (Marquette Rd.) PTE 66'
84' — 40' 18' —
Carte rRd. to Asbury Rd. PTN 0 84' 0 40' — 84'
31. Kelly Lane—Cascade Rd. (U. S. 161) to No. Cascade RdPTE 40' 84' — 24' 44' —
North Cascade Rd. to Delhi Rd. (U. S. 20) PTE — 84' — 24' —
o PDT
bk
N A
oa
64'
84'
18 COMPREHENSIVE CITY PLAN
GENERAL LIST OF THOROUGHFARE IMPROVEMENTS
Symbols: ET -Existing Thoroughfare.
PTE -Proposed Thoroughfare over Existing Right-of_Way.
PTN-Proposed Thoroughfare over New Right -of -Way.
- THOROUGHFARES EAST AND WEST.
Itom Classification Description Symbol
32. Kirkwood St. -W. Locust St. to Alta Vista St
33. Lincoln Ave. -Windsor Ave. to Fengler St
Fengler St. to Marshall St.
Marshall St. to Emerson St
Emerson St. to Rhomberg Ave.
34. Lucretia St.-Shiras St. to Wabash St
Wabash St. to Peru Rd.
35. Middle Rd. -Pennsylvania St. westward
36. Millville Rd. -Central Ave. westward
37. Monroe St. -Kaufman Ave. to Kane St
38. Muscatine St. -W. Twenty-eighth St. to Saunders St
39. Ninth St. -Bluff St. to Channel St.
40. Nineteenth St. -Central Ave. to Washington St
41. North Rd. -Edmore Rd. to Shiras St. (extension)
42. North Cascade Rd. -Kelly Lane, southwestward
43., North Fork Rd. -Coates St. to Fremont St
Coates St. to north end existing r. of w
End of existing r. of w. to Middle Rd 0
44. Plymouth Blvd. -Southern Ave. to Florence St. (Quinn St.)PTE' 50'
Florence. St. to Grandview Ave. PTN 0
Plymouth St. PTE 100'
Plymouth St. to Lull St. PTN 0
Lull St. PTE 64'
Wartburg Pl. to Dodge St. (extension) PTN 0
45. Railroad St. -Main St. to S. Locust St PTE 64'
46. Robinson St. -Julien Ave. to Bluff St PTE 26'
47. Rosedale Ave. -W. Locust St. to Grandview Ave., ext PTE 60'
Grandview Ave. (ext.) to Asbury St PTE' 50'
48. Rhomberg Ave. -Windsor Ave. to Decatur St. ET 50'
Decatur St. to Beach St ET 64'
Beach St. to Wisconsin Bridge ET 50'
(Fairmount St. --Muscatine St. to Bunker Hill Dr, -alternate
to No. 49) 70'
49. Saunders St. -Muscatine St. to Bunker Hill Dr PTE 50'
Muscatine St. to Millville Rd, PTE 50'
50. Second St. -Bluff St. to Iowa St ET 86'
51. Seminary St. -Madison St. to Harold St ET 50'
Harold St. to St. Ambrose St ET 60'
St. Ambrose St. to city limits PTE 50'
City limits to Asbury Rd PTN 0
52. Seventeenth St. --W. Locust St. to Pine St PTE 64'
Pine St. to Lynn St. PTE 64'
Lynn St. to Channel St. PTN 0
53. Sisters St. -Dodge St. to Stetmore St PTN 0
54. Sixth St. -Bluff St. to Jackson St PTE 64'
Jackson St. to E. Fourth St. extension PTE 64'
E. Fourth St. ext. to Tower St. and proposed bridge PTE 64'
55. Twenty-second St. -Central Ave., to Windsor Ave ET 64'
56. Ungs St. -Seminary St. to Bunker Hill Dr. (relocate) --
57. West St. -Finley St. to Gilliam St. PTE 50'
Gilliam St. to Dodge St. ext. PTN 0
58. West Locust St. -W. Sixteenth St. to Seminary St ET 64'
59. West Twenty-eighth St. -Broadway to Muscatine St PTE 60'
PTE
PTE
PTE
PTE
PTE
PTE
PTN
PTE
PTE
PTE
PTE
PTE
PTE
PTE
PTE
PTN
PTE
PTN
Right -of -Way
sting Width
60'
50'
50'
64'
60'
33'
0
40'
64'
50'
50'
64'
64'
50'
66'
0
40'
Proposed Width
64'
64'
64'
64'
64'
64'
64'
110'
84'
64'
64'
64'
84'
84'
84'
64'
64'
64'
84'
84'
100'
84'
84'
84'
64'
64'
84'
64'
60'
64'
64'
70'
64'
64'
86'
64'
64'
64'
64'
64'
84'
Proposed
Roadway Improvements
y
36' 40' 4'
34' 40' 14'
40' 14'
40' 40' -
30' 40' 4'
- 24' 31'
0 24'
40' -
36' 40' 20'
28' 36' 14'
30' 40' 14'
40' 40' -
40' 40' 20'
24' 34'
24' 18'
0 36' -
36' 24'
0 36'
- 40' 34'
0 40' -
62' 62' -
40' -
40' 20'
0 40' -
40' 40'
18' 40' 38'
36' 40' 24'
30' 40' 14'
34' 34' 10'
40' 40' -
25' 40' 14'
40'
40'
40'
62' 62'
30' 40'
40' 40'
40'
40'
40' 40'
40' 40'
40'
40'
40'
40'
variable
40'
84' 0
84' 0
64' 40'
64' 40'
variable
64' 40'
84'
64' 26'
64' 0
64' 40'
64' -
14'
14'
14'
14'
24'
40' 14'
40' -
40' -
40' 4'
z40'c
o
oa
64'
70'
64'
64'
64'
84'
84'
64'
84'
84'
84'
64'
FOR DUBUQUE, IOWA
GENERAL LIST OF THOROUGHFARE IMPROVEMENTS
Symbols: ET -Existing Thoroughfare.
PTE -Proposed Thoroughfare over Existing Right -of -Way.
PTN-Proposed Thoroughfare over New Right -of -Way.
THOROUGHFARES NORTH AND SOUTH.
Item Classification Description
Symbol
Right -of -Way
Existing Width
1. Alta Vista St. -Julien Ave. to Kirkwood St PTE 70'
2. Asbury St. -Delhi St. to St. Ambrose St ET 66'
St. Ambrose St. to city limits and west ET 64'
t voca St. -Delhi St, to Cherry St. via alley PTE 20'
Cherry St. to Seminary St. PTE 42'
•4. Bluff St. -W. Sixteenth St. to W. Eighth St PTE 50'
W. Eighth St. to Dodge St ET 64'
5. Brunswick St.-Groveland P1. to alley PTE 25'
Alley to Edith St. 50'
6. Bryant St. -Dodge St. to Grandview Ave. ET 60'
7. Bunker Hill Dr. -Hazel St. to Millville Rd PTN -
8, Burden St. -Windsor Ave. to Groveland PTE 60'
9. Cascade Rd. --S. Locust to Grandview Ave ET 100'
Grandview Ave. to city limits ET 100'
10. Central Ave. -Third St. to Twenty-second St ET 64'
Twenty-second St. to city limits ET 64'
11. Commercial St. -Market St. to E. Seventh St PTE•-PTN 64'
(relocate)
12. Edmore Rd. -Peru ltd. to North Rd. and Shiras St.. ext PTE 66' 84'
13. Elm St. -E. Fourteenth St. to E. Twentieth. St PTE 64' 64'
E. Twentieth St. to E. Twenty-second St PTE 40' 64'
14. Finley St.-Karrick St. to Delhi St PTE 60' 64'
Delhi St, to West St. PTE 50' 64'
15. Fremont St. -Dodge, St. to Simpson St PTE 64' 64'
Simpson St. to North Fork Rd. ext PTE 66' 66'
McCormick St. ext. to Kelly Lane PTE 66' 84'
16, Grandview Ave. -Cascade ltd. to Southern Ave, ET 60' 100'
Southern Ave. to Delhi St. ET 100' 100'
Delhi St. to W. Fourteenth St PTE - 84'
W.. Fourteenth St. to Rosedale Ave PTN - 84'
Rosedale Ave. to W. Locust St PTN - 84'
17. Groveland Pl.-Burden St. to Brunswick St PTE 50' 60'
18. Harbor St. --E. First St. to E. Fourth St PTN - 42'
19. Iowa St. -W. First St. to W. Second St, PTE variable 40'
W. Second St. to W. Seventeenth St PTE 64' 64'
20. Jackson St. -E. Fourteenth St. north to city limits ET 64' 64'
City limits northward - 64'
21. Karrick St. -Finley St. to Boundary St PTE 50' 64'
22. Lawther St. -Burden St. to Sheridan St PTE 50' 60'
23. Locust St. -W. First St. to W. Sixteenth St ET 64' 64'
24. Madison St. -Main St. to Seminary St ET 60' 60'
25. Main St. -W. Seventeenth St. to Jones St ET 64' 64'
Jones St. to Railroad St. PTE 64' 64'
26, Market St. -E. Fourth St. ext. to E. Seventh St PTE 64' 100'
27. Marquette Rd. (temporary name)
Middle Rd. to Ridgeway Ave. (Born Ave.) PTE 50' 84'
Ridgeway Ave. to Delhi Rd. (U. S. 20) PTN - 84'
Middle Rd.. to Asbury Rd. at Carter Rd PTN - 84'
Asbury ltd. to Kaufman Ave. PTE 66' 84'
Kaufman Ave. to Millville Rd. PTN - 84'
Millville Rd. to N.W. corner city boundary PTN - 84'
N.W. corner to Sageville Rd. (U. S. 55) PTE 66' 84'
28. McCormick St. -Delhi St. to Bennett St. PTN 50' 84'
Bennett St. to Stetmore St. ext. PTN - 84'
29. McPoland St. and extensions
Pennsylvania St. to Brown St. PTE 30'-50' 84'
Brown St. to Delhi St. PTE 50' 84'
Delhi St. to Dodge St. ext. PTN - 84'
Pennsylvania St. to Karrick St. PTN - 84'
IKarrick St. to Kaufman St. PTH 26' 84'
Proposed Width
70'
84'
110'
64'
64'
50'
64'
60'
60'
84'
84'
60'
100'
100'
64'
84'
64'
19
Proposed
Roadway Improvements
Existing Width
40'
40'
30'
30'
36'-40'
18'
36'
36'
24'
18'
44'
40'
40'
28'
36'
36'
4.0'
65'
18'
40'
40'
30'
40'
40'
40'
40'
40' - -
40' 18'
40' 46' -
40' 44'
40' 22'
36' -
40' -
36' 35'
36' 10'
40' 24' -
40' - 84'
36' -
40'
40'
44'
40' 20'
40' -
24' 18'
40' -
40' 24'
40' 4'
40' 14'
36' -
36' -
24' 18'
65' 40'
65' -
40'
40' -
40' -
36' 10'
24' -
40'
40'
40' -
40' -
40' 14'
36' 10'
40' -
40'
40'
40' -
40' 36'
24'
24'
24'
24'
24'
24'
24'
30' 40'
40'
40'
40'
40'
40'
40'
34'
18'
18'
34'
84'
84'
84'
42'
64'
84'
84'
84'
84'
84'
34'-54'
34' -
- 84'
84'
58' 84'
20
COMPREHENSIVE CITY PLAN
GENERAL LIST OF THOROUGHFARE IMPROVEMENTS
Symbols: ET -Existing Thoroughfare.
PTE -Proposed Thoroughfare over Existing Right-of_Way.
PTN-Proposed Thoroughfare over New Right -of -Way.
THOROUGHFARES NORTH AND SOUTH.
Proposed
Right -of -Way Roadway Improvements
y
Item Classification Description Symbol
30. Pennsylvania St. -Delhi St. to Middle Rd
32. Roosevelt St. -Garfield Ave. to angle 'A'
Angle 'A' to Angle 'B'
Angle 'B' to Lucretia St. at Wabash St
Proposed Width
PTE 64' 110'
31. Peru Rd. -Central Ave. to east and north ET 60' 84'
PTE 64' 84'
PTE 50' 84'
PTN - 84'
Garfield Ave. to C. M. St. P. & P. R. R. r. of w PTE 64' 84'
C. M. St. P. & P. R. R. r. of w. to Channel St PTN....- 84'
33. Rowan St. -Grandview Ave. to city limits PTE 50' 64'
City limits to Julien Dubuque Dr. PTN - 64'
34. Sageville Rd. (U. S. 55) -City limits northward ET 66' 110'
35. Sheridan St. -Davis St. to Peru Rd PTE 50' 64'
Davis St. to Lawther St . PTE 50' 60'
36. Shiras St. -Garfield Ave. to Rhomberg Ave PTN 64' 84'
Rhomberg Ave. to Jansen St. (approx.) PTE 64' 84'
Jansen St. to Lucretia St ET 64.5' 84'
Lucretia St. to Eagle Point Park (n. boundary) PTE 40' 84'
Eagle Point Park (n. b.) to Sageville Rd PTE - 84'
37. South Locust St. -W. First St. to Dubuque -Cascade Rd ET 64' 84'
38. Southern Ave. -Grandview Ave. to Cascade Rd PTE 64' 64'
39. St. Ambrose St. -Asbury St. to Seminary St ET 60' 84'
Seminary St. to Hazel St PTE 60' 84'
40. Stetmore St. -Delhi St. to Grace St PTE 50' 84'
Grace St. to Bennett St PTN 0 84'
Bennett St. to Dodge St PTN 0 84'
Dodge St. to Marion St. and Concord St PTE 50' 84'
Marion St. to McCormick St. ext PTN 0 84'
41. Sycamore St. -E., Seventeenth St. to E. Twelfth St PTE 64' 84'
E. Twelfth St. to Channel St . PTN 0 84'
42. T'ower St. -E. Sixth St. to Commercial St PTE 60' 64'
43. Wabash St. -Lucretia St. to Cemetery Rd PTE 40' 84'
Cemetery Rd. to Shiras St. ext PTN 0 84'
44. White St. -E, Twenty-second St. to E. Sixth St PTE 64' 64'
45. Windsor Ave. -Garfield Ave. to Twenty-second St ET 50' 64'
Twenty-second St. to Burden St ET 60' 64'
Burden St. to Davis St ET 60' 64'
Existing Width
- 40'
36' 40'
40' 40'
34' 40'
- 40'
40'
- 40'
- 34'
- 34'
- 40'
30' 36'
30' 36'
40' 40'
40' 40'
0 40'
0 40'
36'
40' 40'
- 36'
40' 40'
- 40'
28' 40'
0 40'
0 40'
- 40'
0 40'
- 40'
0 40'
- 40'
- 40'
0 40'
40' 40'
34' 40'
38'-40' 40'
40' 40'
b '8. o
46'
24'
20'
34' -
- 84'
20' -
84'
14' -
64'
44' -
14' -
10' -
20' 84'
20'
19.5'
44' -
84'
20' -
24'
24'
34' -
- 84'
- 84'
34' -
84'
20' -
84'
4' -
44' -
- 84'
14'
4'
4'
z�
0
bD o
Of4
FOR DUBUQUE, IOWA
The proposal advanced prior to the preparation
of the city plan for the elimination of the grade
crossing over the C. M. St. P. & P., I. C., and C. B.
& Q. R. R. on the principal approach to the city
from the east is endorsed. This approach to the
city is of special importance since it is not only
the thoroughfare connection with East Dubuque
(Illinois) but is also U. S. Route 20, a transcon-
tinental highway. The crossing consists of tracks
of the three railroads and while well guarded con-
stitutes a decided handicap to the street traffic of
the city by reason of the necessity of frequent
closings.
The question of the elimination of the crossing
has been studied as a part of the City Plan. In
19071 a proposal was made that the railroad tracks
should be elevated since they could not well he
depressed on account of the proximity of the tracks
to the Mississippi River. The outlook for such a
generous solution of the difficulty is of doubtful
realization. There seem to be four practical pos-
sibilities.
1. Maintain the present approach route via the
Illinois Bridge, Fourth Street Extension, and Fourth
Street and provide an underpass beneath the tracks
for the street.
2. Maintain the same approach and provide
an overpass or viaduct over the tracks.
3. Maintain the same route as far as Market
Street, then utilize Sixth Street Extension and Sixth
Street with a viaduct over the tracks.
4. Depart radically from the present approach
route and develop a new eastern approach by a
bridge over the river leading directly from East
Dubuque into Dodge Street and including in con-
nection an overpass over the Illinois Central and
Milwaukee tracks.
The question of this grade crossing elimination
is not an isolated problem but is one related to
the larger problem of the improvement of the
approach to Dubuque from the east. The present
entrance to the city is unattractive and not with-
out elements of hazard in the immediate approach-
es to the existing bridge on both sides of the river
but more particularly on the Illinois side. It is
not unreasonable to consider the eventual replace-
ment of this bridge as necessary. At that time
a new location for a bridge should be selected and
a new approach to Dubuque developed. A pro-
posal has been incorporated in the Major Streets
and Highways Plan for the location of the new
bridge at the foot of Sixth Street Extension and
the development of that street as the new approach,
with a grade crossing elimination over the railroad
tracks at Sixth Street. This route would give direct
Report on the Improvement of the City of Dubuque,
1907. C. M. Robinson.
2t
approach free from all hazards and an attractive
one with the development of a parked waterfront
on either side of the bridge head on the Iowa side.
The project lends itself readily to execution in
stages with the grade crossing elimination as the
first section.
V. PARK AND RECREATIONAL AREAS
OF DUBUQUE
RECREATIONAL FACILITIES A MODERN NEED
More and more are American municipalities be -
corning concerned with the provision of adequate
recreational facilities for their citizens. Recreation
is no longer considered one of life's luxuries -to
be enjoyed by a few -but a necessity for all, re-
gardless of their economic status. And so as our
American cities increase in size and population,
they need proportionally greater recreational facil-
ities -greater in numbers as well as greater in area.
EXISTING PARKS AND PLAYGROUNDS
Dubuque is confronted now with the recreation-
al problems that some cities have faced, that others
are facing, and those which still others ought to
face. Dubuque is in great need of more parks and
playgrounds. In fact, her existing parks and play-
grounds provide only one-third of the area needed
in a city of her size. There are in the city fif teen
parks and playgrounds with a total area of only
two hundred and eight acres. The largest of these
are Eagle Point Park, containing one hundred and
sixty-seven acres, and Grandview Park with twenty-
six acres. The. other thirteen tracts are surprising-
ly inadequate, amounting to but a total of fifteen
acres.
Playground bounded by Washington,
Jackson, 24th and 25th Streets 3.2 acres
Cleveland Park 2.5
Jackson Park 2.1
Washington Park 1.4
Madison Park 1.3
Bluff Side Park 1.0
Playground, corner Dodge and Booth
Streets .8
Playground on 12th Street at Central
Avenue and White Street .46
Library Park at Bluff and 11th Streets
Caledonia Park
.41
.40
West Fifteenth Street Park .40
Jefferson Park .28
Grant Park .17
Frith Park .45
These areas are not only inadequate in size, but
also are not well distributed to serve the public
needs. The residential area of Dubuque is
not adequately provided with neighborhood park
tt
ft
ft
ft
ft
ft
a
ft
lt
ft
a
22
COMPREHENSIVE CITY PLAN
EASTERN APPROACH TO DUBUQUE (U. S. 20)
Upper—First view on entering Dubuque from the East.
Lower—Last view on leaving Dubuque going East.
FOR DUBUQUE, IOWA
and playground areas. In the area west of Grand-
view Avenue there are no parks or playgrounds;
neither is that part of the city north of 25th
Street provided with recreational areas. There are
no existing playgrounds for children under five
years, no swimming pools', no athletic fields', and
no connecting parkways coordinating the various
areas into a park system for the city as a whole.
PROVISION OF PARR FACILITIES FOR
PERSONS OF ALL AGES
A modern park and recreational system should
provide adequate recreational facilities for people of
all ages, and then the various parks should be joined
by connecting parkways to form a related system.
We feel that every city should provide not only
playgrounds for children between the ages of five
and twelve, but that there should be playgrounds
for children under five years of age, as well as ath-
letic fields, tennis courts, swimming pools, and
neighborhood parks for older boys and girls and
younger men and women.
The area to be set aside for park purposes is
determined by local conditions, population density
and distribution, land use conditions, traffic circula-
tion, public resources, and available areas suitable
for recreational purposes. It is, therefore, neces-
sary to play today, that we may have recreation
tomorrow.
Before considering the recommendations for Du-
buque note the park statistics of cities in the same
population class:
23
its present facilities to meet the minimum require-
ments.
RECOMMENDATIONS
Af ter carefuly considering Dubuque's topograph-
ical condition, population density and trends, and
traffic conditions, we propose the following recom-
mendations for parks and playgrounds—a long term
program.
PARKS
Reservation between Kaufman Avenue Exten-
sion and Millville Road at Carter Road.
Park opposite the Senior High School connect-
ing with the proposed Municipal Golf Course (Bun-
ker Hill Course) .
Eagle Point Park Extension.
Park between Garfield and Rhomberg Avenues,
Shiras and Stanton Streets.
Park Reservation between Water Works and
Roosevelt Street.
Park Reservation on northern end of Ham's
Island.
Municipal Golf Course on site of present Bunker
Hill Golf Course.
Park area on Cemetery Road.
Park area at 14th Street Extension on both sides
of proposed Peosta Channel.
Park area east of Tower Street, and bordering
on Mississippi River.
Extension of West 1 Sth Street Park.
.Area Persons
of per Acre
City Pop. Parks of Park
La Crosse, Wis. 39,614 518.7 a 76.3
Council Bluffs, Ia. 42,648 977.6 a. 43.6
Decatur, Ill. 57,510 731.0 a. 78.6
Colorado Springs, Colo. 33,237 788.14 a. 42.1
Petersburg, Va. 28,564 506.6 a. 56.3
Meriden, Conn. 3 8,48 0 1344.5 a. 28.6
Beaumont, Tex. 57,632 689.4 a. 83.7
DUBUQUE, IA. 41,679 208.2 a 200.1
It is quite evident that Dubuque is very much
in need of more park area. Of these eight cities,
Dubuque has the smallest park area, and the great-
est number of people per acre. The reasonable
minimum park area for a city the size of Dubuque
is ten per cent. of the city's area, which would
be approximately six hundred acres. At the present
time, as the above table shows, Dubuque has only
two hundred and eight acres devoted to recrea-
tional facilities. Dubuque needs at least three times
'A Bathing Pool is under construction near the Water
Works at Eagle Point.
'The High School has an athletic field and the city owns
a Baseball Park.
Area Re'ation of
of Park to City
City Area
6364.8 a. 8.1%
10560.0 a. 9.2%
5996.8 a. 12.2%
5740.4 a. 13.7%
2560.0 a. 19.7%
6464.0 a. 10.6%
6080.0 a. 3.4%
Extension of Grandview Park.
PLAYGROUNDS
Playgrounds bounded by 32nd, Liebe and Jack-
son Streets.
Playground at Saunders and Crawford Streets.
Playground north of Middle Road near McPo-
land Street Extension.
Playground north of Columbia College at Kirk-
wood and Cox Streets.
Playground west of University of Dubuque Ath-
letic Field.
CITY OP D _U B U Q U E IOWA-
,'
OWA
PLANNING ,NI) 20NINC rf)�1SIIs��o�:
-P0NELSn:;-
tiyAi
.LEGEND
GIC
4 AY °N
STRUTS
NrE71.,
11 cALE IC
_, « — ,
LEGEND- PLANNING PROPOSALS
COE»< ®DS PUBLIC PARKAND- 6TZGli IL 6
r,is� ornr�¢�s�sa+c€s.
°^ �°�� : ° R.E_ CREATION SYSTEM3011
;moi s
aurmnoE¢ncs _
sa.E�=assaaos PLAN
M,=� �.N
civ AnAlo.E. • D CUSi0. 4Rf6i
A large-scale reap of the above is on file at the Building Commissioner's office in the City Hall.
FOR DUBUQUE, IOWA
Playground north of Dodge Street, extension of
existing playground.
Playground adjacent and south of Dubuque
Country Club.
Playground between Whittier, Hamilton, Rhom-
berg and Garfield Avenues.
Playground on Rush Street at Bryant School.
Playground on Southern Avenue at Quinn Street.
Playground on Kaufman Avenue at Dubuque
Water Works.
Other playgrounds are designated in connection
with the public school properties.
PARRWAYS
Plymouth Parkway between Middle Road and
Wartburg Seminary.
Catfish Creek Parkway along Catfish Creek be-
tween Delhi Street and Fremont Street.
Catfish Creek Parkway between Fremont Street
and Dubuque Cascade Road southward from Kelly
Lane.
Catfish Creek Parkway between Dubuque Cas-
cade Road and Mt. Carmel Road.
Shiras Parkway between Sageville Road Park
Reservation and Millville Road.
In Dubuque there are no street or boulevard de-
velopments which might be classified as parkways,
with the possible exception of Grandview Avenue.
Parkways are valuable in controlling land develop-
ment; they increase land, values, preserve local scenic
conditions, and prevent stream pollution and unsan-
itary conditions.
PARRED STREETS
There are certain of the city streets that should,
by reason of the area served and their particular
location, be classified as parked streets and receive
special attention and care in the planting of trees
and in maintenance. These streets are designated
in green on the Public Park and Reservation Sys-
tem Plan.
THE BLUFFS
One of the most outstanding features of the
City of Dubuque and region is the line of bluffs
which mark the transition from the downtown sec-
tion to the plateau above. This natural feature is
distinctive and from its top many fine views of the
river are enjoyed. It is recommended that these
bluffs between Cleveland Park and Eighth Street,
and at West 15th Street be acquired by the city
as a measure of protection and preservation of na-
tural beauty for the future.
25
VI. SCHOOLS
ROLE OF THE SCHOOL IN THE COMMUNITY
The schools play a very important role in every
city's composition. They influence the life of the
child between the ages of five and sixteen, the
most impressionable period of life. They, more
than any other factor with the exception of the
home environment, determine the character of the
citizens of tomorrow. Indirectly they keep the par-
ents abreast of the changing conditions of life
through the ever widening and developing interests
of the child.
MODERN REQUIREMENTS IN SCHOOL FACILITIES
Not only should school buildings be adequate
in size and well equipped, but the grounds must
provide sufficient play area for all the pupils. There
should be no overcrowding. Larger plants are de-
sirable in these days to warrant the development of
the modern school plant with its -many desirable
ramifications and wide field of training. There is
a growing need of economy in school management
which can be met by careful planning and admin-
istration. Of primary importance is the physical
location of the school and its relation to population
density and the distribution of school population.
ELEMENTARY SCHOOLS
The grade schools are designed to serve an area
of approximately one square mile, which, of course,
places them about one mile apart, and within easy
walking limits for the pupils. Schools should be
located away from main thoroughfares, but should,
nevertheless, be directly accessible by minor streets.
The land should be topographically nearly level so
that all parts of the property may be used to an
intensive degree for building, setting, landscaping
and play.
ELEMENTARY SCHOOLS AND PLAYGROUNDS
The size of the school site is important. Be-
cause it is desirable to have both schools and play-
grounds within one mile of one another, it seems
logical in providing adequate areas about schools to
combine the two wherever practicable. If land
can be purchased reasonably, it is advisable to secure
it and establish playgrounds within the school pro-
perty. It has not been found practicable to com-
bine these when the area is less than four acres of
land. Schools should be bounded preferably by
streets or public ways, parks, or other public pro-
perty, but never by private property if it is possible
to avoid it.
26
COMPREHENSIVE CITY PLAN
BLUFFS AND THE DOWNTOWN DISTRICT
FOR DUBUQUE, IOWA
THE HIGH SCHOOLS
A Junior High School should have at least ten
acres in its site, and a Senior High School twenty
acres, to perform adequately their functions and
provide well-rounded facilities. Since these schools
serve an older group of children, the walking dis-
tance and safety factors are not of so much con-
cern. The Senior and Junior High Schools should
be as centrally located for the school population
as possible. In Dubuque there are two Junior High
Schools—namely, the Jefferson Junior High School
and the Washington Junior High School—along
with the Senior High School on West Locust Street.
The Washington Junior High School is located on
Grandview Avenue in the southwest section, and
the Jefferson Junior High School in Linwood, the
northeastern part of the city. The Senior High
School is very well situated and well equipped.
EXISTING SCHOOL STATISTICS
The following school statistics are given to in-
dicate present facilities in number of schools, en-
rollment, and the size of their grounds:
Approximate
Elementary Emroll- Area of
Schools ment Grounds
Audubon 243 1.5 acres
Bryant 115 1.3 "
Franklin 157 1.7
Fulton 294 1.7
Irving 270 1.5
Jackson 169 3.6
Lincoln 394 2.5
Marshall 160 2.75
Peter Cooper .23
Prescott 300 .60
Central—Special 70
Total 2,172 17.38
tt
Et
Et
"
tt
tt
tt
CC
tt
JUNIOR HIGH SCHOOLS
Jefferson Junior 435 4.02 "
Washington Junior 646 4.4 "
Total 1,081
8.42 "
SENIOR HIGH SCHOOL 1,179 19.00 "
PART TIME SCHOOL
Central 83 .50 "
Totals 4,515 45.30 "
RANGE OF SIZES OF SCHOOL GROUNDS
Under two acres 8
Two to three acres 2
'1936.
2Now abandoned.
Three to five acres 3
Over five acres 1
Total
27
14 sites
It will be noticed that seven of the fourteen
schools have an area of less than two acres. This is
inadequate for the needs of the pupils. We have
carefully considered the existing school conditions,
and we feel that the following recommendations
are advisable from an economic as well as a geo-
graphical point of view.
RECOMMENDATIONS
1. We advise that Irving School be abandoned
eventually, because of its location on a busy thor-
oughfare in a potential business center. We sug-
gest that an area of about four acres be set aside
for a new school site north of the intersection be-
tween Middle Road and Asbury Road.
2. In view of residential trends, we suggest
that six acres be acquired for future development
north of Coates Street and south of Dodge Street
Extension.
3. With the development of property along
Catfish Creek, we anticipate a tendency to develop
residential property in the southeast part of the
city. For this reason, we suggest that six acres
be reserved between Dubuque -Cascade Road and
Rowan Street. -
4. We suggest that Bryant School be enlarged
to twice its present size as a school property for
expansion, or that the additional area be acquired
as a public playground.
5. Likewise we suggest that Lincoln School be
enlarged to include the whole of the block be-
tween Forest Lane and West Fifth Street and Ne-
vada and Spring Streets.
6. Inasmuch as the area about Audubon and
Fulton Schools is tending toward light industrial
development, these schools will eventfully be un-
necessary. It is therefore recommended that pro-
vision be made for the pupils in the residential
district in the northern part of the city. And
for this purpose we suggest that two blocks be set
aside on Lawther Street, and that six acres shall
be secured on the south side of Saunders Street to
provide educational facilities for this part of the
city.
7. Because ofthe dangerous location of Mar-
shall School between two main thoroughfares, and
the impracticability of enlarging the grounds about
it, we suggest that six acres be secured south of
Emerson Street, so that eventually the Marshall
School may be abandoned, and the new school site
may be ready to take its place.
28 COMPREHENSIVE CITY PLAN
DUBUQUE'S HIGH SCHOOL - THE NUCLEUS OF THE CULTURAL CENTER
Upper --East Front with Athletic Field in foreground.
Lower—North Front.
FOR DUBUQUE, IOWA
SUGGESTED COORDINATED' USE OF SCHOOL
GROUNDS AS PLAYGROUNDS
The location and character of certain of the
school properties lend themselves to coordinated use.
Proposed School Areas Playground Use
Saunders Street Children's Playground
Emerson Street Children's Playground
Baseball field
Athletic field
Lawther Street Children's Playground
Middle Road, McPoland
and Asbury Road site Children's Playground
(Developed in conjunc- Baseball field
tion with adjacent play- Athletic field
grounds) Tennis courts
Dodge Street and Coates Swimming pool
Street Children's Playground
Baseball field
Athletic field
Rowan Street Children's Playground
Baseball field
Existing School Areas Playground Use
Jefferson Junior High Athletic field
Washington Junior High Tennis courts
Audubon Children's Playground
Jackson Children's Playground
Central Children's Playground
Prescott Children's Playground
Lincoln Children's Playground
Franklin- Children's Playground
Bryant (playground proposed Tennis courts
adjacent, or extension Children's Playground
of school property)
VII. PUBLIC BUILDINGS AND PUBLIC
AREAS OF DUBUQUE
CHARACTER OF PRESENT PUBLIC BUILDINGS
The present geographical distribution of the pub-
lic buildings in general in Dubuque is unfavorable
economically and aesthetically. The only exception,
possibly, to this condition . is the Public Library.
Located on the southeast corner of Eleventh Street
and Bluff, the Library is practically on the fringe
of the downtown business district, and unlike the
existing City Hall, Post Office and County Court
House, it has control of adjacent property. We
would suggest, however, that the trustees of the
Library take advantage of this fact and keep with-
in their control the development of the surround-
ing area so that the Library shall always have the
best possible setting.
The City Hall and County Court House are
29
not so fortunate. Their buildings are obsolete, their
settings inadequate, and their lack of unity and co-
ordination with one another makes them unecon-
omical from a civic standpoint. They are scattered
over the business section of the city. The City Hall
is located on Thirteenth Street between Central
Avenue and Iowa Street, the County Court House
on Central Avenue between Seventh and Eighth
Streets five blocks south of the City Hall. Both
are relatively close together, but have none of the
desirable relationships for either public convenience
or civic appearance.
To group these two principal municipal build-
ings of Dubuque is manifestly advantageous for con-
venience in the transaction of the business of the
city. Careful consideration has been given to various
locations for the development of a central adminis-
trative group, and as a result the area between Fourth
and Sixth Streets, and Bluff and Locust Streets, has
been chosen as being the most favorable economically
as aesthetically. This location is economically and
geographically favorable because it is central, and be-
cause of its situation at the edge of the Business Dis-
trict, and yet distinctly' a part of it. It is easily
accessible by way of Fourth, Fifth, Sixth, Bluff and
Locust Streets. Aesthetically it is favorable because
it has as a background the picturesque bluffs of
Dubuque, and because it overlooks the attractive
Washington Park.
RECOMMENDATIONS
MUNICIPAL ADMINISTRATIVE CENTER
That the two blocks between Fourth and Sixth
and Locust and Bluff Streets be acquired for an Ad-
ministrative Center, consisting of a City Hall, Coun-
ty Court House, and Federal Building.
That the area fronting on Fourth Street between
Bluff and Locust be reserved for the County Court
House.
That the central section be reserved for the City
Hall, and that Fifth Street be closed or spanned by
the building, so that it will be on the axis of the
street.
That the area on Sixth Street, Bluff and Locust
Streets be reserved for the Federal Building.'
The grouping of the three buildings at one loca-
tion, in a coordinated arrangement, will not only
develop an attractive central area in the city, but it
will also facilitate business and afford greater con-
venience to the public at large.
It is also recommended that the block between
Third and Fourth Streets and Bluff and Locust be
'This site has been acquired since the preparation of the
Administrative Center Plan, by the U. S. Govern-
ment, and a new United States Post Office and Federal
Court House erected thereon.
30
acquired for park purposes as a setting for the Coun-
ty Court House, and to aid in creating a center of
some distinction by balancing Washington Park on
the north side of the proposed Administrative Center
and completing the symmetrical plan. The down-
town section, now without central open space, will
find these small breathing spaces of growing value,
especially if they can be made more engagingly
useful.
It is only a question of time before Dubuque will
require an Auditorium to meet the needs of her citi-
zens. We feel that the time has come to plan defin-
itely for this facility. The block between Second
and Third, Locust and Bluff Streets, south of the
proposed park, is recommended for the Auditorium.
The purposes and function of an Auditorium require
free access and spaciousness about the building. The
proposed park and the frontage on Second Street
(86' wide), along with Bluff and Locust Streets
(both 64' wide), meet these needs.
It is recommended that these areas be acquired
as soon as possible.
CULTURAL CENTER
The possibility of the creation of a Cultural Cen-
ter for Dubuque has been studied. Such a center
would include the Public Library, a Museum, an
Art Gallery, and such related institutions as might
later be advisable. The site should be commanding
in elevation, 'easy of access, closely related to the
park and parkway system, and in a section of the
city that will remain residential in character for a
long period of years: A center of this nature would
be a valuable asset to Dubuque, which. already has
a strong array of intellectual institutions. As a site
having the desired qualifications we recommend the
area adjacent and northeast of the High School.
This site would allow the incorporation of the splen-
did High School into the group. The eventual need
for expansion or rebuilding of the present Public
Library building will present the opportunity of us-
ing that institution as the nucleus for the center.
The Fire Stations are sufficient in number, and
they are well distributed over the city. Likewise,
the Public Water Works are in good condition, and
any need for additional structures can logically be
developed on the present land holdings.
VIII. BUSINESS DISTRICTS
The downtown Business District is a compact
section of the city, and while it has ample oppor-
tunity for expansion, there are rather definite boun-
daries which restrict its growth as a unit. The
absorption of the area suitable for business, how-
ever, will be a long time in process, so that this
limitation on the district is not of important con-
cern. But there are two problems which must
COMPREHENSIVE CITY PLAN
occupy more and more the public mind, and par,
ticularly the business man, in connection with this
area. These are the problems put in question form
every day by hundreds of people as . they travel
downtown:
First, how to get into the business district
quickly and conveniently.
Second, *hat to do after getting in.
THE ENTRANCE PROBLEM
Access to the downtown section is provided by
nine thoroughfares, so that entrance may be made
from all sides. Unfortunately each of these access
thoroughfares has some restricting limitation which
prevents it from serving its purpose to the best
advantage. The elimination of these handicaps by
improvement in the thoroughfare itself by better
organization of the thoroughfare system, or by
relief measures, such as parallel traffic streets and
by-pass routes, constitute the first problem.
How to get about, and where to park the car,
are representative of the everyday conflicts which
confront the shopper downtown. It is a psycho-
logical situation—one bearing chiefly upon the vol-
ume of trade of the stores. People in a happy mood
are larger buyers than those in an irritated frame
of mind. For this reason alone there is sufficient
cause for making the shopping and business dis-
tricts attractive, convenient and safe for the buyer
and the business house.
These two problems apply also in varying de-
gree and form to the local business district. Gen-
erally the situation for the local district is one to
be met by preventive measures, such as securing in
advance or along with store construction, ample
street widths, facilities for parking of customers'
cars, and the handling of service trucking. In other
words, it is the elimination, at the source, of the
handicaps which cost money year after year in the
older parts of the city.
RECOMMENDATIONS
In the downtown district Dubuque must build
in accordance with the present basic facilities. The
plan laid down one hundred years ago fixed the
width of street rights-of-way, and each succeeding
period of business growth and expansion retained
this width, until there has now been imposed a
wall of brick and stone and steel at the property
lines on the principal business streets. Dubuque is
not in a position to blast out these permanent
boundary markers and reconstruct on new lines.
Main Street, in but a few blocks, could provide
facilities for transacting the total business of the
city, if the stores and office buildings were built
high enough, but the congestion of the street would
tttltthlghlf111111ht1
4
ft r
s
•
•
`.: , \4-
r .,
♦
rs
,J r'' / iY
• \ `'t )
'• :• p: ' , Y�!
♦t to h-4 ,
•
•
1
e i r1
•
4 f
•
•
•
r
• r
i a f
• 1
'fa.
n? • -
t ,:
., •
• �•'10`• •
14 r .
1
r
•
•
"w
nlnuwoyuuntnmungrrq hllhIi,, ) .o\,1101P\`t\5n1na1a\`\`
am
1
Wilt/ra ryltlft/har /,/,.
NJ
uu
JOUN NOLEN .. CITYPLANN[Q
JUSTIN R. WART O6» ASSOCIATE
I ARYARD SQUIRE•CAMBRIDGEMASS
JA HUM 1932
ilii„pnotillllllnrr n+npull' un lnnnlnruun l•uu1
Bottom- mot
BLUPr
.PARK,
DROfJOSED)2
u
-LOC- 0ST
a
DUbU QU ' „IOWA
PUBLIC 15U I LD I NGS AND GPOUNDS PLAN
ADM I N I ST2ATIVz CE\T[2
AT WASH INCTC\ (pia
SCALE - I INCU = 100 FEET
SERVICE AREA,
_ K INC
PARKING
L
v)
ST
0 50 100 200
Sr
JL
a
FOR DUBUQUE, IOWA
31
053
5
64
32
increase by leaps and bounds and choke off access to
the buildings. The present inability and inadvis-
ability of widening the downtown streets, such as
Main Street and Central Avenue, at an enormous
cost, makes necessary the adoption of a policy of
building in accordance with the capacity of the
existing streets.
The problem of the sound development of the
central area is not a question of the merits or dis-
advantages of the skyscrapers in contrast with the
buildings of lower height, but one of working har-
moniously with both, where the conditions war-
rant the employment of both. Each type must be
coordinated with the width and capacity of the
street upon which it abuts, if congestion and over-
building are to be avoided. No recommendations
for the widening of the principal streets in this area
have been made. Three factors—the opportunity
of general business use to expand over a wider
downtown area, the proportionately high cost of
such improvements, and the decentralization into
local or neighborhood centers of specialized retail
business—make such improvements undesirable.
It is at the border of the downtown district,
however, that improvements are urged so that un-
impeded access can be obtained to the district. A
most important step is the improvement of the
thoroughfare connection with the residential area im-
mediately to the west. Hill Street and Julien
Avenue converge into West Eighth Street, and thus
force the traffic of both streets into a single en-
trance way, forming what is often termed a "bottle
neck" in traffic flow. It is proposed that this situa-
tion be relieved by the development of a parallel
connection for the length of this congested sec-
tion of Eighth Street. Robinson Street would be
utilized for this purpose, and would be widened
between Bluff Street and Julien Avenue. The ef-
fect of the parallel would be to allow Eighth Street
to be used as a one way street between Hill and
Bluff Streets for traffic inbound to the business
district, and Robinson Street to be reserved for out-
bound traffic. The present intersections of Hill
Street and Julien Avenue would be enlarged, and a
small open space provided, about which the traffic
would flow.
Another important boundary improvement is the
elimination of the railroad grade crossing on Fourth
Street, which is discussed in connection with the
chapter on the Thoroughfare System.
The development of Garfield Avenue as a thor-
oughfare parallel to Rhomberg Avenue, with the
elimination of the grade crossing over the Chicago
Great Western Railroad, will provide a direct and
uninterrupted approach to the downtown area from
the northeast section of the city and from Wis-
consin. Fourteenth Street should eventually be wid-
COMPREHENSIVE CITY PLAN
ened as one of the principal thoroughfares, and as
the only one that can be made to extend directly
from the banks of the Mississippi across the city
to connect with regional highways. Central Avenue
north of Twenty-second Street will always be the
principal route of access from the north, and wid-
ening is suggested.
SPECIAL DEVELOPMENT OF CERTAIN ALLEYS
Within the downtown district, the wide alleys
located between Main Street and Central Avenue,
and between Main Street and Locust Street, offer
an opportunity for securing additional traffic cir-
culation by their improvement through the elim-
ination of all protruding structures and poles, and
adaptation of the alleys as one way streets. This
would in no way eliminate them from use as ser-
vice ways, since they need not have sidewalks for
pedestrians.
VEHICLE PARKING
Much of the congestion in the downtown dis-
trict of Dubuque arises from the unwarranted use
of the street for vehicle parking. This portion of
the city depends upon expeditious movement of
persons and goods for its welfare more than any
other section. It is not desirable or economically
practicable to utilize streets as long period park-
ing areas. It is one of the outstanding require-
ments of the present day that a high degree of
mobility be maintained. Means of transportation
have developed high speed, but if the channels in
which movement is necessary are clogged, then a
goodly percentage of the increase in value from
this source is lost. Street pavements have been
improved in design and construction to meet the
improvement in transportation facilities. This ad-
vance has brought about increased cost not only
for initial construction, but for replacements. It
is illogical that vehicles parked for extended per-
iods should occupy not only the limited space of
streets, but also the costly pavement. The park-
ing privilege in congested streets should be ex-
tended only to those vehicles employed in active
transaction of business. All other vehicles should
be parked in off street areas or in garages. The
use of the streets is the right of all citizens, under
such regulations as will insure equal privileges.
The permitted parking of vehicles should be
secondary to the principal use of streets, as channels
of circulation. The arrangement of parked cars
on a street will depend upon the space needed for
the moving vehicles, and the width of the road-
ways. Under normal conditions where there is a
single roadway and traffic is moving in two direc-
FOR DUBUQUE, IOWA
tions, there should ordinarily be parking only par-
allel to the curb, unless the width of the pavement
exceeds 50 feet. Where there are trolley tracks,
nine to ten feet must be allowed for each track.
In general, where practicable, parking at 45° angle
increases the number of vehicles about 25%.
SIDEWALKS
An important factor in the business street is
the sidewalk. Practically all stores transact the
greater percentage of their business with people who
are pedestrians, and in only a few cases is it pos-
sible for a person employing a motor vehicle to
pass directly from the street to the store. The
demand upon the sidewalk space is varied, street
lighting standards, fire hydrants and other fixtures
require about two feet of space, the show windows
of stores attract people who occupy a variable
standing space of two to three feet, and the pass-
ing individuals require about two feet each. For
a principal business street a sidewalk to handle the
normal traffic should have a minimum width of
not less than twelve feet. It is uneconomic to ex-
tend the width of a roadway pavement at the ex-
pense of needed sidewalk in such streets.
NEIGHBORHOOD STORE CENTER
As Dubuque grew in population and in built-
up area there developed a need for certain types
of shopping and trading facilities nearer to the
home than the downtown district. This need cre-
ated a demand for the corner grocery and drug
stores. At first these stores were scattered rather
indiscriminately in the residential areas, but have
now come to .seek locations on the thoroughfares.
It is in the interest of both the housewife and store
that these stores be located in groups conveniently
distributed throughout the residential districts. The
purpose of these centers is only realized when they
offer convenience of access and freedom from traf-
fic congestion. Stores developing in these centers
should provide ample parking facilities off the road-
way pavement as a means of avoiding repetition
of the downtown conditions of congestion. These
groups should provide grocery stores, drug stores,
small garage and filling stations, opportunity for
a moving picture theatre, barber shops, and the
like. All attractive and convenient.
IX. INDUSTRY
INDUSTRIES OF THE CITY
Dubuque has been noted for the large wood
working industries which began business in the
early history of the city, when timber abounded
33
in the region and was floated down the river on
high rafts. The immense sawmills are no longer
needed, but the various types of special wood man-
ufacturing still furnish employment for a large pro-
portion of the population. • Metal working, cloth-
ing manufacture, candy, chemicals, shoes and hard-
ware are other outstanding industries. Railroad
shops also have been large employers of skilled
mechanics. There is a reasonable diversity of in-
dustrial operations.
GENERAL INDUSTRIAL AREAS
Industrial operations are' located most generally
in the area of the original town, with the lighter
forms of manufacturing closer to the downtown
section particularly between 6th and 11th Streets
east of White Street. Generally the heavier types
of industry are situated along the railroads. At
various times in the past the city or private inter-
ests have reclaimed considerable acreage of slough
and low land along the river, which has materially
advanced the welfare of the community. These
areas have been absorbed to some extent by new
industries. The greatest need, however, is for acre-
age to attract large industries. These areas should
be so located that they can be made extremely at-
tractive from the point of view of proximity to
the housing sections of the community, and trans-
portation facilities—both rail and water. East of
the central section of the city is Ham's Island, of
some 750 acres, with varying elevation from 590
feet to 600 feet. This island and adjacent land
along Lake Peosta Channel give Dubuque a very
considerable opportunity to attract industries, par-
ticularly of a heavy character, whose raw materials
and products can be handled by barges on the river,
and by the railroads.
RECOMMENDATIONS
HAM'S ISLAND
As a part of the Master Plan this potential in-
dustrial property has been studied in its relation-
ship to the city as a whole. The proposal for the
development of Ham's Island primarily for indus-
trial purposes is linked up with the idea of bring-
ing river transportation service further into the
present industrial section of the city by the re-
location, widening and deepening of Lake Peosta
Channel. It will be necessary to raise the general
elevation of Ham's Island to above 608 (Elevation
New Government River Datum in Feet) so that
there may be a more favorable permanent relation
to the river in flood stage. It is proposed that
the fill from the new channel will be used largely
to effect this new elevation. The land east of
the proposed channel should be allocated to pri-
34
TRACKS OF THREE RAILROADS
COMPREHENSIVE CITY PLAN
Upper—Tracks and passenger stations between Third
site of proposed Union Transportation Terminal.
Lower—Fourth Street grade crossing. Central Avenue in background.
(Note: Watchman's towers have now been eliminated and automatic signals installed.)
and Sixth Streets. Station
at left
(Milwaukee)
FOR DUBUQUE, IOWA
marily industry, certain areas being reserved for
bridge heads at the crossings of the channel and
for the required streets. The circulation system of
the area is based on the extension of East 14th
Street to the island at the width of 100 feet, cross-
ing the channel over a bridge of the bascule type.
Other crossings would eventually be needed to bring
about necessary connection at East 17th Street,
Decatur Street and Roosevelt Street, with perhaps
a connection at Farley Street.
A belt line railroad connection is proposed from
the railroads' at Pine Street to an industrial railway
system on the island via East 18th Street with a
drawbridge at the channel. All of these crossings
are at grade, and will logically continue so until
such time as conditions would warrant separation.
East 14th Street would terminate in a traffic circle
which would be the distributing center to the street
system of the island. The blocks of the industrial
section are generally quite large, ranging about 500
feet by 1000 feet. The belt line system is designed
to connect with and serve all blocks. At the river
terminus of all streets a reservation 200 feet wide
has been set aside to provide access to the water
for public use. There are approximately 215 acres
in this industrial portion of the island. To the north
of the industrial section is a tract of about 220
acres tentatively designed for an airport site, which
would have useable dimensions of 3000 feet by 3400
feet, providing an opportunity of an A rating under
the U. S. Department of Commerce area regula-
tions. The tip of the northern end of the island
at the upper entrance to Peosta Channel is recom-
mended as a river park reservation.
X. TRANSPORTATION FACILITIES
Under the general heading of Transportation
will be included all forms of public transportation
—.railroads, street railway and motor bus, air trans-
port, and river transportation. The latter, how-
ever, is discussed more fully in connection with
waterfront development.
RAILROADS
Dubuque is one of the relatively few railroad
crossings over the Mississippi River. At this point
three trunk line railroads enter Iowa from the east
—the Illinois Central Railroad, the Chicago Great
Western Railroad, and the Chicago, Burlington and
Quincy Railroad—using jointly one bridge. The
Chicago, Milwaukee, St. Paul and Pacific Railroad
passes through Dubuque on the west bank. Phys-
ically all of these railroads are closely associated,
in joint trackage or adjacent or generally parallel
'Chicago Great Western R. R. and Chicago, Milwaukee,
St. Paul and Pacific R. R.
3S
rights-of-way. Passenger and freight stations, how-
ever, occupy separate locations. There are a few
serious grade crossings. Yards and shops of the
Illinois Central are located south of its passenger
station and Jones Street, east of South Main Street.
Chicago Great Western yards are between 8th and
9th Streets. The Milwaukee Road shops and yards
are north of 19th Street. The close proximity of
all tracks to each other, and generally paralleling
the north and south streets, is a most favorable con-
dition for both the railroads and the city, especially
in facilitating the elimination of the grade crossings
in the east and west thoroughfares. The service
to Dubuque by these roads is maintained on con-
venient schedules by both steam and motor trains.
RECOMMENDATIONS
GRADE CROSSING ELIMINATIONS
There are two locations in the city where grades
should be separated at an early date. First and of
chief importance is the crossing of the highway
from the east (U. S. 20) over the tracks of three
railroads. It is recommended that this approach to
the city be made over a viaduct at 6th Street, with
a four lane pavement and two pedestrian ways.
The second grade elimination'would provide un-.
interrupted access to the section east of the Chicago
Great Western Railroad tracks. In this case the
proposed route is via 21st Street to Garfield Avenue,
approaches to begin at Washington Street and just
east of Kniest Street. It will be important that
the intersection of East 14th Street with the Great
Western, and the Milwaukee tracks be separated
when the former becomes a main artery to industrial
areas along Peosta Channel and to Ham's Island.
The state law regulates the frequency of grade cross-
ing separation by limiting railroad cooperation in
eliminations to every third street.
UNION PASSENGER STATION
The four railroads entering Dubuque now main-
tain separate passenger stations. Three stations are
within a quarter -mile radius of each other, and the
fourth not more than a half -mile distant. None
of these stations is of modern character, and it is
recommended—in the event of reasonable justifica-
tion that there be a consolidation of stations of all
railroads and terminal facilities of bus lines. A
location on the site of the present Milwaukee station
is recommended.
Bus TRANSPORTATION
This form of transportation because of its ready
adaptability to traffic needs and freedom from a
'On U. S. 61.
\\\
\\ \\ \ \✓ l/j/ i ,
i\ 'V\1\ipUc/Pc
\\.\ \\\ 1' / /).
I
, \\\\ `,'I II ,/// �/ ///'\
\\\\\\ \ I///I/ i
\ \\ I p///i //i.
\ \\\ \ J d/// /q
\ \ \\\I ,///lit/
\\ill/di/
1
1 // /
11/1//l
1 11111
?11111
iI l i I I
1�liiII11�-
II
1111111
null,. \
Oil Ik
11-1111,1t \
10-11II`\
1 i I;i1I/Pa\\
1*
,1/11/10S
1 111 l' \
III �IIIi
i�ill to
, 1111 11 111
}_
1 111111 111
Iiiiiiii
11111 II
'llii'ii
11:117 11 1
11l 111 i
iiii
111111
1,1111
S -c. /j►11/10I
\J1Iliil
Illlll
11.
to
oa 1 I I
al oil ,1
h)I�III
I
uld °III,
g1. 111 11 \`
X11 111\\
I �\ \\\\\
o<
NLIJ
oa
Q�
~
LIT,
LI—
D Z
Ci /
dO w
\
ICE HARBOR
FOR DUBUQUE, IOWA
fixed track will be more and more a factor in the
transportation system of the city. Residential de=
velopment no longer follows the car track for the
motor vehicle, both public and private, has made
areas accessible. The present transportation routes
based on the thoroughfare system are well adapted
to serve the various sections of the city from the
downtown district. Consideration should be given
to the elimination of trolley cars on Main Street
since the street is too narrow to operate' success-
fully the necessary double trackage in the face of
the growing private motor vehicle density and con-
gestion. Trackless trolley cars might readily be
adapted to this main line of the public transporta-
tion system.
BUS STATION
It is recommended that a union terminal for
the motor bus lines entering Dubuque be included
in the proposed union passenger station as a means
of increasing the public convenience and coordina-
tion with rail transportation.
AIRPORT
Dubuque should have a permanent airport. While
located north of the established transcontinental
airway, the field of aerial transport is still in a
rapidly growing stage and an airplane connection
should be made with the nearby air mail, passenger
and express routes. The possibility of the exten-
sion of the present air mail and passenger route
of the Mississippi valley should be important to
Dubuque. The use of airplanes for private use is
constantly increasing and becoming a factor to be
recognized by all enterprising cities. Two sites have
been studied, one in Peru and the other at Ham's
Island. The former while enjoying some particular
advantages arising from location away from the riv-
er on higher land is about five miles from the city.
Ham's Island site within the city would be approxi-
mately one and one-half miles from the post office,
the downtown district and the proposed union rail-
road and bus station. This latter site is favored
for the airport if the proposed industrial develop-
ment of Ham's Island is undertaken, otherwise
the Peru site would be advisable.
XI. DEVELOPMENT OF WATERFRONT
Dubuque has at the present time about six and
a half miles of waterfront along the Mississippi
River, roughly divided into three classifications:
Industrial and Commercial 2.0 miles
Recreational .1 "
'Elimination of trolley cars and tracks has taken place
since this report was written.
37
Undeveloped 4.4 "
Total 6.5 "
This frontage from the northern to the south-
ern city limits includes the ice harbor and the south
side of the channel paralleling Commercial Street.
The recreation frontage is in the vicinity of the
Water Works.
In this section the waterfront is considered pri-
marily from the industrial and commercial point
of view, but coordinated generally with the city's
need for recreational water frontage discussed in
another section of this report.
The Mississsippi River has served Dubuque well
in the past and the city is strategically situated to
capitalize the revival of commerce on the river. The
nine foot channel will mean a most favorable posi-
tion for Dubuque from an operating point of view.
With a greater depth of water, more generally main-
tained, it is possible to operate barges more contin-
uously and of larger tonnage which means ultimate-
ly greater economy and more business.
MUNICIPAL RIVER TERMINAL AND INDUSTRIAL
WATERFRONT
Dubuque already has an up-to-date terminal
with all modern equipment, consisting of a ware-
house and floating dock connected by a ramp. This
terminal is reached by Jones Street, a well paved
industrial street and by railroad connection. Just
north of the river terminal is the old Ice Harbor
with approximately one half mile of frontage on
which is located a construction yard for towboats
and barges. This harbor is used extensively for
laying up river craft during the winter months
and for small pleasure boats in summer. About
a thousand feet of frontage on the river just north
of the mouth of the Ice Harbor is used for sand
and gravel storage. North of Commercial Street
is another inlet parallel to the Ice Harbor which
leads to the foot of East 8th Street on which are
located the Interstate Power Plant and the Key
City Gas Company. South of the Wisconsin Bridge
is a small stretch of frontage used for sand and
gravel yards.
CONTROL OF RIVERFRONT
The control and development of the riverfront
is lodged in the Department of Public Docks Admin-
istration, by three members. The riverfront lands
are in the main now in private ownership although
there is some question regarding the title to a large
portion of the riverfront.
38
RECOMMENDATIONS
PARK RESERVATIONS
In the general allocation of riverfront for vari-
ous future purposes, the coordination of uses and
needs is a controlling factor. It is logical that
certain very suitable areas should be designated for
park and recreation:purposes so that the public may
have access to the water at all times. An import-
ant stretch for this purpose is that from the Illinois
Central railroad bridge southward, a distance of
about 1500 feet. This park would create a pleas-
ant entrance to Dubuque in keeping with the size
and character of the city. The designation of an-
other park location has been made in connection
with industrial allocations, on Ham's Island, where
the northern end of the island, containing 30 acres
is well fitted for a waterfront reservation. This
area is opposite the present Water Works. It is
recommended that these two park proposals be in-
cluded in -the development of the river frontage
in `accordance with joint needs, commercial and
industrial.
INDUSTRY AND COMMERCE
The Riverfront from the proposed part at the
north end of Ham's Island to the southern end
of the island would be allocated for industrial and
commercial purposes; most desirably those of heavy
type. A further description of the development
of Ham's Island is given in the section on Industry.
North of the Wisconsin Bridge" the river banks,
for a distance of more than 3000 feet and extend-
ing beyond the city limits, are abrupt with only
space enough between the water and bluff to ac-
commodate the Milwaukee Railroad tracks. This
frontage can best serve the city as scenic in quality
in connection with Eagle Point Park.
The riverfront south of the Municipal terminal
is paralleled very closely by railroad yards and tracks
and these are fixed in their location both by func-
tion and necessity. The narrow strip of land east
of the tracks might conceivably be raised to above
flood stage to accommodate certain types of in-
dustry but such service probably will not be nec-
essary or desirable.
PEOSTA CHANNEL
The present Lake Peosta is not navigable, be-
ing partially filled by flood action and dammed for
industrial uses. The proposed Peosta Channel would
create some 19,000 feet of additional frontage
which, with the exception of a few reservations for
street and bridge crossings and small open spaces
would be industrial. Streets would parallel this in -
COMPREHENSIVE CITY PLAN
dustrial frontage on both sides of the channel.
Channel Street and the industrial streets are recom-
mended to have a right-of-way width of 100 feet
which would allow an ultimate pavement of 56
feet and access to private property or space for
vehicle parking of 22 feet on each side of the street.
GENERAL
The recommendations as set forth in this sec-
tion would add 6.2 miles of industrial and com-
mercial waterfront on the river and channel, and
1.3 miles of recreational waterfront to the present
facilities. The remaining frontage would be scenic
or private institution property. It is not recom-
mended that large scale improvement operations be
entered into for the immediate accomplishment of
the proposals. It is, however, urged that all de-
velopments, as undertaken, be completely coordin-
ated with the comprehensive plan.
XII. CIVIC AESTHETICS
Cities, in addition to being orderly and efficient
in their business and industrial affairs, must be at-
tractive in their physical structure. More and more
it is becoming recognized that factors which are
highly productive in influencing sales and in in-
creasing industrial output are distinguished by a
certain pleasantness in color, form and style. The
salve is true in civic development. A city may have
all the qualities which go to make up an ordinarily
satisfactory civic structure, but if deficient in the
qualities of agreeableness and pleasantness to the
senses, then it falls short of true accomplishment
and service. Without hesitation we immediately
take steps to overcome foul odors—irritations to
the sense , of smell, and excessively loud and con-
tinuously prolonged noises—irritations to the ear,
and gradually more and more each year is the
knowledge gaining ground throughout the country
areas that offense to sight is a parallel detriment
to a community.
We are in the stage of civic development where
we must recognize the place of civic taste. In
many communities the standard of individual taste
is high, which in turn produces a high civil stan-
dard. In other communities this quality may be
noticeably absent in the expressions of both the
individual and the city. It is to architecture and
landscape architecture, along with engineering, that
we may turn for guidance; but for the full realiza-
tion and accomplishment of a fine city, the respon-
sibility rests upon each individual citizen.
What are some of the specific features in the
city which should be influenced by taste? They
are of three categories: private, semi-public and
FOR DUBUQUE, IOWA
public. The first is generally a personal problem
of the individual in the development of his home.
In the semi-public group are the stores, office build-
ings, churches, theatres, factories, railroad stations,
etc., which are the expression of corporations or
groups of people. The third group is composed of
the physical structures of the city, county, and
other governmental classes. It is with the last
two categories—and particularly the last—that we
are most concerned. The character of the streets,
and their equipment, tree planting, the public build-
ings, parks, playgrounds and open spaces, are the
responsibility of the public at large. These fea-
tures are the means of expressing our collective
ideas of beauty, convenience and efficiency, and by
them the city is judged.
Dubuque in many respects possesses an atmo-
sphere of individuality. Some of the streets of the
older parts of the city are distinctivebecause of
the tree planting and the character of the houses.
The bluffs have a stalwart character, the river
lends a majestic air when viewed from many vant-
age points, and the natural terrain is inviting. It
is upon all of these that the heavy hand of man
has fallen, though sometimes softened in its effect
by an inherent but dulled sense of beauty.
RECOMMENDATIONS
The appearance and condition of the streets of
a city, taken as a whole, are an index of the char-
acter of a community. Their function is to pro-
vide channels of circulation; all other uses are sec-
ondary. The condition of pavements, curbs and
sidewalks is one of management and finance; their
appearance is a matter of aesthetics. The streets
of Dubuque compare very favorably when judged
by many cities of her class, in the extent and con-
dition of pavement, and in general cleanliness.
Every effort should be continued to keep all streets
free from unsightly poles and direction signs, and
heterogeneous advertising. In some sections of the
city a vast improvement could be made by the
planting of street trees. Rhomberg Avenue in part
is a splendid example of the effectiveness and value
of trees to a street.
Billboards, particularly in residential sections and
in close contact with or cutting off scenic views,
should be removed. There are not many offensive
business signs in the downtown section, and in many
cases the signs are parallel to the building front.
This method is recommended to avoid the con-
fusing and unintelligible condition resulting from
signs overhanging the sidewalks.
It is recommended that some of the historic
structures be acquired from time to time, either
by the city or by the public spirited societies, so
39
that those spots associated with local achievement
may be preserved for the future. The old cabin
in Eagle Point park is an example of a worth while
step in this direction.
One of the great handicaps to Dubuque's public
and semi-public buildings is the lack of setting.
The block size, which is so standardized, brings the
problem to the front in connection with each new
building of this type. It is recommended that
those institutions requiring new structures look to
locations outside of the downtown sections, so that
they may develop an harmonious setting. The High
School and its grounds fully demonstrates the ad-
vantage of this procedure.
The improvement in the appearance of the busi-
ness district during the past two years .is worthy
of special commendation, both- in -the- character of
new structures and in the reconstruction of 'some
of the older buildings. The business section has
many shabby structures that should be torn down
and replaced by up-to-date modern buildings of
good architecture. There are splendid locations in
the downtown districts which should be absorbed
in reconstruction before thedistrict is expanded
to include a wider area.
The two downtown parks should be developed
for more intensive use by the public. This . is par-
ticularly true of Washington Park, in the heart of
the city.
XIII. ZONING IN DUBUQUE
PURPOSE
The purpose of zoning is to encourage the right
use of land and the erection of the right buildings
and structures in the right location, and to pro-
mote health, safety, convenience and general wel-
fare through stability of use and value. Zoning
protects the man who develops his property along
proper lines from the man who does not. If zoning
is rightly carried out, it means the substitution of
an economic, scientific and efficient program of city
building for wasteful, inefficient, selfish and hap-
hazard development.
EXTENT OF ZONING IN THE UNITED STATES
Zoning began in the United States in 1916.
Since that time there has been rapid recognition of
the merits of the zone plan in making our munici-
palities better places in which to live and work.
To date, nine hundred and eighty-one communities,
which include over thirty-nine million people, have
been zoned.'
'U. S. Department of Commerce, 1931.
40
How IS ZONING EFFECTED IN THE CITY?
The State of Iowa in 1923 passed the zoning
enabling law' which delegates authority to munici-
palities to secure the benefits of this type of com-
munity action. Under this authority the city is
authorized to enact certain regulations for the
guidance of the entire city: These regulations give
the city the right to govern the following:
The height, number of stories, and the size of
buildings and other structures.
The percentage of the lot that may be occupied.
The size of yards, courts, and other open spaces.
The density of population.
The location and use of buildings, structures
and land for trade, industry, residence or
other purpose.
The law specifically says that the regulation shall
be made in accordance with a comprehensive plan
and designed to—
Lessen congestion in the streets.
Secure safety from fire, panic and other dangers.
Promote health and the general welfare.
Provide adequate light and air.
Prevent overcrowding of land.
Avoid undue concentration of population.
Facilitate adequate provision of transportation,
water, sewerage, schools, parks and other pub-
lic requirements.
The city may divide itself into as many districts
of such shape and area as may be deemed desirable,
but suited to accomplish the purpose of the zoning
authority conferred upon it. Within these districts
it may regulate in the manner and for the reasons
just enumerated. These regulations must be uniform
throughout each district, but regulations of one dis-
trict may vary from those of another district.
RECOMMENDATIONS
Dubuque has been divided in accordance with
the state law into districts for the following uses:
1. Single Family Residence.
2. Two Family Residence.
3. Multiple Residence.
4. Local Business.
5. Business.
6. Light Industry.
7. Heavy Industry.
In a Single Family Residence District provision
is made for single-family dwellings, educational and
religious structures, public buildings, parks and play-
grounds, and the customary minor structures which
go with each of these uses. A Two Family Residence
District includes two-family dwellings, as well as
'State of Iowa, Chapter 134. Laws of the Fortieth Gen-
eral Assembly.
COMPREHENSIVE CITY PLAN
the uses allowed in the Single Family Residence Dis-
trict. A Multiple Residence District makes provi-
sion for more intense use of land for residential pur-
poses, permitting all dwellings of the other districts
and multiple -family dwellings of all types, apart-
ment houses, hotels, clubs, lodging and boarding
houses, sanitariums and garages not used for repair
work.
Besides those uses permitted in any residence dis-
trict, a Local Business District allows retail stores,
barber shops, moving picture theatres and other
amusement places, oil and gasoline service stations
and public garages, and the like. These districts are
not large in area, but are strategically located. The
Business District provides for the customary retail
stores, theatres, office buildings, etc., normally found
in the downtown business areas. Manufacturing
which offers no public nuisance may be located in a
Light Industrial District, while all industry and
manufacturing may be placed in a Heavy Industrial
District except such uses as stockyards, refineries,
reduction plants and the like, where emitting odor,
dust, smoke and noise. These latter must be taken
care of in this location on the merits of each spe-
cific case to protect the interests of the public.
Each of these seven zoning districts has area and
height regulations. Under the area regulation, the
sizes of front yards, rear yards, courts and building
areas are determined. The size of the lot to be oc-
cupied depends upon the use to be made of the land.
Under the height regulation, the height of all build-
ings is determined. The principle involved in regu-
lating the height is that the height of the structures
shall have close relationship to the width of the
street or open space upon which they are erected, to
secure adequate light and air and to provide against
overcrowding of the street and land.
Zoning determines the right use of land, and pro-
tects the use of land for that purpose, which means
that the present location of stores and other uses
outside of their proper district is not affected—ex-
cept that they are classed as nonconforming uses,
and may not be changed to any other use, except
to become a conforming use.
Provision is made in' the ordinance for changes
in building and land use, for the restoration of de-
stroyed buildings, use of signs, extension of a use of
one district into another district, the amendment or
change of the ordinance, the establishment of a
Board of Adjustment, and ways and means of en-
forcement.
XIV. REGIONAL PLAN
A REGIONAL CENTER
Politically, Dubuque must be definitely set off
from the adjacent territory. From almost every
FOR DUBUQUE, IOWA
other angle, however, there is but little reason for
a barrier. The city is the trading center for a large
area, some sixty to one hundred miles in radius.
People are constantly corning and going. Produce
is being bought and sold. Merchandise is trans-
ferred. The residents of the city seek relaxation in
the country, and the people of the country and ad-
jacent towns come to Dubuque to make purchases
and for entertainment. There is a community of
interests.
CITY PROBLEMS
Dubuque has opportunity for comparison of
planned and unplanned areas right within her bor-
ders. The original town area was planned, and suf-
fers only from density of use, while many sections
in the extensions have fundamental problems. The
errors of these extensions have been handed down
for years to the extent that they are no longer
recognized as wasteful of convenience, time and
money, and to some extent dangerous to human
life. It is to correct these errors and provide for
the future that the City Plan is made.
While the trading area of the city of Dubuque
is widespread, the region with which she should be
most seriously concerned is the immediate environs.
In this adjacent territory, the city has direct inter-
est in the circulation system of roads and highways,
in the areas suitable for recreation and which the
people naturally seek, and also in the development
of land, particularly where this development has, or
tends toward urban character, such as residence or
business purposes. Primarily this interest centers in
the areas which are potential additions to the city
in the next 'ten or twenty years. There are now
some 2,000' people living just outside of the city
limits, primarily on and between the main thorough-
fares—Asbury Road, Middle Road and Delhi Road.
There are various reasons why this section is build-
ing up, and reference has been made to recommenda-
tions for this type of fringe under the heading of
Land Subdivision control.
THE REGIONAL PLAN AREA
The Master Plan extends beyond the city limits
for a distance of one mile, as a means of coordinat-
ing in detail the near -by sections where most of the
suburban development is now taking place. The en-
virons have been construed to include the territory
within five miles of the limits of the city. ' It is this
area which has been incorporated in the Regional
Plan for Dubuque—an area including some ninety
square miles.
'U. S. Census, 1930.
41
CHARACTER OF THE REGION
The character of the region varies from rich
farm land to more or less unusable land, from up-
land to river bottoms, and from picturesquely roll-
ing country to the more abrupt and sometimes pre-
cipitous bluffs.
PURPOSE OF THE REGIONAL PLAN
The great purpose of the Regional Plan is to dis-
cover in advance of any urgent demand, the ways
and means of best making the . region suitable for
human use, how it some day may support a denser
population without running counter to natural con-
ditions and to the improvements that may already
have been made. We may scrap our improvements,
but to do so without having fully realized upon the
investment is only to pile up an ever increasing
debt without any relatively permanent contribution
to the convenience or safety of the people.
RECOMMENDATIONS
There are three fundamental factors in the de-
velopment of the regional area surrounding the
city. Each of these factors must be planned in a
broad comprehensive manner, if the environs are
not to repeat and perpetuate the problems of the
city itself. To prepare the skeleton system upon
which to build for the future is the province of
the Regional Plan. The three factors are:
1. Thoroughfares.
2. Use of land.
3. Open spaces.
All developments will come under these three
headings. They are not isolated factors, but closely
related ones, and must be carefully co-ordinated.
Much the same principles apply here as in the city
area, but the freedom and latitude for development
to meet present day conditions are much greater.
It is here that opportunities exist.
THOROUGHFARES
The highway system of the region is well fav-
ored in the number and location of radial arteries.
The Regional Plan shows that these highways reach
out and bring practically all of the surrounding
towns, villages and farm districts into direct con-
nection with the city. The problems that will.
arise in the future with these highways will be
those of adequate width of right-of-way and the
character of development. It is important that
such arteries as the Sageville Road, Asbury Road,
Middle Road, Delhi Road, North Cascade Road and
Cascade Road should have 110 feet rights-of-way
in the region. It is not recommended that there
CITY:F
swEggiti
,5,4GEVIUi
BF.'LI:Y CLOU4
LEGEND dfIS11NGPROPOSFO algINGPIN9i' 4 j a, '''-it
STREET$AND ROAOS ®�(r CEMETCQILS L+�
MAI 'TUOROUGIIPARES �.;�..as.tNDUSTRIAL.AREAS =EDI SCALE -1ulcu.VaMILE-=-
GucAQESwminenk:*- - RAILROADS - ---- - - - - ---
SCUOOLS vue..�c - • - • Q' - .TOWN OQ RURAI. CENTER •14
PLAYGROUNDS - - p op MUNICIPAL BOUNDARY -- - _ - - _ _ -_ -_-- NN
CITY.
PARKS+PARKWAYs•RESERVATIONS_ 4' 0 - -Tuns JUSTIN RHA(lTZOG A
OTNERPUBLIC PROPERTY F 0 CO CONTOURINTERVAL- NA11VAki,5lUga• CAMBW4'SD -
JOHN NOLEN
A large-scale 1,tap of the above is on file at the Building Commissioner's office in the City Hall.
FOR DUBUQUE, IOWA
be general land acquisition for this purpose, but
that it be made a systematic and definite program
of coordinated effort with the State, County and
City.
Circumferential highways are needed in the re-
gion, as in the city. There is a distinct absence
of this type of encircling or enclosing highway
which brings all the surrounding communities into
direct contact with each other. These outlying cen-
ters in the region are potentially the sub -centers
of the future city, and it should not be necessary
to travel over indirect thoroughfares, or to the
heart of the city, if the destination is laterally to
some other local community. As.:a means of meet-
ing the future needs these circumferential high-
way routes are recommended for the region. The
first is within the city and the one mile zone, and
consists of Bellevue Road, Kelly Lane, Marquette
Road (new), Carter Road (new), Gardeners Lane
(in part), and Shiras Street with extension. The
second circumferential is shown on the Regional
Plan as the Dubuque Intermediate Highway ex-
tending from the Julien Dubuque Reservations and
encircling the region at about two miles from the
city limits. The third route, the Dubuque Outer
Highway, is located near the outer edge of the five
mile zone and at the boundary of the region. In
all cases, where practicable, existing roads have been
utilized as portions of the routes, so improving the
transportation facilities of the existing farms
throughout the region.
This system of highways is proposed as the basic
system of the future and as the guide for the inter-
mediate roads and streets which will be developed
as land is more intensively used. These roads must
all be developed according to their own peculiar
traffic needs from periodtc,period, and there should
be individuality in their ,character. The recom-
mendation is repeated—that. adequate width be ac-
quired for right-of-way, for which 110 feet is
considered reasonable.
The growth of the city of Dubuque into the
region seems to indicate a primary tendency for
residential expansion out Asbury Road, Middle Road
and Delhi Road to the west, and southward out
the Dubuque -Cascade Road. The former for small-
er home properties, and the latter for larger pro-
perties. For industry, there is now no marked ten-
dency in the region, since there are still large areas
to be absorbed in the city and on Ham's Island,
and along the Peosta Channel and the areas re-
claimed in the southern portion of the city, for
this purpose. There is, however, land along the
river in the vicinity of Peru that lends itself to
large scale industrial development. The larger por-
tions of the regions logically will best remain, for
43
many years, farm land and small, scattered com-
munities.
Dubuque and the environs have so much scenic
beauty that there are two problems of major im-
portance: first, to determine what should be desig-
nated for permanent preservation; and secondly,
with so much to enjoy, there will be a tendency to
ignore the need for acquiring portions for public
reservations, against the time when such acquisi-
tions will be difficult. We have undertaken to
make the selection of areas to be set aside for per-
manent reservations. In the selection the aim has
been to include representative features, such as
Mississippi frontage highlands, creek courses, val-
leys and geological formations.
These have been linked together by parkways
and other connections so that there may be co-
ordination into a comprehensive system. In some
cases it is proposed that the connections be made
by rather narrow strips along creeks through which
only trails are to be provided; these connections
have been designated "Trailways," and would be
restricted to the use of persons on foot, and to the
necessary vehicles used in maintenance. Where these
trailway strips terminate in parks and reservations
there is always means of access by highways of spe-
cial character. A scenic Riverview Parkway is sug-
gested on the highland level from the proposed
Julien Dubuque Reservation to the Dodge Branch
Road where it connects with the Dubuque Outer
Highway. This. • Outer =-Highway would link up all
the parkways and trailways in the southern and
western portions of the region, and finally with
the Little Maquoketa River Parkway and Reserva-
tion on the north. Four reservations for park use
are recommended, based on geographical distribution
and variety of scenic qualities: the Julien Dubuque
Reservation in the. southeast, overlooking the Miss-
issippi River; Swiss Valley Reservation in the south-
west; Oakwills Reservation in the west; and the
Little Maquoketa Reservation in the northern por-
tion. Certain of the thoroughfares occupying
scenic locations and prominent portions of the high-
way system, while not part of the parkway system,
should be specially developed by tree planting. These
highways are designated on the Regional Plan.
These recommendations may seem extreme, and
beyond the needs of the city and the environs, but
many metropolitan areas are involved in intensive
studies trying to save what little remains of the
once pleasant surroundings, and trying to create
from waste land what Dubuque now has in
abundance.
XV. LAND SUBDIVISION
The actual preparation of land for some type
of urban use requires considerable thought and skill,
44
if it is to be a successful and an economically pro-
fitable undertaking for both the developer and
purchaser. The character of the finished develop-
ment, its relationship to what has gone before, and
its adaptability to the trends of the future, are all
fundamental factors. If the city is to expect the
future to be better than the past, there must be
ways and means set up to bring about the neces-
sary coordination. What are some of the elements
that must be coordinated? Fundamentally the sub-
divi pion must be properly located to suit its pur-
pos . For example, residential property intended to
be ultimately low priced must be located on land
th..t will not require large expenditures for prepar-
ation—grading of lots and streets, installation of
utilities, and the other indispensable items. Second-
ly, the property must be adjusted to coordinate
with the neighboring street system. Thirdly, the
development must contain or be provided with con-
venient access, locations for neighborhood stores and
schools, and facilities for recreation. Fourthly,:the
utilities necessary for the welfare and safety of the
purchasers must be planned intelligently. and econ-
omically to link up with the city systems.
PURPOSE OF LAND PLATTING CONTROL -'
The purpose of coordinated land subdivision is to
furnish a common basis for all parties to assist in
building up the community and to secure the home
owner and purchaser a security for the future. The
control of land subdivision is also a means of afford-
ing definite economies to land developers. By set-
ting forth in advance the coordinating requirements,
the conflicts are avoided which force difficult situ-
ations upon public spirited citizens. The State of
Iowa in 1927' provided for the coordination of land
platting with the city layout by requiring that be-
fore a plat may be filed with the County Auditor
or Recorder, it must bear the approval of the City
Council and the City Plan Commission. This juris-
diction extends to any tract of land within the city
and for a distance of one mile beyond the city
limits. No land may be divided into lots or blocks
or dedicated for streets or other public use, and re-
corded, without this official approval.
LAND SUBDIVISION REGULATIONS
In order to facilitate;rthe work of approval and
to furnish all land developers with the basis for pro-
per platting, regulations 'lave been drafted setting
forth the general requirements for: streets and al-
leys; blocks; lots; building lines; parks, playgrounds
and school sites; acreage subdivision; the preparation
of the plans; and the procedure of filing plans for
approval with the city authorities.
'Chapter 321, Code of Iowa, 6278-B1.
COMPREHENSIVE CITY PLAN
CONCLUSION
We wish to express our appreciation at this time
to members of the Planning and Zoning Commis-
sion and the Council of the City of Dubuque, to
the city officials, and to the large number of semi-
public agencies, to corporations, and citziens at large
in their various capacities, for the hearty coopera-
tion and valued assistance in the preparation of the
City Plan.
As a means of realization of this wise prograln,
we would urge that the same broad, hearty and cour-
ageous endeavor which has characterized the citizens
of Dubuque in the past, be directed toward the ac-
complishment and fulfillment of this Plan for the
future City.
SUPPLEMENT TO CITY PLAN REPORT
FOLLOW-UP PROGRAM
The execution of the City Plan and the accom-
plishment of a well rounded city, ordered on sound
basic principles, is now in the hands of the citizens
of Dubuque. The action required to bring about
this situation is the responsibility 'and duty of all
citizens. For about two years careful study has
been given by the Commission and its Consultants
to the needs and the formulation of ways and means
of bringing about a coordinated plan. The applica-
tion of the plan is not a function of the city gov-
ernment for only the next year or the next five
years, but one to extend for twenty years or more.
As each year brings situations calling for capital
improvements, the opportunity is always present for
building according to preconceived plans, the net
result of which should be the execution of the Mas-
ter Plan. The results of each year should not be
measured, necessarily, by the expenditure of funds,
but by the consistency with which the ilnprove-
'ments are executed and coordinated toward the ac-
complishment of the Plan.
The follow-up of the City Plan to bring about
the desired accomplishment means definite action
along four important lines of activity:
1. Planning as a permanent municipal activity.
2. Financing.
3. Administration.
4. Publicity.
5. Construction.
Experience has shown that results cannot be ob-
tained commensurate with the energy, thought and
funds unless there is a close co-ordination of these
supplementary activities. The following detailed pro-
gram of follow-up is suggested as the procedure
adapted to bring results from the City Plan.
1. Adoption of the Plan by the Planning and
FOR DUBUQUE, IOWA
Zoning Commission, after holding a public hearing,
and presentation to Council for its official recogni-
tion.
2. Publication of the City Plan and Report, in
the form of an attractive booklet, for widespread
distribution among the citizens of Dubuque, to ac-
quaint the public with the purposes of the City Plan,
the needs of the city, and the ways and means de-
vised of meeting those needs.
3. Exhibition of the Plans in the Public Library,
Chamber of Commerce, meeting places of various
organizations, schools, etc., together with an explan-
ation of the purposes and aims of City Planning and
of the City Plan of Dubuque in particular.
4. Special newspaper publicity featuring projects
most urgently needed for the welfare of the citizens.
5. Organization of methods for carrying on the
details of the work of the Planning and Zoning
Commission under a reasonable annual budget ap-
propriation in close co-operation with the city
departments.
(a) Preparation of detail plans for the zoning
districts.
(b) Preparation of plans showing building lines.
(c) Detail studies for improvement projects.
(d) Keeping maps, plans and data up to date.
(This work can be done most economically and satis-
factorily by a person with city planning training
employed as a secretary -planning engineer, aided at
4S
quarterly intervals by advice and counsel with the
planning consultant).
6. Adoption of the Zone Plan and Zoning
Ordinance.
7. Preparation of a Budgeted Planning Program
for improvements for a period of five to ten years.
8. Periodic review of the Budgeted Planning
Program, to keep it up to date in view of changing
conditions.
9. Preparation of an Annual Schedule of detailed
planning for the projects scheduled for the year, to
include the thoroughfares and streets, parks, schools,
playgrounds, waterfront, etc.
10. Adoption of Land Subdivision regulations.
11. Develop public relations through encourage-
ment of citizens to make suggestions regarding im-
provements and economies in execution.
12. Assist the city departments wherever possible
in their problems of construction and maintenance.
13. Aid land owners and developers in their
problems of land subdivision.
14. Aid home owners and prospective builders to
get the best results from their properties.
15. Foster Local Improvement Associations in
residential areas and assist them in their programs.
16. Co-ordinate the city plan Budgeted Program
with unemployment needs in the city whenever such
conditions arise.
17. Active functioning of the Planning and
Zoning Commission as a Municipal Art Commission.
46
COMPREHENSIVE CITY PLAN
STATEOF IOWA
11 •
City Planning Commission
Chapter 294-A1
Code of Iowa, 1927
5829-A1. APPOINTMENT. The Council of each city and town,
including commission governed cities and special charter
cities, may by ordinance provide for the establishment of a
city plan commission for such municipality, consisting of
not less than seven members, who shall be citizens of such
municipality, and who shall be qualified by knowledge or
experience to act in matters pertaining to development of a
city plan, and who shall not hold any elective office in the
municipal government, and who shall be appointed by the
Mayor, subject to the approval of the Council (41 G.A., ch.
117, P. 1).
5829-A2. TENURE. The term of office of said members shall
be five years, except that the members first named shall hold
office for such terms, not exceeding five years, that the terms
of not more than one-third of the membership will expire
in any one year. (41 G.A., ch. 117, p. 2).
5829-A3. VACANCIES. If any vacancy shall exist on said com-
mission caused by resignation, or otherwise, the Mayor shall
appoint a successor for the residue of said term. (41 G.A.,
ch. 117, p. 2).
5829-A4. COMPENSATION Expenses. All members of the com-
mission shall serve without compensation except their actual
expenses, which shall be subject to the approval of the Coun-
cil. (41 G.A., ch. 117, p. 2).
5829-A5. ORGANIZATION. Such city plan commission shall
choose, annually, at its first regular meeting, one of its
members to act as chairman of the commisssion, and anoth-
er of its members as vice chairman, who shall perform all
the duties of the chairman during his absence or disability.
(41 G.A., ch. 117, p. 3).
5829-A6. RULES AND REGULATIONS. The commission shall
adopt such rules and regulations governing its organization
and procedure as may be deemed necessary. (41 G.A., ch.
117, p. 3).
5829-A7. ANNUAL REPORT. The commission each year shall
make a report to the Mayor and Council of its proceedings
with a full statement of its receipts, disbursements, and the
progress of its work for the preceding fiscal year (41 G.A.,
ch. 117, p. 3; 42 G.A.; ch. 260, p. 1; Annual fiscal report,
pp. 5676-A1, 5676-A2).
5829-A8. ASSISTANTS. Subject to the limitations contained in
this chapter as to the expenditure of funds, it may appoint
such assistants as it may deem necessary and prescribe and
define their respective duties and fix and regulate the com-
pensation to be paid to the several persons employed by it.
(41 G.A., ch. 117, p. 3).
5829-A9. POWERS. Such city plan commission shall have full
power and authority to make or cause to be made such sur-
veys, studies, maps, plans, or charts of the whole or any
portion of such municipality and of any land outside there-
of which in the opinion of such commission bears relation
to a comprehensive plan, and shall bring to the attention of
the Council and may publish its studies and recommenda-
tions. (41 G.A., ch. 117, p. 4) .
5829-A10. RECOMMENDATIONS AS TO IMPROVEMENTS. .No sta-
tuary, memorial, or work of art in a public place, and no
public building, bridge, viadtict, street 'fix`ture, public struc-
ture or appurtenance,,,shall beAo'cated 'or 'erected or site
thereof obtained, nor shall any permit be issued by any
department of the municipal government for the erection or
location thereof, until and unless the design and proposed
location of any such improvements shall have been submitted
to the city plan commission and its recommendations there-
on obtained. (41 G.A., cls. 117, p. 5).
5829-A11. EXCEPTIONS! Such requirement for recommenda
tions shall not act as a stay upon action for any such im-
provement where such commission after thirty days' written
notice requesting such recommendations shall have failed to
file same. Said recommendations shall not be necessary as to
statuary, memorials, or works of art in municipalities where
municipal art commissions have been established. (41 G.A.,
ch. 117, p. 5).
5829-Al2. APPROVAL of PLATS. Where such city plan com-
mission exists all plans, plats, or replats of subdivisions or re -
subdivisions of land embraced in said municipality or adja-
cent thereto, laid out in lots or plats with the streets, alleys,
or other portions of the same intended to be dedicated to
the public in such municipality shall first be submitted to
the city plan commission and its recommendation obtained
before approval by the city council. (41 G.A., cls. 117,
p. 6).
5829-A13. APPRAISAL OF STREET OR PARK IMPROVEMENT. No
plan for any street, park, parkway, boulevard, traffic -way,
river -front, or other public improvement affecting the city
plan shall be finally approved by the municipality, or the
character or location thereof determined, unless such pro-
posal shall first have been submitted to the city plan com-
mission and the latter shall have had thirty days within
which to file its recommendations thereon. (41 G.A., cls.
117, p. 7).
5829-A14. APPROPRIATION OF FUNDS. The council of any
such municipality, when it shall have passed an ordinance
creating a city plan commission, may annually appropriate a
sum of money from the general' funds for the payment of
the expense of such commission. (41 G.A., ch. 117, p. 8).
5829-A15. EXPENDITURE of FUNDS. The said commission shall
have full, complete, and exclusive authority to expend for
and on behalf of such municipality all sums of money so
appropriated. (41 G.A., cit. 117, p. 8).
5829-A16. GIFTS. All gifts, donations, or payment whatsoever
which are received by such municipality for city plan pur-
poses shall be placed in the city plan commission fund, to
be used by the said commission in the same manner as here-
inbefore stated. (41 G.A., cls. 117, p. 8).
5829-A17. DEBT -CONTRACTING POWERS. The said commission
shall have no power to contract debts beyond the amount
of its income for the current year. (41 G.A., cit. 117, p. 8).
5829-B1. PLAN—ADOPTION—CONDITIONS. For the purpose of
FOR DUBUQUE, IOWA
snaking a comprehensive plan for the physical development
'of the municipality, the city plan commission shall make
careful and comprehensive studies of present conditions and
future growth of the municipality and with due regard to
its relation to neighboring territory. The plan shall be made
with the general purpose of guiding and accomplishing a co-
ordinated, adjusted, and harmonious development of the
municipality and its environs which will, in accordance with
present and future needs, best promote health, safety, mor-
als, order, convenience, prosperity, and general welfare, as
well as efficiency and economy in the process of develop-
ment. (42 G.A., ch. 261, p. 1).
5829-B2. HEARINGS. Before adopting the said comprehensive
plan, or any part of it, or any substantial amendment there-
of, the commission shall hold at least one public hearing
thereon, notice of the time which shall be given by one
publication in a newspaper of general circulation in the
municipality, not less than ten nor more than twenty days
before the date of hearing. The adoption of the pian or part
of amendment thereof shall be by resolution of the corn -
47
mission carried by the affirmative vote of not less than two-
thirds of the members of the commission. After adoption
of said plan by the commission, an attested copy thereof
shall be certified to the council of said municipality and
the council may approve the same, and when said plan or
any modification or amendment thereof shall receive the
approval of the council, the said plan until subsequently
modified or amended as authorized by sections 5829-B1 to
5829-B3, inclusive, shall constitute the official city plan of
the said municipality. (42 G.A., ch. 261, p. 2).
5829-B3. AMENDMENT OF PLAN. When such comprehensive
plan has been adopted as above provided for, no substantial
amendment or modification thereof shall be made without
such proposed change being first referred to the city plan
commission for its recommendation. If the city plan com-
mission disapproves the proposed change, it may be adopted
by the city council only by the affirmative vote of at least
three-fourths of all the membership of such council. (42
G.A., ch. 261, p. 3).
ORDINANCE No. 26-29
AN ORDINANCE providing for the appointment of
o City Planning and Zoning Commissiolt and de-
fining its powers and duties.
WHEREAS, Chapters 294 -Al and 324 of the Code of Iowa,
1927, authorize cities to make provisions for the establishment
and appointment of a city planning and zoning commission for
the purpose of promoting the health, safety, morals or the
general welfare of the same and to that end establish regula-
tions in accordance with a comprehensive plan designed to
lessen congestion, secure safety from fire, panic and other
dangers; provide adequate light and air; prevent tlae over-
crowding of land, avoid undue concentration of population;
facilitate the adequate provision of transportation, water
sewerage, schools, parks and other public requirements and,
generally, tomakeprovision for the uniform development of
such cities; and the city council of the city of Dubuque,
deeming it necessary and advisable to appoint a city planning
and zoning commission in order to carry out the provisions of
law relating to the matters above referred to: Now, therefore
Be It Ordained by the City Council of the City of Dubuque:
PLANNING AND ZONING COMMISSION. Section 1. Tlaat there
be and there is hereby created a city planning and zoning com-
mission, the members of which shall consist of seven citizens
of the City of Dubuque who shall be qualified by knowledge
and experience to act in matters pertaining to the development
of city planning and zoning, none of whom shall hold any
elective position in said city. Such members shall be ap-
pointed by the city council.
TENURE OF OFFICE. Section 2. The term of office of said
members shall be five (5) years, except that the members first
named shall hold office for such terms, not exceeding five
years, that the terms of not more than one-third of the mem-
bers will expire in any one year. Vacancies occurring on the
commission caused by resignation or otherwise shall be filled
by the council for the unexpired term. All members of such
commission shall serve without compensation except their act-
ual expenses which shall be subject to the approval of the
council.
ORGANIZATION. Section 3. Such commission shall chose
annually, at its first regular meeting, one of its members to
act as chairman, and another of its members as vice-chairman,
who shall perform all of the duties of the chairman during
his absence or disability. The commission shall adopt such
rules and regulations governing its organization and procedure
as may be deemed necessary, and it shall make an annual re-
port to the city council on or before the 1st day of Marcia in
each year, such report to contain its proceedings with a full
statement of its receipts, disbursements and the progress of
its work for the preceding fiscal year. It shall be empowered
to appoint and employ such assistants as may be necessary and
prescribe and define their duties and fix their compensation.
APPROPRIATION. Section 4. The council shall annually ap-
propriate a sum of money from the general funds for the pay-
ment of the expense of such commission. The commission shall
have full, complete and exclusive authority to expend for and
on behalf of such city all sums of money so appropriated.
Gifts, donations, or payments which are received by such city
for city planning and zoning purposes shall be placed in such
fund, to be used by the commission in a manner appropriate
for its purpose. Said commission shall have no power to
contract debts beyond the amount of its income for the cur-
rent year.
POWERS. Section 5. Said commission shall have and pos-
sess the following powers, and such other powers as may be
incidental to the successful carrying out of the powers vested
in it herein or such as may be expressly conferred upon it by
law:
lst. To make such surveys, studies, maps, plans or plats
of the whole or any portion of the city and of any land out-
side thereof, which in the opinion of such commission bears
relation to a comprehensive plan, and shall submit such plan
to the council with its studies and recommendations and it
may publish the same.
2nd. To make recommendations for the location or erec-
tion of statuary, memorial or work of art in public places;
public buildings, bridges, viaducts, street fixtures, public struc-
tures or appurtenances and the sites therefor.
3rd. To make recommendations upon plans, plats, or re -
plats of subdivisions or resubdivisions in such city which show
streets, alleys or other portions of the same intended to be
dedicated for public use.
4th. To make recommendations for street, park, parkway,
boulevard, traffic way or other public improvements.
5th. To carry on comprehensive studies of present condi-
tions and the future growth of such city in order to guide
and accomplish a co-ordinated, adjusted and harmonious de-
velopment of such city in accordance with the present and
48 COMPREHENSIVE CITY PLAN
future needs thereof to the end that the health, safety, morals,
order, convenience, prosperity and general welfare may be best
promoted.
6th. To conduct public hearing upon the adoption of such
comprehensive plan or any amendment thereto. ,
7th. To prepare a comprehensive plan regulating the height,
number of stories and size of buildings and other structures;
the percentage of ground that may be occupied; the size of
yards, courts and other open spaces; the density of population;
and the location and use of buildings, structures, and land for
trade, industry, residence, or other purposes and to this end
shall prepare a preliminary report and_ hold public hearings
thereon and after such hearings have been held, to submit its
final report and recommendations to the city council.
8th. To recommend to the city council, from time to time,
as conditions require, amendments, supplements, changes or
modifications in the comprehensive plan prepared by it.
9th. To do all things necessary or advisable in order to
carry out the intent and purpose of thie ordinance and all
other ordinances relating to this subject and to the laws of the
state of Iowa as they now exist or as the same may be hereafter
amended or supplemented.
Section 6. This ordinance being deemed urgent and in the
interest of public health, safety and general welfare shall be in
force and effect from and after its final passage and adoption
by the city council and publication as provided by law.
Passed upon first reading this 18th day of March, 1929.
Passed upon second reading this 22nd day of March, 1929.
Passed, adopted and approved upon final reading this 29th
day of March, 1929.
JOHN H. MACLAY, Mayor.
H. F. SCHUCKERT,
W. H. MOUSER,
ED. MCEvoY,
EARL YOUNT,
Councilmen.
Attest: J. J. SHEA, City Clerk Pro Tena.
Published officially in the Telegraph -Herald and Times -
Journal newspaper April 1st, 1929.
J. J. SHEA,
City Clerk Pro Tena.
1
1
CITY OF DUBUQUE IOWA
PLANNING AND ZONING COMMISSION
J M WOLFE CHAIRMAN
DALE D WELCW VICE CHAIRMAN
RICHARD V McICAV •ccRerANY
FRED E BISSELL
WA. SMITH
R D WALLCEL
LDUISCSTDFFp[N
JOHN NOLEN CrIY PLANNER
JUSTIN R HARTZOG
gqyyApp�ppVyyySSOCIA,uTTEi
W I C r. N 5 1 R
US
_tr
LLI NO 1 5
'0
Sty/vtf &CAD
LECEN D
CICLCLILATION
STREETS
SITEETcw uNE5
RAILROADS
INTFRSEcflQQNS
00-406 0101,404N
OVCOPASC
VNOLRRACS
MISCELLANEOUS
CITY BOUNDARY
LIMITS CPPLANNING AlPFPCTOI
1f
�`! S�L.E. l itl to e _.�_ — -
EXISTING CONDITIONS
OPEN SPACHS
NK MASTEI2
DARKS D5
MP
CEMETERIES OTUEQ OPEN SPACES
KNAVE OC icu>w WC
USES OF LAND [ PLA N
A' ® cow rwu.1/
IP
DUBUCM( DDERTIES
RC(W
BUSINESS AREAS
INDUSTRIAL AREAS
THIS PUN =OWNE SING TNp MAPS PPV.S 1P E(T9R
— —
L E G E N D
CIRCULATION
WIDENINGS
NEETO
N
SMLOADC
0NoaSs
vnDSAAIrA
PLANNING PROPOSALS
OPEN SPACES
DARTS AND R LIMEYS
PLAYGROUNDS la
OUR OPEN SRcrc
V SESOF LAND
+PI diey s
RRUC c4xtancS
GENERALINDUSTBALAN q
, Miami....