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Dubuque Master Plan - Report on the Development of City and Environs 1949 - passed adopted and approved February 5, 1951 by Resolution - No Resolution NumberCity of Duburae, Iowa DUBUqUE MASTER PLAN Report on the Development of City and Environs --1949 ust0 R. Hartzog %/11-04-e.a7 ��a,.••..��.e?� RESOLUTION Resolution of the Planning and -Zoning Commission of the City of Dubuque, Adopting Revised Master Plan of said. Municipality. Xherees the Planning and Zoning Commission of the City of Dubuque has caused to be prepared revisions to the Master Plan of said City and said revisions are now complete, and, thereupon has ceused to be published in the Telegraph Herald , a newspaper of general circulation in said City, I:Ln official notice of a public hearing thereon, which notice, fixed the time and place of said hear— ing and pursuant thereto a public hearing was held et the time and place stated within said notice; and ?herees, objections were filed and were duly considered end in view of the objections changes were made as appear in the revised Master Plan and this Commission now deems it advisable to adopt said plan es prepared: NOW,TREREFORE: Be. it Resolved by the Planning end Zoning Commission of the City of Dubuque, Iowa: That the Master PLn es revised end now appears be and the same is hereby adopted as end for the Plan of said Municipality. Be it further resolved that en attested copy of said plan be certified. to the City Council of said City. Passed, adopted end approved this 5th d-y of February 1951. Planning end Zoning Commission A A By E 1 j . 0.44- Chairman By By By By By Members Secretsry WBUQ,IIE MASTER PLAN Report on the Development of City and Environs Dubuque, Iowa 1949 Prepared for PLANNING AND ZONING COMMISSION By Justin R. Hartzog CITY and REGIONAL PLANNER Harvard Square, Cambridge, Massachusetts "I think that the existence of plans ]mown to everybody will give just enough direction to the movement of the multitude of separate impulses to lead the growth of the city and region along the right lines." Elihu Boot TABLE OF CONTENTS Chapter Page I. INTRODUCTION 1 II. POPULATION 3 III, HOUSING 7 IV, THOROUGHFARES AID TRAFFIC CIRCULATION 13 V. PARKS, RECREATION AREAS, AND OPEN SPACES 35 VI. SCHOOLS 58 VII. PUBLIC BUILDINGS AND PUBLIC AREAS 64 VIII. EAST INDUSTRIAL AREA 66 IX. WATERFRONT 76 X. EXTENSION OF CITY LIMITS 78 CONCLUSION 79 SUPPLEMENT REPORT LIST OF TABLES Table No. Page 1 POPULATION, 1850-1940. City of Dubuque 5 2 POPULATION, 1870-1940. Cotmty of Dubuque 6 3 CONSTRUCTION OF NEW DWELLINGS, 1924-1947 12 4 GENERAL THOROUGHFARE SYSTEM, North.South, 1949 29 5 GENERAL THOROUGHFARE SYSTEM, East-West, 1949 32 6 EXISTING OUTDOOR RECREATION AREAS, 1947 42 7 EXISTING OUTDOOR RECREATION FACILITIES, 1947 43 8 EXISTING INDOOR RECREATION FACILITIES, 1947 44 9 NATIONAL STANDARDS, OUTDOOR RECREATION AREAS 45 10 NATIONAL STANDARDS, OUTDOOR RECREATION FACILITIES 46 11 NATIONAL STANDARDS, INDOOR RECREATION FACILITIES 47 12 ESTIMATED REQUIREMENTS, OUTDOOR RECREATION AREAS, 1948 48 13 ESTIMATED REQUIREMENTS, OUTDOOR RECREATION FACILITIES, 1948 49 14 ESTIMATED REQUIREMENTS, IND00R RECREATION FACILITIES, 1948 50 15 SUGGESTED OUTDOOR RECREATION AREAS AND FACILITIES, 1948 51 16 CONSOLIDATED TOTAL RECREATION SYSTEM, OUTDOOR RECREATION AREAS, 1948 54 17 USE DISTRIBUTION OF EXISTING AND RECOMMENDED AREAS, OUTDOOR RECREATION AREAS, 1948 56 18 COMPARISON OF EXISTING AREAS TO NATIONAL STANDARDS AND RECOMMENDED SYSTEM, OUTDOOR RECREATION AREAS, 1948 57 19 RELATION OF POPULATION OP SCHOOL AGE TO CITY POPULATION 1915.1947 60 20 SCHOOL ENROLLMENT, PUBLIC AND PRIVATE SCHOOLS, 1915-1947 61 21 RELATION OF POPULATION OF SCHOOL AGE TO SCHOOL ENROLLMENT 1915.1947 62 22 SCHOOL ENROLLMENT, January 23, 1948 63 23 CITY ISLAND DEVELOPMENT (Suggested), 1949 75 a; a S �^ DUBUQ,UE MASTER PLAN Report on the Development of City and Environs *** I. INTRODUCTION The value of a Master Plan lies in the wide scope, and the determination and coordination of basic ideas into a general program for guidance in comprehensive community development, over a considerable number of years. The function of a Master Plan is to preserve progressive unity and balance in all solutions proposed in fulfillment of the requirements of the City. The Master Plan deals in the physical features of the community, of thoroughfares, housing, schools, recreation areas, open spaces, residential, business, and industrial areas, to name a few, all in relationship to one another, and in the beneficial effects these will have for the convenience and general welfare of the citizens. As an accepted docament it expresses the coordinated interests of all the people as merged into a single plan for the attainment of a tangible community goal; then, it serves as guidance in the action of the public administration, in their manifold duties, as they move to substantiate the desires of the people. Also, it enables all to see how each individual improve- ment, as authorized, augments what has gone befor3, or, how some suggested improvement, if not fully coordinated in advance with 2 other requirements, may obstruct or tend to stifle the accomplishment of other fully as greatly needed benefits. For the private citizen, the Master Plan points out the physical framework into which he may build his own contribution to the livability, the growth, and the success of the City and Environs, 3 II. POPULATION In planning for the future it seems reasonable to assume a potential population of around 75,000 to 100,000 inhabitants for the Dubuque Area. The period of planning would be largely for the next genera— tions, with the thought that as great a heritage of advantage should be created, as may be possible for the present citizens to pass on to them. If we were to plan for less a population we might thwart what we do plan. If we plan for somewhat more we show that we of the present generation have deliberate confidence in the future of the City and the energy of its people. Record of the Past In the accompanying population figures for City and County is disclosed the growth during previous decades. Neither city nor county has ever had a decennial decrease in population. The rate of growth discloses some extremes, ranging from 318.3 per cent in 1860 to a low of 1.7 per cent in 1920, bat the average rate for the last forty years suggests a period of healthy stability, in which the population growth was around 5.0 per cent. The preceding forty years period, on the other hand, showed an average decennial growth of approximately 30.0 per cent. Possible Future Population There are indications in the present trend of business, industrial, and educational activities that may be taken as signs 4 of another up —turn in population growth. Were a mild speculative view taken of the future, say of 7.0 per cent, there would be an estimated 1950 population of around 47,000 persons. 0n the other hand, if a less conservative supposition suggested a 22.0 per cent increase rate then in 1950 a population of around 53,000 might be anticipated. Probably, in the case of any Estimated increase, the population will tend to flow, somewhat, beyond the city limits, which suggests that the periphery will be where the greatest need for the planning of residential areas will be engendered, with planning for some industrial purposes beyond that zone. It is hoped, however, for physical and economic reasons that several areas inside the periphery of the city may take a goodly portion of the population increase, to absorb dormant land, 5 TABLE 1 City of Dubuque, Iowa POPULATION 1850-1940 Increase over preceding census Year Population Numbers Percent 1850 3 108 1860 13 000 9 892 318.3 1870 18 434 5 434 41.8 1880 22 254 3 820 20.7 1890 30 311 8 057 ' 36.2 1900 36 297 5 986 19.7 1910 38 494 2 197 6.1 1920 39 141 647 1.7 1930 41 679 2 538 6.5 1940 43 892 2 213 5.3 Note: All figures from US Gensus 6 TABLE 2 County of Dubagne. Iowa POPULATION 1870-1940 Increase over preceding census Year Population Numbers Percent 1870 38 969 1880 42 996 4 027 10.3 1890 49 848 6 852 15.9 1900 56 403 6 555 13.1 1910 57 450 1 047 1,9 1920 58 262 812 1.4 1930 61 214 2 952 5.1 1940 63 768 2 554 4.2 Note: All figures from US Census 7 III. HOUSING Dubuque is no exception to the general conditions in housing which are wide -spread throughout the country at the present time. Families are not only occupying obsolete quarters but are congested in the use of many of the same structures. There are fateful ensuing results of these conditions which are detrimental to the physical, social, and economic life of the people and of the Community. The efforts, by many, to ameliorate these conditions are commendable but the inflationary period makes it hazardous for others to build for themselves, or, for still others to purchase the dwellings which may be bailt for them. The two methods which seem most practicable. in the present day, for home construction seem to be, (a) the individual construction of the house by the people who are to occupy it, and, (b) large scale development of land and construction of houses by a corporation. By the former method, the experienced and qualified individual furnishes his own labor to a very large extent and so minimizes the cost; by the second method, economic savings are introduced through quantity production and quantity prices for materials. NEED It is likely that 1,000 to 1,500 dwellings of varying types could be absorbed by the market. 0n the basis of the 'assumed family' of 3.6 persons this would mean housing for around 3900 to 5800 persons thus approximating the need of an estimated median 8 population of 50,000 for Dubuque in 1950. The type of dwelling which seems to be most desired and is considered the ideal for family life is the single-family detached house with its own lot and accessories which may be developed in line with the individual family desires, tastes, and means. The two-family semi -.detached house offers some economies in land and construction costs and retains to a considerable degree the freedom of lot use for the individual family. This is the second most desirable type of dwelling. The modern row house, of four to six family -.nits with individual lots, in which the family unit is designed only two rooms deep and so making possible direct daylight and sun in all rooms, if properly oriented, is an economical type of house for families, with or without children, who wish to rent rather than assume the responsibility of owning and maintaining their own home. It is estimated that there is a limited market for apartment dwellings. This is a specialised dwelling largely attractive to elderly people, and to young couples whfihtd i aor__e generally suited for temporary use. ABSORPTION OF UNBUILT UPON LAND IN THE CITY In brief, there are few areas in the city limits presently suitable for new housing in any large quantity. Topography, in particular, reduces the amount of land adaptable for the purpose. Sub -surface conditions also reduce still further the location and amount of land useable for housing. 9 In general, areas that are reasonably adapted, or adaptable, to expansion in housing and not now wholly utilized for urban land uses, include the following areas. Dodge -Coates Street Area. Generally this is the section bounded by University &venue, Grandview Avenue. and Fremont Street. Grandview Avenue.Cascade goad Area. Generally this is the section between the Dubuque Country Club and Mt. Car€►aeL. Kane Street Area. Generally the section between Kaufman Avenue and Millville Road, and west of Central Avenue. To all familiar with the City it will be obvious that these areas are of typical rolling terrain with some valleys and stream courses, and rock outcrops, calling for planning and designing home sites in harmony with the existing conditions rather than in too extensive leveling and regrading of the land. Utilities will be required in practically all areas. Two other areas exist in the City, now allocated to urban land uses of a necessary character, for which, if a change in land use were being considered, housing would be a strong contender in competition with public recreation. These are the lands of the Dubuque Country Club and of the Bunker Hill Golf Course. NSW EOUSIEG ARIAS OUTSIDE THE CITY The pi -Salary areas to be considered for housing and residential development beyond the city limits, in the future are the following: 10 Extension of the Hillcrest Area. This section lies between Asbury Road and Middle Road, west of the city limits and the preswIt Hillcrest development. Asbury, Ronson, Hunts Area. This section lying west and northwest of the City is high, drains well to the above boundary roads giving access, and is geographically well located with respect to potential industrial areas as well as to the present John Deere plant to the north and the East Industrial Area of the City. Gardeners Lane — Peru Road. The section north of the city served by these two roads. No priority is implied as to the desirability, in sequence, of these areas since the deciding factors are not presently sufficiently specific, in any sense. Too often the approach to development of the outer sections of an urban area has been on the principle of 'skimming the cream' and allowing the remainder of a section to lie unplanned, awaiting a more intense demand. A more economic procedure, in the interest of the City for the future, would be the planning of an appropriate section for all of its uses at one time and the physical development of streets, utilities, etc. made, as finances permit, in harmony with the population that is to live or work in the section. A demonstration of this planning approach to development has been made recently with respect to the Sane Heights Area, within the City. In this study the general desirable land uses for housing, 11 schools, recreation areas, shopping center, and the lines of street circulation were laid out, so that the volume of potential housing might be determined, and the amount of community services might be anticipated and in proper relationship to the other pares of the city. This study was made the subject of a special report to the Planning and Zoning Commission, 12 TABLE 3 City of Dubuque, Iowa CONSTRUCTION OF NEW DWELLINGS 1924-1947 Dwelling Units Year Constructed 1924 110 1925 143 1926 91 1927 65 1928 57 1929 50 1930 50 1931 52 1932 22 1933 9 1934 8 1935 16 1936 14 1937 27 1938 12 1939 40 1940 107 1941 23 1942 5 1943 0 1944 2 1945 47 1946 158 1947 313(a) Total 1377 Units (64 persons per family, 5508 persons) Population Increase 1925 41 000 approx. 1947 51 000 s 10 000 I:norse 10 000 , 2500 families to be housed, 1925-47, 4 2500 — 1377 s 1123 families apparently not being housed. Note: (a) Includes 44 conversion units 13 IT. THOROUGHFARES AND TRAFFIC CIRCULATION General Thoroughfare System The need for thoroughfares and their varying types is predicated upon the character, size, and distribution of land use areas of the community with their respective population densities and distribution; the interchange of traffic between the areas; and the penetration of traffic from other communities and outlying areas into important centers of Dubuque. Location of thoroughfares, in the case of Dubuque, has been and still is, largely a matter of taking timely and appropriate advantage of topographical opportunity, rather than the development of a thoroughfare pattern of mathematical precision. Frequently, in all cities, as time passes, the land use made of adjoining areas in the community is such that conflict develops between them, and resort must be made to artificial means to retain and to secure normal and logical connection between them and other areas. Also, thoroughfares, principally at their intersections, tend to become so congested that normal flow must be aided, likewise by artificial means, so that they may continue their normal function; or ways must be found to drain off that portion of traffic which normally should not follow these old channels to their destination but which, for lack of other facilities, is forced to mingle with the natural volume. In other cases, the prominence and drawing power of certain centers is so great that adequacy of thoroughfare access cannot be secured without very great cost or without the tendency to cause the destruction of the land use which forms the need for the 14 access, or except by specialization of the thoroughfares and restriction upon some of the several types of traffic usually permitted and found desirable. On these principles the General Thoroughfare System has been developed. This plan shows in consolidated form the existing thoroughfares that presently serve the city, and the proposed thoroughfares that are needed for the growth and development of the city, to adequately serve the public with convenience and dispatch. The proposed thoroughfares are of two categories: (a) those utilizing existing public rights of way as the basis for the thoroughfares (b) those utilizing new rights of way The existing and proposed thoroughfares are shown on the Master Plan against the background of generalized land use - basic residential, business, commercial and industrial uses and the special uses of educational, religious and recreational character, etc. which the thoroughfares are established to serve. ' 1 e P oposed Thoroughfare -Cross Sections indicate the details of the land use and design of a thoroughfare right of way, number of traffic lanes, and width of lanes of pavement, sidewalks, planting strips, etc. The cross sections included are for the following major types of thoroughfares: (a) Typical 64 foot thoroughfare (b) Typical 84 foot thoroughfare (c) East 14th Street (overpass section) (d) East 14th Street (industrial section) (e) Ash Street (industrial section) (f) Peosta Highway (overpass section) (g) Peosta Highway (City Island section) 15 These details are developed from the nature of the function which the thoroughfare is to perform; as an inter -city route, as a connecting link between land use areas, and from the character of service required by abutting property. In most cases the thoroughfare must serve in multiple capacity. Table 4 segregates the North..South thoroughfares and, for reference, lists them alphabetically with the pertinent detail informa.- tion on right of way, and roadway for each thoroughfare, preceded by a symbol indicating whether existing or proposed. Table 5 presents the East-West thoroughfares in a similar manner. The accomplishment of a thoroughfare system like most municipal improvements is not effected as a single project but as a series of projects over a period of years. The thoroughfare system is a design for the basic movement of traffic and forms a coordinated selective program for ultimate construction. Most of the cross sections indicate, as part of the basic conception, the possibilities of transition to greater traffic capacity as conditions require. It is bold that thrs� gh the adoption and adherence_to system of thoroughfares coordinated with land use and zoning, to serve those uses so that there will be a minimum of intrusion and disturbance by thoroughfares and through traffic into developed areas. In some instances, however, recommendations are made for the widening of the right of way through existing residential areas, for example, where the trend seems to be toward a more intensive residential utilization of the land, plus a greater amount of traffic using the thoroughfare 16 generated in other areas. The application of the recommendations in this case should be made upon a progressive basis, initially through the establishment of appropriate building lines, and subsequently upon the authorization and expenditure of funds contingent upon the degree to which the intensity of land use has been augmented. It is proposed that the major traffic adjustment procedure be based upon general and gradual readjustment of existing traffic routes; and the development of new routes for new traffic to avoid congested areas and consequently to make the existing routes more completely available for the natural local traffic. This latter might be termed. a "drawing off" process. There are two basic elements in the "drawing -off" process. First, the proposed Peosta Highway from South Locust Street to the Wisconsin Bridge via City Island, and, second the proposed Rockdale -Key West -Durango Highway, westward of the city. The former would handle traffic of US 61 and US 151, and, in effect, would be a relocated route, close to the center of the city, of those state. -federal routes, and as sueh should qualify for state.• federal aid, being open to general traffic. Likewise, local traffic would use the Peosta Highway, in part, as access to the downtown commercial, industrial, and business sections by entering those sections from the east via overpasses over the railroads, instead of wholly from the west as at present. The proposed Rockdale -Key West.. Durango Highway, directly connecting those points on US 52, would render service in a similar manner, as a state -federal route, to relieve Locust Street and Central Avenue of much through traffic. 17 These two routes together with the new US 20 (Dodge Street extended through Center Grove) would give direct and expeditious routing of through traffic for the benefit of local circulation. The major arterial thoroughfares in the city and environs would be: North - South Peosta Highway Shires Street Roosevelt Street Windsor Avenue - Ash Street - Peru Road Elm Street Jackson Street Central Avenue Main Street Locust Street Grandview Avenue Carter Road Kelly Lane East - West 32nd Street (Millville Road) Kaufman Avenue . E. 22nd Street Asbury Road - Seminary, Locust Streets - 17th, 18th Streets Rhomberg Avenue University Avenue .. Loras Blvd. - E. 14th Street 12th Street University Avenue . 9th Street W. 8th Street 6th Street Dodge Street The remaining elements of the thormgh+' re system comprise the secondary thoroughfares, important to their respective sections of the city and of varying types of function. 18 Grade Separations To remove the hazards of railroad grade crossings (the barriers between uses of land) grade separations are recommended, particularly, at the following intersections: East 6th Street (over IC; Q4SP&P; CB&Q,) East 9th Street (over CM SP&P;CGW) East 14th Street (over aKSP&P; CGW) Rbomberg Avenue (over CGW) East 22nd Street (over CGW) Windsor Avenue - Ash Street (over CSP&P) Roosevelt Street (over CM SP&P) Hawthorne Street (over C:KSPB&P) East 32nd Street (over CGW, replacement) Of these it appears the Fast 14th Street and Rhomberg Avenue over- passes are the most urgent. The Peosta Highway eliminates all rail- road grade crossings in route. Vehicle Parking Ideally, the solution of vehicle parking difficulties comes with all parking provided off the streets so that the street performs its major purpose of providing means of going from place to place. However ideal this might be for moving traffic it would not be a balanced condition for all purposes, or for the majority of the public for the major part of the time. As there are kinds of trading and kinds of land use so it follows there should be kinds of parking. Of the many contributions to parking practice for municipalities the following appear appropriate to the city: (a) controlled limitation of time on streets, with or without charges (b) controlled limitation of space on streets, either total or partial (c) off-street parking (parking lots or garages) 19 All of these are practiced in Dubuque at present in some form. In determining further measures two aspects must be weighed, the need of controls or facilities for the improvement of traffic flow, and the need for added convenience and safety of the parker. It appears that the first situation is well in hand. For the latter the add.i-- tion of public parking lots would be valuable provided they are more convenient to potential users than the majority of metered curb parking spaces, both as to time —use and location. The concentration of shopping activity in the vicinity of 8th, 9th, and Main Streets in the Central Business Area suggests the need for additional parking facilities on the fringe of this area, through the provision of the public parking lot. To be effective and economic such lots must be within very easy and convenient walking distance from the stores and offices giving rise to the concentration of need. Likely, if located much more than one block away, in most instances, their use by local shoppers will be greatly reduced, For the visiting traveller or shopper somewhat more flexibility is practicable in location, for generally his visit is for somewhat more diversified purposes„ All persons, however, whether shopper, employee, or visitor will tend to seek out the parking area most convenient for his purpose, regardless of his classification, Downtown District The vehicular traffic problem of Dubuque, in the Downtown District, arises from traffic of three types: the central shopping and business traffic, including entrance and exit at the district 20 boundaries; the through commercial and passenger traffic; and the in- dustrial traffic, primarily differing from the business traffic in the type of vehicles, in that it pyramids probably more frequently during the day, and has its destination at slightly different centers. At present the traffic density problem is highly intensified by the necessity, generally, of all categories having to use the same streets at the same times, with little or no flexibility in routing, due to the railroad track locations, sparcity of alternate options, and the topographical barriers, For the downtown business traffic alleviation the greatest immediate relief lies in the getting as large a number of private vehicles off the street as conveniently possible„ either by greater use of public transportation or by provision of greater off-street parking facilities (generally parking lots) to allow more freedom for the movement of vehicles. There is little or no practicable way of physically increasing the amount of street space in the district due to the character of the present street pattern and the accompany- ing small business blocks. To widen streets would still further re- duce the block sizes, and the included lots, for business purposes. The consolidation of groups of certain blocks and their subsequent redevelopment would offer some advantages, in creating parking areas and in reducing the number of traffic intersections, beneficial to the flow of traffic but would have little effect upon volume of traffic. The parking meters have a decided beneficial effect in that they spread the opportunity for a greater number of individual 21 parkings and tend to suggest use of public transportation, when the walking distance from available parking spaces in the business district to the specific store or office destination is so great that it approaches nan-valuable use of a private car, or when the evident cost of parking exceeds, to a tangible degree, the cost of traveling the public transportation system. This latter applies primarily to the shopper, rather more than to the employer or em- ployees of business enterprise who should have their own off-street parking facilities for their own convenience and also to allow the street and generally the commercial and public parking lots for the encouragement of customer business. Industry, too, quite logically faees the need, economically, for providing its own parking facilities, by reason of the built requirements of employees for which street opportunities are wholly inadequate as to space or location. The movement of traffic would be greatly facilitated if the parking problem could be more happily and adequately solved, but, it is anticipated that the growth of traffic will at least keep pace with the rate of provision of parking spaces off the street. This means that the flow of traffic must be expedited through efficiency in use of the existing facilities and through additional routes appropriate to the future, In the accompanying General Thoroughfare System attention has been paid to the origin and destination of the traffic of the several types in arriving at the recommendations, 23 Streets, University Avenue, and Grandview Avenue and South Locust Street, provided such a route) no longer functions to the full ad,. vantage of the city, The present day deficiency of this route might be termed its off —center location, the eastern segment being now located too far west, With the general growth of the city and its potential eastward industrial expansion this circumferential can be moved outward on the east and north, and so provide greater flexi— bility and efficiency in the use of the radials and the inclosed downtown thoroughfares, As will be seen from the General Thoroughfare System, the extended circumferential is being proposed to be moved outward and to include Kaufman Avenue-22nd Street, Windsor Avenue —Ash Street, and a new route, Peosta Highway, overpassing all railroads southward to South Locust Street, from which it will link up with Grandview Avenue and the proposed Grandview Avenue Extension to Kaufman Avenue. It is expected that the character of traffic will vary greatly, as to type, in the different segments of the route, While this proposal has its dramatic characteristics appealing to the imagination, it is being recommended for the concrete opportunities it provides for in, - creased convenience, for economies in time and cost of transportation, and for sound growth offering as it does inviting access to potentially new industrial property and new housing property (both of which exist as to location but with relatively limited accessibility). The gradual accomplishment of this rearranged circumferential route will alleviate, to a great degree, the burden upon the present 24 arteries by allowing entrance and exit to and from the central business and industrial areas from all sides whereas, at present, facilities are not available from the east, consequently certain arteries are only partially utilized East 14th Street is an example. Within this circumferential route, in the Downtown District, the major obstacles to traffic improvement, aside from the influence of the parking difficulties and the excessive number of street intersections, are the railroad grade crossings on important thoroughfares. In great need of solution is the Rhomberg Avenue crossing of t}aeCGW. Ry. near the intersection of 20th Street, Garfield Avenue and Elm Street. The daily and special traffic use of this grade crossing is heavy, coupled withthe strategic con— trol exercised over the entire northeast sector of the city„ While a protected crossing with automatic signals, nevertheless, the crossing precludes maximum safe utilization by traffic of the thoroughfares to the northeast and restricts all but the most pressing development in the area. An appropriate grade elimina— tion structure is needed, also, in this situation to secure the greatest benefit from the Elm Street thoroughfare which would be designated as the principal artery from the downtown business and industrial areas to the northeast section of the city, collecting traffic from 12th, 14th, 17th, and 18th Streets. The proposed over— pass of the OGW would take off from the east side of Elm Street near the intersection with 18th Street. This location would seem preferable 25 to overpassing the railroad in the right-of-way of either Rhomberg or Garfield Avenues which would necessitate the structure being continued westward over Elm Street or being handicapped by an excessively steep approach grade The former would penetrate, unnecessarily, property on 20th Street,. An underpass, or lowering of tracks, appears impracticable by reason of local physical conditions. To serve the north section of the city it is proposed. that Jackson Street be developed, from 12th Street northward, as a companion artery to Central Avenue, as a four -lane artery, with control devices at 14th, 17th, 18th, and 22nd Streets. The extension of Elm Street, as a thoroughfare, northward to 22nd Street would be of value for ex- pansion of north -south facilities„ To augment the traffic flow, to and from the northwest section of the city, especially if the Kane Heights housing development materializes, it is recommended that Kaufman Avenue-22nd Street be improved as a traffic artery connecting with Elm Street, and with an overpass, eventually, at the CGW tracks to permit continuous movement of traffic vehicles to Windsor Avenue where they would have access to the East Industrial Area via the proposed Windsor -Ash Street viaduct over the Milwaukee RR tracks, This latter item is referred to in connection with plans for the development of the East Industrial Area. The western section of the city would continue to be served by Seminary Street, West Locust Street, 17th Street, Loras Boulevard, University Avenue (with the proposed Robinson Street widening), 8th Street. 26 The southwest section of the city would continue to be served by Dodge Street, South Locust Street and Cascade Road. The city has been favored with the location of large tracts of land, close into town, east of the railroads, which have remained largely dormant for many years, one of the obvious principal reasons for which has been the relatively inadequate access from the remainder of the city. The major portion of this industrial land lies on City Island, The activities of the A. Y. McDonald Company, the Carr, Adams & Collier Company, the Dubuque Packing Company, Interstate Power Company, and The Key City Gas Company indicate the land has its many valuable qualities. The area to the south between the two boat harbors, likewise, shows new activity. The accomplishment of uninterrupted and unhazard.ous access will undoubtedly tend to put these areas in a more promising position despite the continued need for raising the grades, in general, for proper use of the land, It is proposed that these extensive areas be opened up by a roadway which would extend northeasterly from South Locust Street, near Railroad Street, to the Wisconsin Bridge, For convenience of reference it has been designated the Peosta Highway. In part, it forms a segment of the realigned Inner Circumferential Route previously referred to, with connections at 6th, 9th, and 14th Streets into the Downtown District, so that relief can be afforded to Dodge Street, University Avenue, and Loras Boulevard, and to some degree, also, to Seminary Street, by varying alternatives in use of the new route and by entering the downtown from the east. This would be the case especially 27 when the Grandview Avenue Extension to Kaufman Avenue is opened„ It is not anticipated that industrial traffic would seek the Grandview Avenue or the Extension segment of this route. Peosta Highway would eliminate all major grade crossings with existing railroad tracks. Generally local streets over tracks should then be closed to traffic to attain the highest degree of safety and usefulness. From 14th Street the Peosta Highway would continue northeastward across City Island to the Wisconsin Bridge with connections at Roosevelt Street, end Lincoln Avenue, overpassing Rhomberg Avenue but linking it by a connection. The portion of the highway in the southern section would be composed of a series of grade separations over several main line and many local tracks of the railroads. From 9th Street eastward the highway would be generally at the proposed elevation of City Island, as determined most satisfactory for industrial use. It is important to emphasize that the basis of these recommendations stems from the principle of 'dispersion of traffics over a number of suitable, alternate, channels from the Downtown District into an intercepting Circumferential Route which will thence take traffic into whichever section of the city it may seek as its destination. It is considered impracticable for both economic and physical reasons to provide much beneficial chenge in the Downtown District by the relocation or change in grade of railroad tracks, because of the location of the existing boat harbors and the connected developed business and industry. Likewise, widening of existing thoroughfares 28 within the central area would result in requiring the wholesale reorganization of business facilities and at great cost, and also result in an unbalance between street circulation and business and industrial uses. Continued administrative measures in the effectua- tion of the details of the thoroughfare system are considered the most logical approach to betterments in this area, through improved routings of traffic, control of intersections, parking schedules, and elimination of parking on selected thoroughfares or portions thereof where advisable during peak traffic hours, for example, 7:00-9:00 A.M. and 4:00-6:00 P.M. Very fortunately the majority of the streets in the downtown section have a 40 foot pavement appropriate for four 10 foot traffic lanes, during restricted parking hours. By providing an extension of the periphery route around the Downtown District on the east and north not only will central traffic be afforded general relief but the same facilities will be an impetus to the utilization of potential and presently under -used close -in industrial land and property. 29 TABLE 4 City of Dubuque, Iowa GENERAL THOROUGHFARE SYSTEM. North-Sauth 1949 1 2 Right of Way Roadway Exist. Prop. Exist. Proposed Sym Name Location Width Width Width Width No.Lanes ET Alpine St.University Ave to W.3rd St 50' 50' 30' 36' 4 9' ET Alta Vista St. -University Ave to Kirkwood St 70' 70' 40' 40' 4 10' PTE Ash St.-E.19th St to E.13th St 64' 100' - 40' 4 10' PTN Ash St.(Ext)-E.13th St to Peosta Highway - 100' - 40' 4 10' FTE Audubon St.-9Loras Blvd to Rosedale Ave 50' 50' 36' 36' 4 9' (as part of Grandview Ave. (Ext) PTE Bell St.-B.3rd St to E.4th St 64' 64' 40' 4 10' ET Bryant St. -Dodge St to Grandview Ave 60' 84' 36' 40' 4 10' ET Burden St. -Windsor Ave to Edith St 60' 60' 36' 36' 4 9' ET Carter Rd...Asbury Rd to Kaufman Ave 66' 84' 40' 4 10' PTN Carter Rd.(Ext.North).•Kaufman Ave to W.32nd St - 84' .. 40' 4 10' (Millville Rd) PTN Carter Rd.(Ext. South) -.Asbury Rd to Dodge St - 84' - 40' 4 10' ET Cascade 84.-S.Loeust St to City Limits 100' 100' 18-24' 40' 4 10' ET Central Ave.-W.3rd St to E.22nd St 64' 64' 44' 44' 4 11' ET-E.22nd St to City Limits 64' 64' 40' 40' 4 10' ET -City Limits to new Gardeners Lane 54' 64' 40' 4 10' ET Elm St.-E.12th St to E.20th St 64' 64' 40' 40' 4 10' PTE-E.20th St to E22nd St 40' 64' 28' 40' 4 10' ET Fremont St. -Dodge St to Simpson St 64' 64' 36' 36' 4 9' ET ..Simpson St to Plymouth Rd 66' 66' 36' 4 9' ET .Plymouth Rd to Kelly Lane 66' 84' 36' 4 9' (relocation at IC.PR and Catfish Ok) PTE Gilliam St. -West St to University Ave 50' 84' 26' 36.' 4 9' ET Grandview Ave. -Cascade Rd to Southern Ave 50' 100' 40' 65' 6 10' ET -Southern Ave to Delhi St 100' 100' 65' 65' 6 10' PTN Grandview Ave.(Ext)-Delhi St to University Ave 20' 54' - 40' 4 10' PTN -University Ave to Loras Blvd «. - 40' 4 10' FTE -Loras Blvd to Rosedale Ave 50' 50' 36' 36' 4 9' (see Audubon St) PTN -Rosedale Ave to Kaufman Ave - 84' - 40' 4 10' PTN -Kaufman Ave to Millville Rd - 84' .. 40' 4 10' PTN -Millville Rd to Munts Rd - 84' -. 40' 4 10' 30 TABLE 4 (continued) Sym Name Location ET Hamilton St...Lincoln Ave to Rhomberg Ave ET Hampstead St. -Kaufman Ave to Lowell St ET Hill St. -W.3rd St to W.8th St PTE -W.3rd St to Dodge St 1 Right of Way Exist. Prop. Width Width 64' 20-.60! 60' 50-55' PTE Iowa St. -W.3rd St to W.2nd St 64' PTE Jackson St.-E.12th St to City Limits 64' PTE -City Limits to Aquin St(alley,North)60' PTN Jackson St.(Ext)-Aquin St(alley,north)to US-52 - PTE Kelly Lane -.Rockdale to Center Grove ET Locust St. -Dodge St to W.16th St ET Lowell St. -Hampstead St to Woodworth St PTN Macey Rd. -Kane St(Ext), northward ET Main St.-W.lst St to Madison St ET Marshall St.-Rhomberg Ave to Garfield Ave PTE Monroe St. -Kaufman Ave to Kane St 64' 50' 64' 50' 30' 64' 60' 60' 55' 64' 64 64' 84' 84' 64' 50' 84' 64' 50' 84' PTN Peosta Highway-S,Locust St to Salina St(Camp St) 64' 76.5' PTN -Salina St to Jones St - 76.5' PTN -Jones St to E.9th St 40-60' 76.5' (parts of Adams and Cypress Sts) PTN -E.9th St to Sycamore St.(line) 64' 200' PTN -Sycamore St(line) to Whittier St - 200' PTN -Whittier St to Roosevelt St PTN -Roosevelt St to Peosta St PTE :4Peosta St to Garfield Ave 64' (Hawthorne St) PTN -Garfield Ave to Lincoln Ave PTN -Lincoln Ave to Wisconsin Bridge ET Peru Rd.-E.32nd St. northward PTN Plymouth Rd. -Plymouth St to Gilliam St PTE Plymouth St. -Grandview Ave to Plymouth Rd 100' PTE Roosevelt St.-Bhomberg Ave to n. end of 64' Johnson's Sub. PTE -Johnson's Sub to Lucretia St 50' PTE - Lucretia St to Maria St 401 PTE -Maria St to Pebman Rd(Cemetery Rd)40' 60' 250' 200' 64' 76.5' 84' 84' 84' 100' 2 Roadway Exist. Proposed Width Width No.Lanes 40' 12' 30' 30' 41' 40' 40' 40' 40' 40' 40' 40' 4o' 40' 4 4 4 4 4 4 4 4 10' 10' 10' 10' 10' 10' 10' 10' 40' 4 10' 40' 40' 4 10' 36' 40' 30' 28' 40' 4 10' 40' 40' 40' 40' 56.5' 56.5' 56.5' 40' 56.5' 20' 4 4 4 4 4 4 4 4 4 2 10' 10' 10' 10' 12' 12' 12' 10' 12' 10' 40' 2 10' - 48' 4 12' 56.5' 2 12' 56.5' .. 48' 40' 40' 62' 62' 4 4 4 4 4 12' 12' 10' 10' 12' 84' 40' 40' 4 10' 84' 84' 84' 40' 4 10' 40' 4 10' 40' 4 10' 31 TABLE 4 (continued) 1 2 Right of Way Roadway Exist. Prop. Exist. Proposed Sym Name Location Width Width Width Width No.Lanes ?TN Roosevelt St.(Ext)-Pebman Rd. to Shires St(Ext) - 84' - 40' 4 10' PTE Roosevelt St.-Rhomberg Ave to Garfield Ave 64' 100' 40' 40' 2 20' PTE -Garfield. Ave to Peosta St 64' 64' 40' 4 10' PTN Roosevelt St.(Ext)-Peosta St to Peosta Highway _ 64' - 40' 4 10' PTE Saunders St.-W.32nd St to line of Muscatine St 50' 64' 18' 40' 4 10' PTN Saunders St.(Ext)-Line of Muscatine St to KaneSt - 64' - 40' 4 10' ET Sheridan St. -Edith St to Davis St 55' 55' 30' 36' 4 9' PTE Shiras St. -Garfield. Ave to Rhomberg Ave 64' 40' 4 10' ET Rhomberg Ave to Lincoln Ave 64' 64' 40' 40' 4 10' ET -Lincoln Ave to Lucretia St 64' 84' 40' 4 10' PTE -Lucretia St to Eagle point Park 40' 84' 40' 4 10' PTN Shiras St.(Ext)-Fagle point Park to Peru. Rd - 84' - 40' 4 10' ET S.Locust St. -Dodge St to Cascade Rd 64' 64' 40' 40' 2 10' PTE S.Main St.-W.lst St to Railroad St 64' 64' 40' 40' 4 10' ET St. Ambrose St. -Asbury St to Seminary St 66' 66' 40' 40' 4 10' PTE Whittier St. -Lincoln Ave to Peosta St 64' 64' 40' 40' 4 10' PTN Whittier St.(Ext)-Peosta St to Peosta Highway .. 64' .. 40' 4 10' ET Windsor Ave.-E.22nd St to Davis St 64' 40' 40' 4 10' PTN Windsor Ave.(Ext.North)_t vis St to Peru Rd 84' 66 40' 4 10' ET Windsor Ave.-E.22nd st to Garfield Ave 50' 84' 34' 40' 4 10' PTN Windsor Ave. (Ext. South)_Garfield Ave to E.19thSt •• 76.5' .. 40' 4 10' ET Woodworth St. -Lowell St to Seminary St 40' 50' 24' 40' 4 10' NOTES: Sym - Symbol ET - Existing Thoroughfare PTE - Proposed Thoroughfare, over existing route PTN - Proposed Thoroughfare, over new route 32 TABLE 5 City of Dubuque, Iowa GDT kT, THOROUGHFARE SYST M. Ihst-West 1949 1 2 Right of Way Roadway Exist. Prop. Exist. Proposed Sym Name Location Width Width Width Width No. Lanes ET Asbury St. -University Ave to old City Limits 64' 84' 4040' 4 10' ET Asbury Rd.-01d City Limits to Kaufman Ave(Ext) 66' 84' 30:'t 40' 4 10' ET Broadway - Diagonal St to Gay St 50' 50' 30-40' 36' 4 9' ET Davis St. -Windsor Ave to Sheridan St 30' 60' 18' 36' 4 9' ET -Windsor Ave to St. John's Cemetery 30' 60' 18' 36' 4 9' PTN Davis St.(Ext)-St.John's Cemetery to Roosevelt St.. 60' - 36' 4 9' ET Delhi St. -University Ave to Grandview Ave(east) 50' 50' 33' 36' 4 9' ET -Grandview Ave to University Ave(west) 64' 84' 36' 40' 4 10' ET Diagonal St. -Central Ave to Broadway 60' 60' 36' 36' 4 9' ET Dodge St. -Locust St(eastward) Bridge Plaza 200' 200' ET -Locust St to Bluff St 75' 100' 72' 6 12' ET -Bluff St to Grandview Ave 60-74' 100' 50' 53' 4 12' ET -Grandview Ave to City Limits 100' 100' 53' 4 12' ET -City Limits to University Ave 1001 100' 53' 4 12' PTE East 3rd St.-CB&Q.RR to Bell St 64' 64' - 60' 6 10' ET East 4th St.(Ext)-CB&Q RR to Bell St 64' 64' 40' 40' 4 10' PTE East 6th St. -Central Ave to Bell St 64' 64' 40' 40' 4 10' PTE East 9th St. -Central Ave to Peosta Highway 64' 64' 40' 40' 4 10' PTE East 12th St. -Central Ave to Elm St 64' 64' 40' 40' 4 10' ET East 14th St. -Central Ave to Washington 64' 84' 40' 40' 2 10' ET -Washington St to Elm St 64' 100' 40' 40' 2 10' 55' 4 101 PTE .. St 64' 644 40' 55' 4 10 PTE -.Pine St to Cedar St 64' 100' 40' 40' 4 10' 55' 4 10' PTE -Cedar St to Peosta slough 64' 100' - 40' 4 10' 40' 4 10' PTN-'Peosta slough to Peosta Highway - 100' - 40' 4 10' 40' 4 10' PTE East 18th St. -Central Ave to Elm St 64' 64' 40' 40' 4 10' PTN .,Elm St to Rhomberg Ave -viaduct - 55' - 55' 4 10' ET East 22nd St. -Central Ave to Jackson St 64' 84' 40' 40' 4 10' ET -Jackson St to Elm St 64' 100' 40' 40' 4 10' 55' 4 10' ET -Elm St to Kniest St 64' 64' 55' 4 10' ET -Kniest St to Johnson St 60' 100' 40' 4 10' 55' 4 10' ET -Johnson St to Windsor Ave( one-way) 60' 60' 40' 4 10' 33 TABLE 5 (continued) Sym Name Location 1 Right of Way Exist. Prop. Width Width PTE (Providence St) -Johnson St to Windsor Ave(lway) 50' ET Fast 32nd St. -Central Ave to City Limits(PeruRd)60' ET Edith St. -Barden St to Sheridan St 50' ET Garfield Ave. --Windsor Ave to Marshall St 60' PTE -Marshall St to Roosevelt St 60-64' PTE -Roosevelt St to Shires St 64' ET Gay St. -Broadway to Muscatine St 50' ET Jones St. -Locust St to S.Main St 64' PTE Kane St. Monroe St to Grandview Ave(Ext) 40' PTN Kane Bt.( 3bi:0-Grandview Ave(Ext) to Millville Rd - ET Kaufman Ave. -Central Ave to Mampstead St 64' PTE -Hampstead St to City Limits 64' PTE -City Limits to Carter Rd 66' PTr? Kaufman Ave.(Ext)-Carter Rd to Asbury Rd ET Kirkwood St.-W.Locust St to Alta Vista St 60' ET ET PTE PTE ET Lincoln Ave. -Windsor Ave to Marshall St 50' Marshall St to Hamilton St 64' Hamilton St to Roosevelt St 64' -Roosevelt St to Peosta Highway 60' Loras Blvd. -Central Ave to University Ave 64' ET Madison St, -Main St to Seminary St PTE Middle Rd. -Pennsylvania St, westward PTE McCormick St. -University Ave to Bennett St PTE Muscatine St. -Gay St to National St PTN -National _St- to Saunders St 60' 50' 50-60' 50' 50' PTE..N Pebman St. (Cemetery Rd).Valley St to Roosevelt St PTE Pennsylvania St. -University Ave to Middle Rd 50' PTE Providence St. -(see E.22nd St) PTE Railroad St.-S.Locust St to S.Main St 64' ET Rhomberg Ave.-Kniest St to Marshall St 50' ET Marshall St to Decatur St 50-60' ET -Decatur St to Lincoln Ave 64' PTN ..Kniest St to Elm St (see E.18th St) PTE Robinson St. -(see University Ave) 50' 84' 50' 84' 84' 64' 50' 2 Roadway Exist. Proposed Width Width No. Lanes 26' 36' 18' 36' 64' 40 84' 84' 84' 84' 84' 84' 60' 50' 64' 64' 84' 84' 60' 84' 50' 50' 50' 64' 84' 64' 60' 60' 64' 30' 40' 36' 40' 40' 40' 36' 3 10' 4 10' 4 9' 4 10' 4 10' 4 10' 4 9' 404 UP' 40' .. 401 40' 40' 36' 40' 40' 40' 36' 36' 34' 40' 40' 30' 40' 40e 40' 40' 40' 40' 40' 40' 40' 30' 36' 30' 36' 37' 24' 40' 40' 34, 40' 40' 40e 40' 40' 40' 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 4 10' 10' 10' 10' 10' 10' 9' 10' 10' 10' 10' 10' 10' 10' 9' 91 9' 12' 10' 4 10' 4 10' 4 10' 4 10' 34 TABLE 5 (continued) 1 2 Right of Way Roadway Exist, Prop. Exist Proposed Sym Name Location Width Width Width Width No.Lanes ET Seminary St. -Madison St to Harold St 50' 65' 30' 40' 4 10' ET -Harold St to St.Ambrose St 60-64' 64' 40' 40' 4 10' PTE-St.Ambrose St to City Limits 50' 64' 40' 4 10' PTE -City Limits to Asbury Rd 64' 40' 4 10' PTE University Ave.(Robinson St) -Bluff St to Rock St20' 50' 18' 40' 4 10' ET -Robinson St to Alta Vista St 64' 64' 40' 40' 4 10' ET -Alta Vista St to Delhi St(west) 64' 84' 40' 40' 4 10' ET -Delhi St to Dodge St 64' 84' 36' 40' 4 10' PTE Valley St. -Peru Rd to Pebnan Rd(Cemetery Rd) 64' 24' 2 12' ET West 2nd St.. -Iowa St to Locust St 86' 86' 62' 62' 6 9' ET West 3rd St. -Central Ave to Locust St 64' 64' 40' 40' 4 10' ET -Hill St to Alpine St 77' 77' 43' 40' 4 10' ET West 4th St. -Central Ave to Locust St 64' 64' 40' 40' 4 10' ET West 6th St.-"entral Ave to Locust St 64' 64' 40' 40° 4 10' ET West 8th St. -Central Ave to Hill St 64' 64' 40' 401 4 10' PTE West 9th St. -Central Ave to Bluff St 64' 64' 40' 401 4 10' PTE West 12th St. -Central Ave to Locust St 64' 64' 40' 40' 4 10' ET West 17th St. -Central Ave to W.Locust St 64' 64' 40' 40' 4 10' PTE West 32nd St.(Millville R(1).. Central Ave to Carter Rd(Ext.North) 60' 84' 36' 40' 4 10' ET Carter Rd(Ext. Nor th) to Kane S t(E4 60' 60' 36' 4 9' ET West Locust St. -Locust St to Seminary St 64' 64' 40' 40' 4 10' NOTES: Sym - Symbol ET -Existing Thoroughfare PTE -Proposed Thoroughfare, over existing route PTN -Proposed Thoroughfare, over new route 35 V. PARKS, RECREATION AREAS, and OPEN SPACES. The appraisal of a park and recreational system in a community is complicated and involves many intangibles as expressed in the positive and negative characteristics of people. Acreage of park property and the facilities alone are not the complete measure- ment of the healthy influence upon the citizens of the community. Oftentimes, appropriate location even upon inferior lands and with inadequate facilities but with high quality leadership and guidance can produce more of real well being and stimulation. The influence upon Dubuque of Eagle Point Park and its progressive development probably is immeasurable, despite distance from the center of population and geographical off -side location. In fact, these latter characteristics seem to be advantages. Likewise, Grandview P<Ark, in a smaller and different way has added to the health and happiness of many citizens and visitors. These two areas are the bastions of the park system and have served well. The recent addition of the tract known as Allison -Henderson Park, in the heart of a residential area promises to be another right step even if still more limited in the development of public recreational advantages. Each of these areas provides a multiple use of facilities for active and passive recreation. There are presently over 200,000 recorded participants in the activities of Dubuquess recreation facilities and, of course, a large but unknown number of other users of the various park areas and other 36 open spaces. The importance of public recreation facilities approaches that of the public utilities in relationship to the public health and welfare. The development of the Recreation Plan is predicated upon the following factors: the existing facilities in the city, the current national recreation standards, the public interest and trends in needs, and the prevailing social, economic, and physical conditions of the city. The national standards represent the desirable ideal for the average community and must be interpreted to become applicable to Dubuque with its distinct distribution of population, range of needs, and physical characteristics. Tables 6-8 show what Dubuque is working with at the present time and some notion of the participation of the public in the use of the facilities. Tables 9-11 show how recreation research has in- dicated the needs of the public for various types of facilities. Tables 12-14 indicate the estimated requirements of the city of Dubuque in the light of existing conditions and research standards. Table 15 presents a suggested program for added recreational pro -- visions, and Table 16 coordinates this program with the existing facilities as the recommended total working recreational area machin- ery. The distribution of land into the several categories of recrea- tion use is indicated in Table 17 for both the existing areas and the proposed system, and Table 18 compares the present working areas with the national standards and the recommended system. 37 There is shown in the Master Plan the organization of land for recreation according to the determined requirements, based on public interests and trends. The background of the proposals is the natural use of land for commercial, industrial, and residential purposes, along with specialized uses for educational, religious, social and commercial recreation. Generally speaking, the residential and industrial land use areas are the sections in which the greatest number of public recreational facilities will be needed. Sites for the suggested recreation areas and facilities are indicated on the Master Plan together with the existing facilities. The topography of the city influences the location of these sites, as it does residential development. . decided effort has been made to relate sites to residential and industrial areas not only so that they serve, realistically, bat so that there will be little or no displacement of housing or pre-empting of land that would be highly desirable for industrial purposes. This to some degree places recreation areas somewhat off their normal centers, from the re- search standards point of view, andha-s inpaeed-upon some sites -the need for overcoming topographical obstacles or inferiorities. The facilities generally proposed for each site are indicated in Table 15. When practicable these sites have a realistic relation- ship to the existing facilities which have, in the main, appropriate relationship to need. In other instances the locations are based on serving what appear to be trends, for the future, in both residential and industrial development. 38 The total recreation system includes about 600 acres of land, with the distribution of the several categories of recreation use (parks, playfields, playgrounds, etc.) shown in Table 17. 0f this amount, 243 acres are presently in the existing system. In the proposed 359 additional acres of recreation land, 209 acres are suggested for land acquisition only, at the present time (including 40 acres now in the Dubuque Airport area), with land development, beyond perhaps for picnicking, deferred to some future date. The remaining 150 acres represent land from which early use should be secured. About half of this latter land is in the proposed City Island Park with the major sports center and boating facilities. The balance of 82 acres is principally in playfields, playgrounds, and recreation centers. It is felt that the greatest needs lie in the extension of facilities for playfields for youths and general recreation centers for all ages. The nature of Dabuque'e culture seems to favor the children 5.15 years more than the youths above 15 years in facilities for timely and absorbing application of energy and ability. Con., sequently a greater percentage of the recommended program is directed toward absorbing the interest of youths through provision of a greater percentage of space for playfields. However, the present playgrounds have been expanded in number to create an appropriate balance. Play lots are important especially in the densely built up residential districts and while small in size gain their greatest usefulness in being situated closely to the homes with limited or restricted yardage. 39 The great popularity of the swimming pool in Water Works Park, despite its remoteness from the great bulk of the residential districts suggests the advisability of another pool in the western portion of the city. It is not thought that this augmentation would seriously diminish the attendance at the present pool. It is to be noted that the national standard is exceeded with respect to swimming facilities. This is partly due to the location of the present pool but more purposely due to the great enjoyment and use of this type of recreation in Dubuque. For a special recreation center, to include an auditorium and/or arena, gymnasium, swimming pool, clubrooms, etc. with adequate parking lot for some time to come, it is suggested that the possibil- ities of working out a collaborative arrangement with the Board of Education for use (part-time use) of the new facilities at the Senior High School, be explored. The arrangement is not expected to be wholly satisfactory from either the recreation or school points of View. (A statement on the Special Recreation Center has been implied to the'P2anning and Zoning Commission.for their farther study of this item.) General parks are suggested beyond the present city limits to the north, vest, and south, and amount to 200 acres. They are not located on The Master Plan, being presumed to be beyond its geographical limits, but one park is contemplated as using a portion of the present Dubuque airport acreage. Principally these parks should be acquired to ultimately reduce the load on Eagle Point Park and to be in line 40 with city population expansion. A small extension of Eagle Point Park is recommended at the northern end of the park, to expand the boundary of scenic control. Associated with the parks and recreation areas, as such, but not a proposed part of them, are the many attractive natural physical open spaces and historical spots around the City. These include the Bluffs, distinctive features of Dubuque, in the downtown area, some of the valleys in the residential parts of the City, certain stream courses, and the vicinity of Julien Dubuquets Grave. Not all of such beauty or historical spots of Dubuque are shown on the Master Plan but examples enough to specify the types of features that should be pre- served. Some of the natural areas, hardly primitive any longer, have served as playgrounds, for many citizens of Dubuque as they were growing up. These areas have been thrilling in their disclosure of unexpected natural features and have played a big part in the develop- ment of self-reliance and initiative on the part of many boys and girls who scouted through them. Such areas, in general, should be retained but not developed in the sense of parks and recreation areas. This would spoil their usefulness. Their greatest benefit lies in their stimulation of the instinct for outdoor life and environment, and the development of self taught skills to meet individual needs and situations. Primarily these areas need but to be retained, guarded from diver- sion to speculative uses and from discard to waste lands fit only for the 41 dumping of refuse. They need only to be made accessible, without trespass, and kept in natural condition. On the Master plan such areas are designated as Conservation Zones (CZ) under the general classification of Open Spaces. It is recommended that these Conservation Zones and similar areas be made the subject of interest by not only the municipality bat by quasi —public and private agencies, which have great interest not only in children but in historical spots as well. Some lands might be purchased, others preserved by easements from private owners for public access. In some instances the owner may, through interest in preserving the beauty of such spots during his life time, seek to perpetuate this interest through gift of lands in the future for the public welfare, if facilities exist for its suitable handling and use. 42 TABLE 6 City of Dubuque, Iowa EXISTING OUTDOOR RECREATION AREAS 1947 Type of Areas 1 2 3 Est. Par- Area Super_ ticipants (acres) vision PARKS -12 No data 211.88 Bluffside Cleveland Dodge -Booth Sts. Eagle Point Grandview Grant Jackson Madison Phoenix Washington Water Works West 15th. St. PLAYFIPLDS ..: 1.43 2.90 .67 167.00 26.00 .08 2.05 1.30 .14 1.50 8.50 .31 62980 16.60 Athletic Field 6.00 Comiskey 3.60 Rafferty 7.00 PLAYGROUNDS-9 127420 12.83 Allison..Henderson Audubon School Bryant School Franklin School Jackson School Lincoln School Marshall School Prescott School Valley St. PLAY LOTS ..5 Burden Caledonia Frith Jefferson Library 3.50 .75 1.62 .85 1.80 1.50 1.50 .41 .90 No data 1.78 .30 .40 .45 SWIMAING POOLS . 1 40000 Water Works Park TOTAL -Existing Areas .28 .35 Yes Yes Yes Yes Yes Yes Yes Yes 4 5 Owner - Use ship All ages Scenic conservation Pk.Bd. a a 11 Skating (winter) Multiple use Pk.Bd. a a a Ornamental General use Pk.Bd. a a a Ornamental General use Pk.Bd. Swimming pool City Scenic conservation Pk.Bd.. All ages Baseball Multiple use Multiple use Children 5•.15 years City a a (under construction) City Yes School ground use Bd. of Ed. Yes assumed to be approx.. Yes imately 50% of total Yes area Yss " Yes Yes Yes City Yes Yes Yes Yes Yes (17250 Yes s. f. ) 243.09 Small children Al]. ages a a City Pk.Bd. a a a City TABLE 7 City of Dubuque, Iowa EXISTING OUTDOOR RECREATION FACILITIES 1947 Type of Facilities BA SFRA7,T, FIELDS Athletic Field .1 Rafferty Field ..2 SOFTBALL FIELDS Bryant School -1 Comiskey Field ..2 Franklin School ..1 Jackson School -1 Jefferson Jr. H.S. -1 Lincoln School -1 Marshall School -1 Rafferty Field -1 Washington jr. H.S. -1 FOOTBALL Comiskey Field -1 Rafferty Field -1 TENNIS COURTS Comiskey Field. -2 Eagle Point Park -6 Senior High School -3 SKATING RINKS (minter) Comiskey Field -1 D,dge•-Booth St. .1 43 1 2 3 Number Supervision Remarks 3 10 2 11 2 SWIMMING -POOLS Water Works Park .1 M I SC1LLA NEDUS Archery Range Senior High School Boating Mississippi River Hockey Rield Senior High School Nature Trails Eagle Point Park Picnic Centers Eagle Point Park Grandview Park Public Camps Grandview Park Shelters Comiskey Field -1 Eagle Point Park -3 Grandview Park -1 1 1 1 5 Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Na No Yes Yes Yes Part No Yes Yes Yes Yes Yes Night -lighted Unlighted Night-1 ight ed Concrete n n Bath house and parking lot TABLE 8 City of Dubuque, Iowa EXISTING INDOOR RECREATION FACILITIES 1947 Type of Facilities 1 2 3 Number Supervision Remarks RECREATION CENTERS 4 Bryant School Gymnasium —1 Yea Fulton School Gymnasium —1 Yes Lincoln School Gymnasium ..1 Yea Marshall School Gymnasium —1 Yea PLAYROOMS Comiskey Field —1 SPECIAL ACTIVITY CENTER Comiskey Field —1 Yes Yes 44 Limited facilities a a a a SS 45 m 0 Apx InI.14 11)3 0 0 02 • L 0 0 m 0 34 T4 0 ¢'� 2 0 Ln o 0°, 0 r♦ m 8 8 8 w rt co co tn A nd 0 o ft a OS a al0 Pi • •5 0 0 43,13�1 a .� I 43 ova 2�a�� 4' rI 4.4a 0 ao a i w w ea a CH m8m 0r4� -0 k cl 0 Pi � ri r+ r♦••-# e)E+o N r N Id j4 ° 8g4 kb r a A A H C.)' 0 ri W W �. W 46 TABLE 10 City of Dubuque, Iowa NATIONAL STANDARDS OUTDOOR RECREATION FACILITIES 1948 Type of Facilities GENERAL SPORTS Baseball fields Softball fields Football fields Tennis courts Skating rinks MISCELLANEOUS SPORTS Archery ranges Bowling greens Hockey fields Handball courts Shooting ranges SPECIAL FACILITIES Band stands Boating Coasting areas Nature trails Ornamental gardens Outdoor theatre Picnic centers Public camps Shelters -Field houses Wading pools lf" Cants* Ski jump 1 Ratio to Total Population 1 field per 6000 pop. 1 field per 3000 pop. 1 field. per 10000 pop. 1 court per 2000 pop. 1 rink per 2500 pop. 1 per 10000 pop. 1 green per 10000 pop. 1 field per 10000 pop. 1 court per 3.0000 pop. 1 range per 10000 pop. 1 stand per 10000 pop. 1 facility per 10000 pop. 1 area per 10000 pap. 1 trail per 10000 pop. 1 garden per 10000 pop. 1-theatre-per 10000 pop. 1 camp per 10000 pop. 1 bailding per 4000 pop. 1 hole per 10000 pop. 1 jump per 10000 pop. 2 Desirable No. Pop. 51,000 9 fields 18 " 5 " 26 courts 20 rinks 5 ranges 5 greens 5 fields 5 courts 5 ranges 5 stands 5 docks or piers 5 areas 5 trails 5 gardens 5 theatres 5 camps 13 buildings 1 course (9 hole) 5 jumps TABLE 11 City of Dabuque, Iowa NATIONAL STANDARDS IND00R RECREATION FACILITIES 1948 Type of Facilities GENERAL RECREATION CENTERS Assembly hall Gymnasium Club rooms Social and playrooms Bowling alleys Arts and crafts rooms Little theatre SPECIAL RECREATION CENTER Auditorium and arena Gymnasium Swimming pool 1 Ratio to Total Population 1 hall per 15000 pop. 1 gym. per 10000 pop. 1 room per 5000 pop. 1 room per 10000 pop. 1 alley per 10000 pop. 1 room per 10000 pop. 1 per 10000 pop. 1 per 50000 pop. 1 gym. per 10000 pop. 1 pool per 50000 pop. 47 2 Desirable No. Pop. 51.000 4 local buildings 4 local halls 5 gymnasiums 10 club rooms 5 rooms 5 alleys 5 rooms 5 theatres 1 central building 1 auditorium -arena 1 gym.(in local ratio) 1 pool 48 40 8 0 0 0 0 '�P �m c 0 Oo it V tO CV 0 1 CO 1- 10 3-4CO o to 0 03 cCO ww C��J £- O • tf� PR '?a cCO CO A CO �� 0 CO to to N v e-1 .i rw t� al O co 0 CO CO t- 0 Fe+ Ft lei M r 1 c0 !�2 ri t11 as 4 sd CQ e CO CI 10 -i to tri 1 N� 0 H 4RM o 6 0WO to M E-1 E-I +�-iEft,"7O� Al 1 E4 0WOr4 i.4 4 PLAYGROUNDS 2 2 P4 POOLS (outdoor) O • ION CENTER co 0? A 49 TABLE 13 Oity of Dubuque, Iowa ESTIMATED BEQ,UIRBMENTS OUTDOOR RECREATION FACILITIES 1948 1 2 3 4 Existing National Total Recom-. Recommended Types of Facilities Facilities Standards mended System Program GENERAL SPORTS Baseball fields 3 9 8 5 Softball fields 10 18 18 8 Football fields 2 5 6 4 Tennis courts 11 26 21 10 Skating rinks 2 20 6 4 MISCEZLANHOUS SPORTS Archery ranges 1 5 2 1 Bowling greens 0 5 2 2 Hockey fields 1 5 4 3 Handball courts 0 5 6 6 Shooting ranges 0 5 1 1 SPECIAL FACILITIES Band stands 5 2 Boating 5 1 1 CoaetLug areas 5 5 5 Nature trails 5 Ornamental gardens 5 Outdoor theatre 5 1 1 Picnic centers Public camps 1 5 2 1 Sheltersfield houses 5 13 17 12 Wading pools 5 5 Golf course 1 Ski jumps 5 1 1 50 TABLE 14 City of Dubuque, Iowa ESTIMATED REWIREMENTS INDOOR RECREATION FACILITIES 194€3 Types of Facilities 1 2 3 4 Existing National Total Roman,. Recommended Facilities Standards mended Systea Program GENERAL RECREATION CENTERS 4 3 3 Assembly hall Gymnasium Clubrooms Social and playrooms Bowling alleys Arts and crafts rooms SPECIAL RECREATION CENT, 1 1 1 Auditorium -arena Gymnasium Swimming pool TABLE 15 City of Dubuque, Iowa SUGGESTED OUTDOOR RECREATION AREAS AND FACILITIES 1948 1 Area Types of Areas and Facilities (acres) PARKS-5 2 Location 277.00 All ages North Park 60.00 Multiple use (Land to be acquired and held for future West Park 100.00 Multiple use (Land to be acquired and held for future South Park 40.00 Multiple use (Consider use portion of Airport land or future development) City Island Park Multiple use Stadium Football, baseball, running track, dressing rooms Boating Harbor and piers Casino and shelter Concessions and storage Parking areas Eagle Point Park (Extension) Multiple use 51 North of City limits development) West of City limits development) South of City limits acquire other tract, 68.00 City Island (north end) 9.00 North end of Eagle Point Park PLAYFIELDS .•S 38.00 Youths and adults Grandview -Bryant Field 12.00 Between Grandview Avenue and Multiple use Football, baseball, softball, Handball, hockey, tennis, skating Shelter house, parking lot Hillcrest Field Multiple use Football, baseball, softball, Handball, hockey, tennis, skating, Swimming pool and bath house, Shelter house, parking lot Industrial Field Baseball Shelter house English Lane 20.00 Between Hillcrest Road and Middle Road 6.00 Est ar 52 TABLE 15 (continued) PLAYGROUNDS -7 Grandview -Bryant Apparatus area, softball, handball, Quiet -games, wading pool, shelter house, etc. Hale Street Facilities as above Hillcrest Facilities as above Kane Heights Facilities as above Linwood Facilities as above, skating Simpson -Cross Streets Facilities as above Southern Avenue Facilities as above PLAY LOTS -25 Selected Areas (351 Minor apparatus, simple shelter SWIMMING POOLS (outdoor) -1 Similar to existing pool in Water Works Park GENERAL RECREATION CENTERS •.3 32.50 Children 5-15 years 4.30 In conjunction with Playfield 4.00 Adjoining Chalmers Field, UofD. (future development) 4.00 In conjunction with Playfield 6.00 North of Kane Street 5.50 West of present Burden Playlot 4.00 Near intersection of Simpson and Cross Streets 5.00 West of Southern Avenue (future development) 1.00 Children 2-5 years x 50') (17250 sf ) Grandview -Bryant Center Assembly hall, gymnasium, clubrooms, Social and playrooms, bowling alleys, Arts and crafts, etc. Irving Center Facilities as above, parking lot In densely built-up residential districts All ages In Hillcrest Playfield 6.50 All ages 1.50 In conjunction with Playfield 2.70 Irving School or site Linwood Center 2.30 At intersection of Windsor Facilities as above Avenue and Barden Street 53 TABLE 15 (continued) SPECIAL RECREATION CENTER -1 Special Center Auditorium, arena, gymnasium, Swimming pool, parking lot. TOTAL -Suggested Areas and Facilities TOTAL -Acquire and hold for future development TOTAL -Suggested for early development 4.00 All ages 4.00 Allowance of 4 acres made for this unit. Probable best arrang-. ment is for collaborative use of new Senior High School facilities. (See special statement for alter- native sites) 359.00 acres 209.00 acres 150.00 acres Note: This listing of facilities is not intended to be restrictive. 54 TABLE 16 City of Dubuque, Iowa CONSOLIDATED TOTAL RECREATION SYSTEM OUTDOOR RECREATION ARIAS 1948 Types of Areas PARKS 1 2 Area No. (acres) 17 488.88 Existing 12 Bluffside Cleveland Dodge -Booth Sts. Eagle Point Grandview Grant Jackson Madison Phoenix Washington Water Works West 15th St. Proposed North park West park South park City Island Park Eagle Point Park (Extension) 9.00 211.88 1.43 2.90 .67 167.00 26.00 .08 2.05 1.00 .14 1.50 8.50 .31 PLAYFIELDS Existing Athletic Field Comiskey Rafferty Proposed Grandview -Bryant Hillcrest Industrial PLAYGROUNDS Existing Allison -Henderson Audubon School Bryant School Franklin School Jackson School Lincoln School Marshall School Prescott School Valley Street 5 277.00 60.00 100.00 40.00 68.00 6 54.60 3 16.60 6.00 3.60 7.00 3 38.00 12.00 20.00 6.00 16 45.23 9 12.83 3.50 .75 1.62 .85 1.80 1.50 1.50 .41 .90 3 Use All ages Scenic conservation F1 II Skating (winter) Multiple use " n Ornamental General use " " Ornamental General use Swimming pool and riverfront Scenic conservation Multiple use(future-north of City limits) " " (future -west of City limits) " (future -south of City limits) " (City Island) " " (north end of Eagle Point Park) Youths and Adults Baseball Multiple use Multiple use " Baseball Children 5-15 years (under construction) School ground use assumed to be approximately 50% of total area TABLE 16 (continued) 55 PLAYGROUNDS Proposed Grandview -Bryant Hale Street Hillcrest Sane Heights Linwo o d Simpson -Cross Streets Southern Avenue 7 PLAY LOTS 30 Existing Burden Caledonia Frith Jefferson Library Proposed 25 lots 5 25 SWIMMING POOLS 2 Existing 1 Water Works Park Proposed Hillcrest 32.50 4.00 4.00 4.00 6.00 5.50 4.00 5.00 2.78 1.78 .30 .40 .45 .28 .35 1.00 Multiple use(in conjunction with. Playfield) " (adjoining Chalmers Field,U.ofD) a " (in conjunction with Playfield) " (in conjunction with proposed sct.. Children 2-5 years Distributed in densely developed residential parts of the city (34500 All ages(area included in Parks, Playfields) sq.ft.) (17250 sq.ft.)Area included in Parks 1 (17250 sq.ft.)Area included in Hillcrest Playfield) GENERAL RECREATION CENTERS 3 6.50 All ages Existing 0 0.00 Bryant School Gym. Part-time use of school gymnasiums. Area Fulton School Gym. included in Public Schools. Lincoln School Gym. Marshall School Gym. Proposed 3 Grandview -Bryant Center Irving Center Linwood Center SPECIAL RECREATION CENTER 1 Proposed 1 Senior High School TOTAL -Existing Areas T0T►L ..Proposed Areas TOTAL -System 6.50 1.50 2.70 2.30 Multiple a a 4.00 All ages 4.00 243.09 359.00 602.09 use (in conjunction with Playfield) a (Irving School building or site) n (Windso r Ave. Burden St.) Multiple use (collaborative use of new Senior High School in arrangement with Board of Education) 56 1wg !iI! • •r! • Q• r l r•+ Q di 0a• E; g 0 8 8 1 8 t? 8 8 I-4 .....0 Val 'N CV 03 VI 0 • • • .d tom 8 CO '0 124 E4 .. 8 0 'dH03 ai 0 40 0 cd et a r4w1WH ++ .► €7 p p Q� 0 i,4 4) ©0 CO CO CO 0 p Q O tra Fq r9 c4 ♦ g 8 g O U •CQ Z H Ei q to 1-1O 0 wm H co PM 1 0 0 0M0 CO p PLAYGROUNDS PLAY LOTS MIMING POOLS( outdoor) tn O H H 5'7 en U) Ts m ah 8 8 S � ,� . o , g 8 0 0 co 0 co 8. M L. 0 to 8 § 7-9 it': 4 0 CO alttio g t tO8 s ..m cs) A. co tt. s P. Pi • 4828c4 tt9 .-a co• c° so co 0 to co to PI Pi 1:14 PLAY LOTS O r„o IMMING P00 CO .-. 615.00 40.37 u3 P. .- • 0 hi PI M o co o W 1 a H S set H 58 VI. SCHOOLS The City limits and the boundaries of the School District are not cotermindsa The Dubuque Independent School District being some 4 Sq. M. greater in area. In general, the present school district encompasses the bulk of territory which is visualized as the Greater Dubuque area. The major portion of the school population is, at present, distributed throughout the city area, so that the School District is essentially an urban district. The basic goal. of course, of the school district is to serve the school population in a thorough and efficient manner so that a progressive educational development may be afforded to every child. This goal calls for up to date, professionally and technically well rounded procedures in instruction and practice. An adequate and appropriate physical school plant is necessary so that full benefits may accrue to each child from the educational training provided. It is the attainment and maintenance of sound balance. between instructional and physical elements, that distinguishes a successful public school system. Dubuque has a progressive public school system, comprised of nine elementary schools, two junior high schools, one senior high school, and a continuation school, which serve approximately 3800 students. See Table 22. The ratio of school population to city population ranges between 22.4% and 31.1%. See Table 19. In 1947 the private school enrollment was approximately the same as in the 59 public schools, making a total of around 7600 children and students in the schools of the city. The percentage of school enrollment to the population of school age (5-21 years) in the same year was 72.0. In general, all public schools are well situated with respect to school population distribution, and considering the topography of the city. Being an old city, the age of the buildings varies greatly, but facilities are well maintained. Not all schools have adequate space for play, and in some instances the space is quite restricted. With few exceptions the buildings are adequate in capacity to serve the need and to allow for a reasonable expansion in enrollment. No new buildings and land are presently needed for elementary use, although the apparent growth of the city, geographi— cally, and in population tends to indicate the probable need for at least two new locations at the not too far distant future, which should be kept in mind. Acquisition of a site of about two and a half acres in the Hillcrest Playfield area for an elementary school, in conjunction with the proposed Playf field. (See Parks, Recreation Areas, and Open Spaces). Acquisition of a site of about three acres in the Sane Heights Area for an elementary school, in conjunction with the proposed Playground. (See Parks, Recreation Areas, and open Spaces) . Approximate sites for the above two recommendations are indicated on the Revised Master Plan. 60 OF SCHOOL AGE TO CITY OH 4-1 8,42 4Q O C) CA ( ri 0 qj g• ill It. 11 M M 4H • c3 48 44 t') O O Q O M 1 1 1 1 1 0 0 G ▪ o P4 a3 CV W to • o P4 C3 ;i g HCt O 43 �? v4 00 O 0 iy • S4 4 <ts (not 44 y$ +3 t3 ; ,- -co �3$t$ $ t0 m r-4 • • tt) • to t}4 Gl Q? $4 tO'f4 r4tO C4�AtZO w 1 1 1 r4 - 43 s p t O c cl to ue m 00 s3 too w- 0 t 0 t- i R nor' CO .44 o m :� :00 - 40' NN 0P4 d4 to d CO d4.4.40 0 gi ax rI r4� �r4 r4r4r4r4 OOs 00 ) 04 rI rIrrr ,4rHr m m 0 •r4 0 0 43 J 61 TABLE 20 City of Dubuque, Iowa SCHOOL ENROLLMENT Public and Private Schools 1915-1947 (a) (b) Public Schools Private Schools School Enrollment Year Numbers Percent Numbers Percent Total 1915 3 740 (Not available) 1920 3 854 1e 1925 4 633 58.8 3 245 41.2 7 878 1930 4 201 49.3 4 324 50.7 8 525 1935 4 753 53.9 4 055 46.1 8 808 1940 4 458 57.7 3 266 42.3 7 724 1941 4 329 53.3 3 794 46.7 8 123 1942 4 115 51.6 3 855 48.4 7 970 1943 4 037 52.6 3 641 47.4 7 678 1944 3 734 51.3 3 542 48.7 7 276 1945 3 748 48.7 3 948 51.3 7 696 1946 3 803 47,2 4 252 52.8 8 055 1947 3 823 49.7 3 864 50.3 7 687 Notes: (a.) Public School Enrollment, K-12 and Post Graduate. (b) Private Schools, Ages 7-16. Source: Basic data from Board of Education. 62 TABLE 21 City of Dubuque, Iowa RELATION OF POPULATION OF SCHOOL AGE TO SCHOOL 1NROLLMEETT 1915-1947 (a) Year Population of School Age School Enrollment Percent of Population Public and Private of School Age to School Enrollment 1915 10 853 Not available Not available 1920 11 531 N n N N 1925 11 831 7 878 66.5 1930 11 081 8 525 76.9 1935 12 125 8 808 72.6 1940 12 011 7 724 64.3 1941 12 011 8 123 67.6 1942 10 867 7 970 73.3 1943 10 867 7 678 70.6 1944 10 581 7 276 68.7 1945 10 581 7 696 72.7 1946 11 427 8 055 75.7 1947 11 427 7 687 72.4 Notes: (a) Ages 5-21. Source: Basic data from Board of Education. 63 TABLE 22 City of Aibugae, Iowa SCHOOL ENROLLMENT January 23, 1948 School ELEMENTARY Audubon Bryant Franklin Fulton Irving Jackson Lincoln Marshall Prescott SCHOOLS (L.6) 186 153 144 262 306 140 324 130 336 Junior High Schools (7-9) Jefferson 296 Washington 466 Senior High School (10-12) Senior 819 Continuation School Central 44 TOTAL Enrollment Source: Board of Education, 1948. 1981 762 819 44 3606 Approximate Areas of Grounds 1.5 acres 1.3 " 1.7 " 1.7 u 1.5 3.6 " 2.5 " 2.75 " .6 4.02 4.4 (incl. addition) 19.0 (incl. addition) .5 64 VII. PUBLIC BUILDINGS AND PUBLIC AREAS The Master Plan of 1931 proposed a Municipal Administrative Center in the area bounded by 4th and 6th Streets, Locust and Bluff Streets, to provide sites for the location of City Hall, County Court House, and Federal Building, together with service and parking facilities. This recommendation is confirmed in the present Plan, The Federal Building has been constructed in conformity with the Master Plan, facing Washington Park, and is a distinguished asset to Downtown Dubuque. It is understood that the negotiations respecting the building of a new City Hall and Court House are pro- gressing; the contemplated site being within the Municipal Center Area. It is highly desirable that adequate off-street parking be provided in connection with these new facilities, not only for the safety and convenience of the users of the buildings but to further a program of Istreets for traffic flow' in the Downtown District. Dubuque has, still, the need for an Auditorium to provide adequate facilities for large gatherings, whether conventions, concerts, or other special activities. The previous Master Plan recommended the block between 2nd and 3rd Streets, Locust and Bluff Streets as the site, in conjunction with the Municipal Center, the intervening block, 3rd and 4th Streets, to be acquired and developed as a. park. This location is not confirmed for an Auditorium alone in the present plan, principally because it is now conceived that the Auditorium should be part of a Recreation Center which would 65 contain not only a large hall but space for servicing other city—wide recreational activities. Such a center would undoubtedly require both of the blocks from 2nd Street to 4th Street to adequately take care of the buildings and necessary parking space to make the facilities fully useable. It is to be noted, however, that the parking facilities could be used quite continuously 24 hours around the clock for general parking. A specific recommendation is made re— garding the Recreation Center in the section on Parks, Recreation Areas and Open Spaces. Also a statement has been furnished to the Planning and Zoning Commission as to various alternate possibilities in sites for their further study. The matter of a site for a Stadium has been studied„ Tenta- tively, a site has been allocated, in the preliminary plan prepared as a study of potential land use in the development of the City Island Park, on the northern end of City Island, generally opposite the extension of Roosevelt Street across Lake Peosta. The final determination of a site for such a facility will be concerned with and should await much more detailed specifications of purpose and use. 66 VIII* EAST INUOSTBIAL AREA It is recognized, probably, beyond all doubt, that the ultimate development of this vast area cannot be realized in any short space of time; also, that the extent and character of this area and the potential economic, social, and physical benefits to the City are such that every step in its development, whenever and wherever taken, must be co—ordinated with a general program and plan conceived for the area as a whole, and must contribute progressively and soundly to the orderliness, convenience, security of the City, to the strength and long life of industry, and to the health and welfare of the people„ The geographical extent of the Eastern Industrial Area in— cludes all of the territory of the municipality lying east of the tracks of the railroads, from the Illinois Central Bridge to the Dubuque Water Works Park, not only the mainland but City Island as well, Approximately 900 acres are encompassed, with around one— third of the area on the mainland, The two parts are divided, rough— ly, by the meandering Lake Peosta, For convenience the two parts will be referred to as the Mainland Section and the City Island Sec- tion„ Practically none of the East Industrial Area is appropriate for housing use and it is generally agreed that, basically, the total best use is for industrial purposes, by reason of its adjacency to the railroads, the relationship to present industries, power source and railroad yards, water frontage on the commercialized Mississippi 67 River, the direction of prevailing winds and central location with respect to the population distribution. This is not to say there are no desirable secondary uses that may be made of portions of the Area, for example, recreation purposes at strategic points, but in general it is not suited for permanent living purposes. In partic- ular is this true of most of the Island Section, with its lower elevation„ In the pan handle shaped Mainland Section, there are presently some homes, some of which are well built and well main- tained, but, in general homes here suffer from the existing industrial environment and the lack of residential amenities. The City Island Section (as shown on the Master Plan) is estimated to contain some 650 acres of which around 580 acres may be considered to comprise the natural island, including the meander- ing interior sloughs. The elevation of the island is quite variable, ranging from approximately 592 feet to 600 feet (above sea level), and a considerable portion of the Island is subject to inundation with the changes in the stage of the River. The overall distances on the somewhat eliptical shaped island approximate 2 miles north and south, and one mile east and west, There is an approximate frontage of 10,000 feet on the Mississippi River, Following the adoption of the first Master Plan, a barge harbor was dredged from the Mississippi River, inland to approxi- mately East 8th Street, a distance of about 1500 feet and the spoil being used to raise a portion of the southern end of the natural 68 Island. On the riprapped south bank of this harbor is now located a modern chemical plant. The other extensive change in the character of the Island was effected by the construction of Dubuque's TIntownt Airport near the center of the Island with a raised road leading from East 16th Street, connecting with the downtown section of the city, Also, a large sewer was built across the Island generally in line with the proposed extension of East 14th Street. Each of these major improvements were generally in harmony with certain of the recommendations of the Master Plan of that date. The land at the northern end of the Island remained in agricultural use, and in private recreational use with access by a bridge at Hawthorne Street, while the area southerly of the airport was generally cleared of its dense mass of obnoxious thickets but no major use was made of it except for the disposal of refuse which had the merit of improving the elevation of the land. Several major power lines traverse the island from the Interstate Power plant at the foot of East 8th Street. In general, the condition of City Island has been vastly improved since 1931. The present revised Master Plan recommends the same overall land use objectives for the City Island Section as in the 1931 plan, namely general industrial use and confirms the former decision that the island area is unsuited for permanent residential development Table 23 gives the proportional utilization of the City Island Sec— tion. Approximately 12% is assigned to rights of way for vehicular traffic, and 88% to the other land uses, consisting of ll% in 69 recreational land, 68 to 73% for industrial development and a small amount, 4% in land reserved for variable use along the riverfront. These proportions do not vary greatly, percentage -wise, from the former Plan but areas do vary somewhat in arrangement and relation- ships. Along with many other cities, Dubuque has suffered, as well as benefited, from the increased growth of vehicular traffic in many sections of the city. Improvement of traffic flow on US- 20 through the City has been a noteworthy achievement, through the construction of the high level bridge over the Mississippi River. The location of the Dubuque Bridge, however, on the line of Dodge Street (rather than East 6th Street) has made impracticable the construction, as recommended, of the proposed Channel Street thorone+fare from East 6th Street to Roosevelt Street along Lake Peosta, for the purpose of collecting and distributing traffic in the intermediate section of the City. The recommendation, now, of Peosta Highway, elsewhere discussed at length, now supercedes the former Channel Street proposal. The heavy increase in highway trans- port and the somewhat lesser increase in river traffic have given cause to a restudy of the circulation and transport facilities serving the East Industrial Area both as to highway and water. The place of the dividing Peosta Channel, or Lake Peosta as it is sometimes called, in the development program of the Area must be re-evaluated. At present its function is primarily that of a drainage ditch. To make the water course into a transportation 70 facility will call for major realignment and widening and deepening, together with continuing future maintenance, To warrant this im- provement and the accompanying expenditure for transportation pur- poses, much greater direct use of river transportation must be in sight than the use being made of the river facilities at the present time and in the foreseeable future. It is likely true that the excavation of such a new channel would be valuable es a source of fill for raising the general elevation of the City Island Section, 0n the other hand the continuance of the Island Section as an island in the future means that the much widened channel, from 5001 to 8001, must be bridged at several points for access and egress, and with moveable spans for the water traffic„ Such bridges are costly to build, operate, maintain, and to replace, In this connection it must be remembered that there is approximately 10,000 lineal feet of river frontage existing on the Mississippi River in the Island Section, and also that trucking and rail transportation generally will likely con-. tinue to be the more used forms of shipping. It seems logical that the former proposed Peosta Cannel in general should not be extended farther, and, eventually, the remains of old Lake Peosta should be filled in so that the Island Section may become a contiguous part of the mainland, The proposed Peosta Channel would have added some 19,000 feet of water frontage to Dubuque„ The history of the trends of the past eighteen years has indicated that while practical and advantageous from some angles to retain the idea of the barge channel from the 71 Illinois Central Bridge to the Water Works Park, the water frontage created would be slow, necessarily, in absorption and many years would elapse before complete utilization could be expected. The Dock Commission recently studied the specific engineering development of City Island for industryl and in the plan proposed with that study a barge harbor from the River, about midway on the Island, was recommended, which would provide water frontage for the central section industrial development. General concurrence is given to the Dock Commission plan (shown in an adapted form on the Master Plan) and to the proposed major land division. It is considered appropriate, now, to recommend the abandonment of the formerly proposed Peosta Channel, north of East 8th Street, for shipping purposes, and the continuance of the practice of filling in the bed of the existing sluggish watercourse, for the following reasons: (1) lack of proportional shipping requirements, (2) uneconomical cost of maintenance to the degree required for the public health, (3) cost of bridging at several points to provide adequate access to the Island and the permanent maintenance and operation costs of such bridges, (4) advantages of accretion of buildable industrial space to the existing land area and the avoidance of undeveloped intermediate areas. For the reasons given, unanimous concurrence was reached in 2 1946 that the Lake Peosta channel should be abandoned and the present 1Report; Industrial Development, Hanes Island, 1946. Industry Engineers, Inc. 2 Joint Meeting of City Council, Dock Commission, Planning and Zoning Commission, and Chamber of Commerce. October 9, 1946. 72 slough ultimately filled. This decision has allowed for the needed multiple function Peosta Highway to be located at maximum advantage, considerably easterly of the former proposed Channel Street, for an extensive portion of the right of way. It is important that the East Industrial Area in both sections should have adequate traffic circulation throughout, by means of a system of major and secondary thoroughfares. In accom- plishing this end another need of the City should be recognized and provided for in the system, that of an eastern throughway, lying east of the railroad tracks, to by-pass traffic not intending to do business in the central business district. The proposed thoroughfare system would provide, in addition to the throughway, already spoken of as the Peosta Highway, access to the East Industrial Area via East 9th Street, East 14th Street, Windsor Avenue, Roosevelt Street and at Hawthorne Street, and from the Dubuque -Wisconsin Bridge, and, eventually, an entrance from the south including connection with the Dubuque Bridge. There should be separation of grades at the railroad tracks, and adequate provision at the intersection of the thoroughfares for the handling of all traffic. The Dock Commission Plan suggests the traffic pattern for the Island, and this arrangement has been integrated with the system for the Mainland Section which must carry through traffic to the Island Section in addition to providing for the local needs in Development. 14th Street (with the westerly section of University Avenue) is the major through street of the City, east -west in the 73 central section, and should be extended into this mainland In- dustrial Area and to the Island Section, over -passing the tracks in Pine Street. Likewise, Kaufman and Windsor Avenues must be linked with this big new Area. This it is proposed to be accomplished by extending Windsor Avenue and over -passing the Milwaukee tracks to join with Ash Street. It is not practicable to create an interior circumferential thoroughfare about the lower part of the Mainland Section on account of the close physical relationship of the rail- road tracks and developed industry. Therefore, the Windsor Avenue extension must seek a central location as between Pine Street (tracks) and the Peosta Highway location. The routing may not go farther west than the suggested location because of the eastern approach to the 14th overpass which would begin, approximately at Cedar Street in order to provide required clearance over the tracks in Pine Street. Likewise, the use of Sycamore Street or Lynn Street would be an up - necessary hardship upon existing industry. To move the proposed Windsor Avenue Extension further eastward would place it uneconomically near the Peosta Highway, reducing the general .size of industrial blocks, thereby also creating more carrying capacity than geographically needed, and -penalizing in service and in convenience the industry of areas made larger to the west of the extended street. Ash Street as part of the thoroughfare system offers some advantage, also, in lower cost by reason of the land now being generally at an adequate grade. Again, it is pointed out that the proposed Peosta Highway is a freeway for through traffic from the southern part of the City 74 near Railroad Street to the northern city entrance via the Wisconsin Bridge, with flanking industrial service roads proposed for each side of the right of way with access frontage from, approximately, Sycamore Street. There are as a result of the organizational arrangement, two large industrial areas for extended industrial development capable of accommodating industries with a working force of 25,000 or more, the Mainland Section, and the Island Section both to be served by rail and highway traffic facilities centrally located geographically and accessible by the southern section of Peosta Highway, East 9th Street, East 14th Street, Windsor Avenue, Roosevelt Street, and at Hawthorne Street. The middle section of the Island, formerly used for aviation purposes, is where, ultimately, the central barge harbor is proposed to be located. While the island airport has been discontinued1 as a designated landing area, it may be practicable and desirable to retain adequate land in this vicinity of the East Industrial Area for landing strips for light planes. 1August 23, 1948 75 TABLE 23 City of Dubuque, Iowa CITY ISLAND DEVELOPMENT (Suggested) 1949 GENERAL AREA 652 acres Natural Island Additions to natural island from Lake Peosta 47 acres from Mississippi River 23 " TOTAL 582 acres 70 " 652 " GENERAL LAND USES (proposed) 652 acres Street and Highway (R/W) 82 acres (12.5 %) Industry 445 " (68.4 %) Other Uses 125 " (19.1 %) Landing Strips 30 acres ( 4.6 1) Park 68 " (10.4 %) Playground (part) 3 " ( .5 %) Reserved Areas 24 " ( 3.7 %) TOTAL 652 acres(100.0 %) Note: All acreages approximate 76 IX. WATERFRONT The Master Plan proposes that approximately 1.5 miles of contiguous land along the Mississippi River ultimately become recreational or scenic in some form, with the balance of 4.5 miles predominately in commercial or industrial use. Such a division allocates the banks or overlooking lend, from the northern city limits southward to the proposed industrial section of City Island, primarily to recreation and for access by the public, at varying elevations but not always at the waters edge as in Water Works Park and the proposed City Island Park. Generally from the proposed City Island Park to the Mt. Carmel Section the frontage would be primarily commercial and industrial with here and there small open spaces allocated, at the foot of several thoroughfares, for special recreational use. The riverfront south of old Rafferty Slough to the southern city limits provides only space for the railroad tracks below Mt. Carmel, similes to the space between tracks and water north of the Wisconsin bridge and Dam No. 11. It is not thought to be practicable at this time to recommend any change in this stretch of waterfront. In the City Island industrial section it is recommended that the River frontage, from the proposed City Island Park to the foot of East 14th Street Extended, be held in a series of reservations, until the public administration determination is made upon specific construction and use requirements proposed by the Dock Commission. The decision, 77 then, between recreational use and industry will be advisable on the situation respecting the major usefulness and practicability of use of the river frontage based on the location of the river channel. A riverfront parkway or drive would be desirable and attractive connecting loth Street extension and City Island Park, likewise, if industry shows a decided interest in City Island it would be an economic advantage to the City to so use it. A decision now would seem unduly arbitrary. The Illinois approach to the City will, without doubt, always remain through an industrial section but not always unattractive esthetically, the beautiful high bridge gives a certain detachment from the industrial land use below and to the off -side view. The Wisconsin approach on the other hand has a good opportunity of being made definitely esthetically attractive and seems to be a natural opportunity to be availed of. 78 X. EXTENSION OF CITY LIMITS Extension of the City Limits would increase the opportunity for the city to accomplish directly beneficial civic interests for a new segment of population. Likewise, the city will be assuming certain additional geographical obligations in serving an expanded city population. A third consideration to be examined is the possibility, always, that a new municipal body might be created adjoining the City of Dubuque, and the effect such a change would bring upon the planning, administration, and operation of the City. Geographically, it would seem best, in the event of desirable expansion, to progress in a selective manner rather than in a general uniform outward extension of the boundaries. By this procedure the city would bring in specific territory susceptible to development for residential, business, or industrial purposes, leaving the rugged land not generally adapted to increased density of use in the present- ly unincorporated county pool„ On this theory the expansion would generally be to the west and to the north. In these directions the city might expect to gain financially as well as to contribute to the annexed sections. The rugged land might be influenced under the present planning law which permits direction by the city for a dis- tance of one mile from its borders. Development on this rugged land most frequently is of a less densely occupied character on the one hand but in the opposite extreme, of a somewhat uncoordinated fashion, Generally speaking, expansion of city boundaries should be predicated upon serving best the whole public interest 79 CONCLUSION We wish to express our appreciation at this time to members of the Planning and. Zoning Commission and of the Council of the City of Dubuque, to the City Manager and the city officials, and to the large number of public and semi—public agencies, to corporations, and to citizens at large in their various capacities, for the hearty cooperation and valued aid in the preparation of the Master Plan„ As a means of realization of this wide and comprehensive program, we would urge that the same broad, hearty and courageous endeavour which has characterized the citizens of Dubuque in the past, be directed now toward the accomplishment of the Plan for the Ptiture City„ Justin 8. Hartzog June 10, 1949 DUBUQUE MASTER PLAN Supplemental Report on the Development of City and Irnvirons Dubuque, Iowa 1951 Prepared for PLANNING AND ZONING COMMISSION By Justin R, Hartzog CITY and BBGIONAL PLANNER Harvard Square, Cambridge, Massachusetts DUBUTQUE MASTS PLAN Supplemental Report on the Development of City and Environs *** I. INTRODUCTION Pursuant to the expression of public opinion at the Public Hearing held on October 11 1949, and other known desires of the citizenry of the City* the Master Plan„ as proposed, has been revised in respect to the items below, and likewise this Supplemental Report to the 'Dubuque Master Plan «. Report on the Development of City and Environs', dated June 10, 1949, acts to revise the same items in that Report and to become a part thereof. II. REVISIONS So much of the Dubuque Master Plan, previously dated 1949, and now dated 1951* pertaining to Grandview Avenue Extension, and to City Island development, has been revised to provide; (a) For the routing of the Proposed Grandview Avenue Extension westerly of the Senior High School building„ in lieu of a line of loca- tion northerly from Audubon Street, to connect with xanfman Avenue at the Dubuque Water Works property. (b) For the location of a New Lake Peosta Channel, on City Island, easterly of the location of the Proposed Peosta Highway, to provide facilities for a free flow of water from the northerly section of the Island to the southerly portion. The present Lake Peosta has 2 been filled in, naturally and artificially, through a period of years,, to such an extent that free flow is no longer possible and recommends... tions have been made for the reclamation of the old channel, in the public interest and to promote public health, The excavation to make possible the New Channel is expected to provide fill for the reclaiming of the old slough, now in a bad physical state„ and to raise the level of the land westerly of the New Channel to a safe, healthy, and useable grade for building and highway purposes. The proposed right of way for Peosta Highway remains in the same location but the local street system for City Island has been redesigned, with the introduction of the location of the New Lake Peosta Channel, to continue to provide the necessary thoroughfare circulation and connection at Fast Fourteenth Street„ as extended, and with Decatur Street, as extended. These two streets have been proposed for extension, easterly, to a strip of land along the Riverfront, marked 'Reserved', with the intention that the strip will provide opportunity for a connection between East Fourteenth Street and Decatur Street (both extended) in harmony with the character of development of the waterfront as future land use improvements may dictate, in the interest of the citizens of the City. The area of the Island previously designated 'City Island Park', containing approx- imately 68 acres, is now integrated with the general land use of the Island which is predominantly potential industrial in character„ Thin reallocation diminishes the total of land area previously proposed to be allocated to recreation in the City by approximately the above 68 acres. In the readjustment of the circulation system, on the Island, 3 it has been found beneficial to employ Decatur Street rather than Whittier Street as the central connection to the Island to minimize the traffic passing over Whittier Street adjoining Holy Trinity Playground) and to provide somewhat more central access from the northw easterly residential section to the Island, It is assumed that the proposed Smallboat Harbor at the northerly end of City Island, with the introduction of the New Lake Peosta Channel, will no longer be required, as the new channel will be adequate to meet any such needs for small craft. The strip of land between the New Lake Peosta Channel and the Proposed Peosta Highway is recommended as a conservation type strip in which there should be no industrial development but rather it should. be retained for the general enjoyment of the public and to provide convenient access by them to the waterway. The introduction of these changes in the Master Plan, as pro— posed for superseding the Master Plan adopted by Council in 1936, is the result of very considerable study and cooperative consideration by both official agencies and citizen organizations, and by the public at large. Justin H. Har zog January 30, 1951 Rom' SOLUTION Resolution of the Planning and Zoning Commission of the City of Dubuque, Adopting Revised Master Plan of said Municipality. Whereas the Planning and Zoning Commission of thc City of Dubuque has caused to be prepared revisions to the Master Plan of said City and se id revisions are now complete, and, thereupon has caused to be published in the Telegraph Herald , a newspaper of general circulation in said City, An official notice of a public hearing thereon, which notice, fixed the time end place of said hear ing and pursuant thereto a public hearing was held at the time and place stated within said notice; and Whereas, objections were filed and were duly considered and in view of the objections changes were made as appear in the revised Master Plan and this Commission now deems it advisable to adopt said plan as prepared: NOW,TEEREFORE: Be it Resolved by the Planning and Zoning Commission of the City of Dubuque, Iowa: That the Master Plan as revised and now appee.re be and the same is hereby adopted as and for the plan of said Municipality. Be it further resolved that en attested copy of said plan be certified to the City Council of said City. Passed, adopted and approved this 5th day of February 1951. Planning and Zoning Commission By G htdk, i!I Chairmen By!/• By By By, By ...,.�. Members RESOLUTION Resolution of the Planning and Zoning Commission of the City of Dubuque, Adopting Revised Master Plan of said Municipality. 'rhereas the Planning end Zoning Commission of the City of Dubuque has caused to be prepared revisions to the Master Plan of said City and said revisions are now complete, and, thereupon has caused to be published in the Telegraph Herald , a newspaper of general circulation in said City, An official notice of a public hearing thereon, which notice, fixed the time and place of said hear» ing and pursuant thereto a public hearing vs held at the time and place stated within said notice; and Where&s, objections were filed and were duly considered and in. view of the objections changes were made as appear in the revised Master Plan and this Commission now deems it advisable to adopt said plan as preparedi NOW, TBEREFORE s Be it Resolved by the Planning and Zoning Commission of the City of Dubuque, Iowa* That the Master Plan as revised and now appears be and the same is hereby adopted as and for the plan of said Municipality. Be it further resolved that en attested copy of said plan be certified to the City Council of said City. Passed, adopted end approved this 5th day of February 1951. Planning and Zoning Commission G� By �?.,. if �1l (4.� Chairman By 4` By. Members 4 of another up.»turn in population growth. Were a mild speculative view taken of the future, say of 7.0 per cent. there would be an estimated 1950 population of around 47,000 persons. 0n the other hand, if a less conservative supposition suggested a 22.0 per. cent increase rate then in 1950 a population of around 53,000 might be anticipated. Probably. in the case of any°emtimated increase, the population will tend to flow, uomewhat, beyond the city limits. which suggests that the periphery will be where the greatest need for the planning of residential areas will be engendered, with planning for some industrial purposes beyond that none. It le hoped. however, for pbysical and economic reasons that several areas inside the periphery of the city rosy take a goodly portion of the population to absorb dotut 1and9 6 TIME 2 County of Dubuque. IWO POPULATION 1870.1940 lacrliAen over proceaing census Year Population lium'acre Percent 1870 38 969 1880 42 996 4 027 10.3 1890 49 848 6 002 15.9 1900 56 403 6 555 13.1 1910 57 450 1 0:: 1.9 1920 58 262 614 1.1, 1930 61 214 2 952 5,1 1940 63 768 2 45:01 4.2 Note: All figures from 51/ Gonsus 8 population of 50,000 for Dubuque in 1950. The type of dwelling which seems to be most desired and is considered the ideal for family life is the single»faaily detached house with its own lot and accessories which may be developed in line with the individual family desires, tastes, and means. The two-family semi-detached house offers some economies in land and construction costs and retains to a considerable degree the free-doa of lot use for the individual family. This is the second most desirable type of dwelling. The modern rov house, of four to six family -units with individual lots, in which the family unit is designed only two rooms deep and so making possible direct daylight and sun in all rooms, if properly oriented, is an economical type of house for families, with or without children, who wish to rent rather than assume the responsibility of owning and maintaining their own home. It is estimated that there is a limited market for apartment dwellings. This is a specialized dwelling largely attractive to elderly people, and to young couples who find it more generally suited for temporary use. ABSORPTION 03f UNBUILT UPON WAND IN THE CITY In brief, there are few areas in the city limits presently suitable for new housing in any large quantity. Topography, in particular, redness the amount of land adaptable for the purpose. Snb-surface conditions also reduce still further the location and amount of land useable for housing. 10 Drb nsion of the nillcreet Area. This section lies between Asburq Road and Kiddie Road" tit of the city limits amid the present Btlamest development. Asbucry, Acuson, Punts Area. This section Wag west and northwest of the City is high.. drains well to the above boundary roads giving access, and is geographically well located with respect to potential industrial areas as well as to the prevent John Deere plant to the north and the rain Industrial Area of the City. Gardeners Zane -• Petra Road. The section north of the city served by these two roads. No priority is implied as to the desirability, in sequence, of these areas aiuco the deo factors are not presently sufficiently speeific, in any use. Too often the approach to development of the outer emotions of an urn e r has been on the principle of °sk4tng the cream° and allowing the remainder of a section to lie unplanned, avaiting a more intense demand. A more economic procedure, in the interest of the City for the future, would be the planning of an appropriate section for all of its uses at one time and the physical development of streets, utilities, etc. made, as finances permit, in harmony with the population that is to lire or work in the section. A dnoustration of this planning approach to development has been made recently with respect to the Sane Heights Area, within the City. In this study the general desirable land uses for housing, 12 WILE 3 dity of Dabaque, Iowa CONSTRUCTION or NEW DWELLINGS 19241947 Year 1924 1925 1926 1927 1928 1929 1930 1931 1932 1933 1934 1935 1936 1937 1938 1939 1940 1941 1942 1943 1944 1945 1946 1947 Total Population 1925 1947 Dwelling Units Constructed. 110 143 91 65 57 50 50 52 22 9 8 16 14 27 12 40 107 23 5 0 2 47 158 313(a) 1377'Uilits( persons per family. 5508 persons) Increase 41 000 approx. 51 000 14 10 000 11 Increase 10 000 2500 families to be'housed, 1925.47. 4 2500 = 1377 m 1123 families apparently not being housed. Note: (a) Includes 44 conversion units 14 access, or except by specialization of the thoroughfares and restriction upon some of the several types of traffic usually permitted and found desirable. OA those principles the General Thoroughfare System has been developed, This plan shows in consolidated form the existing thoroughfares that presently serve the city, and the proposed thoroughfares that are needed for the growth and development of the city, to adequately serve the public with convenience and dispatch. The proposed thoroughfares are of two categories: (a) t741c). u.t.illzing existing public rights of way 4. the basis Zr the thoroughfares (b) twpso utilizing new rights of way The exintiad; ao_ proposed. thorwa&Afares are shown on the Master Plan against 'Dacaround of generalized land use — basic residential, business, commercial and industrial uses anu speeial uses of educational, religious and recreatien4z1 -c. which the thoroughfares arc established to serve. The ErcuNeud Thorn ghfare Cross Sectiolls indicate the details Of tl.t20 LLW, 1"3O aad dosiGn of a theroughfare right of way, number of traffic laacs, mid width of lanes of pavement, sidewalks, planting strips. etc. The cress sections included are for the following major, typos of thoroughfaros: (a) Typical C4 foot thoroughfare (b) Typical 64 foot thoroughfare (c) 7ast 14th Street (overpass section) (d) East 14th Street (industrial section; (o) Ash Street (industrial section) (f) Peoata Highway (overpass section) (g) Pcosta Highway (Otty Island section) 16 generated in other areas. The application of the recommendations in this case should be made upon a progressive basis, initially through the establishment of appropriate building lines, and subsequently upon the authorization and expenditure of funds contingent upon the degree to which the intensity of land use has been augmented. It is proposed that the major traffic adjustment procedure be based upon general and gradual readjustment of existing traffic routes; and the development of new routes for new traffic to avoid congested areas and consequently to make the existing routes more completely available for the natural local traffic. This latter might be termed a "drawing off" process. There are two basic elements in the "drawing off" process. First, the proposed Peosta Highway from South Locust Street to the Wisconsin Bridge via City Island, and, seco a the proposed Rockdale. -Key West -Durango Highway, westward of the city. The former would handle traffic of US 61 and US 151, and, in-Iffect, wo a1d be a relocated route, close to the center of the city, of .:,ose state -federal routes, and as suoh should qualify for state. federal aid, being open to general traffic. Likewise, local traffic would use the Peosta Highway, in part, as access to the downtown commercial, industrial, and business sections by entering those sections from the east via overpasses over the railroads, instead of wholly from the west as at preeent. The proposed Rockdale$ey West.. Durango Highway, directly connecting those points on US 52, would render service in a similar manner, as a state,.federal route, to relieve Locust Street and Central Avenue of mach through traffic. 18 Grade Separations To remove the hazards of railroad grade crossings (the barriers between uses of land) grade separations are recommended, particularly, at the following intersections: East 6th Street (over IC; Q1 &P; OB&Q,) Faust 9th Street (over CMSP&P;OGW) last 14th Street (over GUMP; CGW) Bhomberg Avenue (over CGW) That 22nd Street (over CGW) Windsor Avenue - Ash Street (over CHSPBeP) Roosevelt Street (over CMSP&P) Hawthorne Street (over CKSP&P) et 32nd Street (over CGW, replacement) Of these it appears the East 14th Street and Rhomborg Avenue over- passes are the most urgent. the Peaata Highway eliminates all r&i1•. road grade cro 1ngs In route, Vehicle Parking Ideally; the solution of vehicle parking difficulties comes with all parking provided off the streets so tLat the street performs its major purpose of providing means of going rxt glace to place. However ideal this might be for mo'ing traffic it 1d not be a balanced condition for all purposes, or for the major . ty of the pLolic fo: .nt. major part of the time. As there are kinds of trading ari.minds of land use so it follows there should be kinds of parking. Of the many contributions to parking practice for municipalities the following appear appropriate to the city: (a) controlled limitation of time on streets, with or without charges s (b) controlled limitation of space on streets, either total or partial (c) off-street parking (parking lots or garages) . 20 boundaries; the through commercial and passenger traffic; and the in, dustrial traffic, primarily differing from the business traffic in the type of vehicles, in that it pyramids probably more frequently during the dsy, and has its destination at slightly different centers. At present the traffic density problem is highly intensified by the necessity, generally, of all categories having to use the same streets at the came times, with little or no flexibility in routing, due to the railroad track locations, spareity of alternate options, and the topographical barriers„ For the downtown business traffic alleviation the greatest immediate relief lies in the getting as large a number of private vehicles off the street as conveniently possible, either by greater use of public tran®portation or by provision of greater off—street parking facilities (generally parking lots) to allow more freedom for the movement of vehicles. There is little or no practicable way of physically increasing the amount of street space in the district due to the character of the present street pattern and the accompany— ing small business blocks. To widen streets would still further re— duce the block sizes, and the included lot,e, for business purposes. The consolidation of groups of certain blocks and their subsequent redevelopment would offer some advantages, in creating parking areas and in reducing the number of traffic intersections, beneficial to the flow of traffic but would have little effect upon volume of traffic. The parking meters have a decided beneficial effect in that they spread the opportunity for a greater number of individual 22 The inbound destinations are the central business area, generally between Locust Street and Central Avenue, 3rd and 14th Streets; and the central industrial area generally between Central Avenue and Pine Street, 3rd and filth Streets. The origin of traffic to these centers is of course widely spread throughout the city but comes primarily from well delineated geographical areas, Which may be descriptively designated by the principal servicing thoronghfare into the following classification. Blumberg Avenue Area Windsor Avenue Area Central Avenue -Jackson Street Area Seminary -West Locust-TeeTman Area Loras Boulevard Area Uhiversity Avenue Area mail Street Area Dodge Street Area Grandview Avenue Area (northeast) (north, and east (north, and west (northwest) (west) (west) (west) (west) (southwest) of CGW.Ry) of CGW037) The stady for the solution of the traffic problem has not been on the basis of meeting segmentally the problems of the above individual areas but upon the basis of their relationships with one another and their aeneral interlocking needs Basically, the fundamental need lies in the realignment of what might be termed the existing inner circumferential facilities, mewing an encompassing artery which intercepts all radiating arteries from the central district to the outer areas. With growth and change the route which might vaguely be called the existing circumferential (the association of Locust Street, Main Street, and. Central Avenue, with Seminary and West Locust Streets, St, Ambrose, Asbury, and. Delhi 24 arteries by allowing entrance and exit to and from the central boginess and industrial areas from all aides whereas, at present, facilities are not available from the east, consequently certaia arteries are only partially utilised.. East 14th Street is an example. Within this circumferential route, in the Downtown District, the major obstacles to traffic improvement, aside from the influence of the parking difficulties and the excessive number of street intersections, are the railroad grade crossings on important thoroughfares. In great need of solution is the 8homberg Avenue grassing of the GGW. Ey. near the intersection of 20th Street, Field Avenue and E1m.Street. The daily and special traffic use of this grade crossing is heavy, coupled with the strategic con'- tr-1 exercised over the entire northeast sector of the city. While a protected crossing with automatic signals, nevertheless, the crossing precludes maximum safe utilization by traffic of the thoroughfares to the northeast and restricts all but the most pressing development in the area. An appropriate grade elimina- tion structure is needed, also, in this situation to secure the greatest benefit from the Elm Street thoroughfare which would be designeted as the principal artery from the downtown business and industrial areas to the northeast section of the city, collecting traffic from 12th, 14th, 17th, and 18th Streets. The proposed over- pass of the QGW would take off from the east side of Elm Street near the intersection with 18th Street. This location would seem preferable 26 The southwest section of the city would continue to be served by Dodge Street, South Locust Street and Cascade Road. The city has been favored with the location of large tracts of land, close into town, east of the railroads, which have remained largely dormant for many years, one of the obvious principal reasons for which ha_ een the re..atively inadequate access from the remainder of the city the major portion or this industrial land lies on City Island. The activities of the A. Y. McDonald Company, the Carr, Adams & Collier Company, the Dubuque Packing Co eny, Interstate Power Compares, and The Ivey City Gas Company indicate the land has its many valuable qualities. The area to the Mouth between the two boat harbors, likewise, shows new activity. The accomplishment of uninterrupted and uahazardous access will undoubtedly tend to put these areas in a more promising position despite the continued need for raising the grades, in general, for proper use of the lands It is proposed that these extensive areas be opened up by a roadway Which would extend northeasterly from South Locust Street, near Railroad Street, to the Wisconsin Bridge. For convenience of reference it has been designated the Peosta Highway. In part, it forms a segment of the realigned Inner Circumferential Route previously referred to, with connections at 6th, 9th, and 14th Streets into the Downtown District, so that relief can be afforded to Dodge Street, University Avenue, and Loras Boulevard, and to some degree, also, to Seminary Street, by varying alternatives in use of the new route and by entering the downtown from the east. This would be the case especially within the central area would result in requiring the wholesale reorganization of business facilities and at great cost, and also result in an =Wawa between street circulation and business and industrial users, Continued administrative measures in the effectua- tion of the details of the thoroughfare system are considered the most logical approach to betterments in this area, through improved routings of traffic, control of intersections, parking schedules, and elimination of parking on selected thoroughfares or portions thereof where advisable during peak traffic hours, for example, 7:00-9:00 A.M. and 4:00-6:00 P.M. Very fortunately the majority of the streets in the downtown section have a 40 foot pavement appropriate _`our 10 foot, traffic lanes, during restricted parking hours. By providing an extension of the periphery route around the Downtown District on the east and north not only will centre: ail, be afforded general _e_ief buL the same facilities will be an impetus to the utilization of potential and presently unc r-ased close -in industrial land and property. 30 TABLE 4 (continued) Sym Name Looatiou ET Hamilton St...Linooln Ave to Rhamberg Ave ET Hampstead St. -Kaufman Ave to Lowell St ET Hill St.-W.3rd St to W. 8th St PTE -W.3rd St to Dodge St 1 Sight of Way biet. Prop. Width Width 84' as=GO1' 60' 50-55' PTE Iowa St.-W.3rd St to W.2nd St 64' PTE Jackson St,-E.12th St to City Limits 64' PTE -City Limits to Agnin St(alley,North)60' PTN Jackson St. (Ext)-kuin St(alley,north) to ITS-52 - PTE Kelly Lane -Rockdale to Center Grove ET Locust St. -.Dodge St to W.l6th St ET Lowell St...Hampstead St to Woodworth St PET ET PTE PTN PTN PTI PTN PTN PTN PTN PTE PTN PTN ET PTN PT: r TE PTE PTE Macey Rd. -Kane St(Ext) , northward Main St.-W.lat St to Madison St Marshall St.-Rhomberg Ave to Garfield Ave Monroe St, --Kaufman Ave to Kane St 2 Roadway Exist. Proposed. Width Alidth No.Lanes 64' 40'. 40' 4 10' 60' 12' 40' 4 10' 60' 30' 40' 4 10' 55' 30' 40' 4 10' 64' 40' 40' 4 10' 64' 40 g 40' 4 10' 64' 40' 40' 4 10' 84' - :661 4 10' 84' 40' 4 10' 64' 64' 40' 40' 4 10' 50' 50' 36' 40' 4 10' - 84' - 40' 4 10' 64' 64' 40' 40' 4 10' 50' 50' 30' 40' 4 10' 30' 84' 28' 40' 4 10' Poosta Highway-S.Locust St to Salina St(Camp St) 64' -Salina St to Jones St 4110 -Jones St to E.9th St 40-60° (parts of Adams and Cypress Ste) -E.9th St to Sycamore St.(iine) 64' .Sycamore St(line) to ittier St -Whittier St to Roosevelt St _RooPev a St to Peosta St ..• to Garfield Ave E h:=� borne St) -Garfield Ave to Lincoln Ave -Lincoln Ave to Wisconsin Bridge ru Rd.-E.32nd St. northward ..ymouth Rd. -Plymouth St to Gilliam St ymouth St. -Grandview Ave to Plymouth Rd 64' 60e 1o0' Roosevelt St.-IRhomberg Ave to n. end. of 64' Johnson's Sub. -Johnson's Su.b to Lucretia St 50' - Lucretia St to Maria St 43' -Maria St to Pebman Rd( Cemetery Rd) 40' 76.5' 56.5' 4 12' 76.5' 56.5' 4 12' 76.5' 56.5' 4 12' 200' - 40' 4 10' 56.5' 4 12' 200' - 20' 2 10' 250' 40' 2 10' 200' .. 48' 4 12' 64' 56.5' 2 12' 76.5' .• 56.5' 4 12' 84' .. 48' 4 12' 84' 40' 4 10' 84' 40' 4 10' 100' 62' 62' 4 12' 84' 40' 40' 4 10' 84' 40 4 10' 84' 40' 4 10' 84' 40' 4 10' 32 TABLE 5 .. City of 3Aibw ue, Iowa GENIC RAT, T 0UGHbABZ 1949 Sym Name 3aoraticn. 1 Right of jtay &xist. Prop. Width Width ET Asbury St.-•Univesstt7 Ave to old Ctty Lisit• 64' ET Asbury Rd.-01d (city Limits to Hausa lve( btt) 66' ET Broadway .. Diagonal St to Gay St 50' ET Davis St. -Windsor Ave to Sheridan St 30' ET -Windsor Ave to St. John'$ Cemetery 30' PTN Davis St.(Ext)...St.John'e Cemetery to Rooee,elt St•. ET Delhi St.-Univeraitr Ave to Grandview east) 50' ET -Grandview Ave to University Awe; west) 64' 60' 200' 75' 60-74' 100' 100' ET Diagonl St. -Central Ave to Broad► TAT Dodge St. -Locust Stt(eastward) Bridge Plaza ET -Locust $t t:a Bluff St ET -Bluff at 4o Grandview Ave ET-Grandv.eve to City Limits ET -City Limits to University Ave PTE East 3rd St... CB&Q BR to Bell St ET East 4th St. (E;.t):-.G Q, BA to Bell St PTE East 6th t;aI Ave to Bell $t PTE at 9th St.al Ave to Peosta Highwag PTE b, at 12tk t _.central Ave to Jflm St ET East 14th St.a0entra1 Ave to t'ashingtof ET ..ashiz ton St to E1m St 64' 64' 64' 64' 64' 64' 64' PTE .»E1ni St to Pine St 64' PTE ..Pine St to Cedar St 64' of East mT East ET .Cedar St to Peosta e1ough 64' .Peosta slough to Peosta E 18th St. -Central Ave to Elm St ..Blri St to Rhomberg AAve.»viadaot 22nd St.. -Central Ave to Jackson 8t -Jackson St to Elm St 64' e 64' 64' TAT .Elm St to Sniost St 64' ET-gniest St to Jo1mson St 60' ET -Johnson St to Windeo r Ave(oae+-way) 60' 84' 84' 50' 60' 60' 60' 50 = 84' 60' 200' 100' 100' 100' 100' 64' 64' 64' 64' 64' 84' 100' 64' 100' 100' 100' 64' 55' 84' 100' 64' 100' 60' 2 Boadway Exist. Proposed Width Width No. Lanes 40' 30 30-40 ° 18' 18' 33' 36' 36' 50' .. 40' 40' 40' 40' 40' 40' 40' 40' 410' w 40' 40' 40' 4 40' 4 10' 10' 36' 4 9' 36' 36' 36' 36' 40' 36' 72' 53' 53' 53' 60' 40' 40' 40' 40' 40' 40' 55' 55' 40' 55' 40' 40' 40' 40' 40' 55' 40' 40' 55' 55' 40' 55' 40' 4 9' 4 9' 4 9' 4 9' 4 10' 4 9' 6 4 4 4 6 4 4 4 4 2 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 12' 12' 12' 12' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' 10' TABLE 5 (contintu3d) Sym Name Looation 1 &t of War Exist. Prop. Width Width ET Seminary St.44adison St to Harold St 501 ET ..Harold St to St.Ambrose St SQ*641 PTE -St.Ambrose St to City Limits 50' PTE -City Limits to Asbury ad PTE ET FT ET UniversityAve.(Robinson St) -Bluff St to BackSt201 -Bobinson St to Alta Vista St 64' -J.,ita Vista St to Delhi St(west) 64' -Delhi St to Dodge St 64' PTE Valley St...Zera Rd to Pobman Rd(Comet -714) ET ET ET ET ET West 2nd St.-Ioua St to Locust St West 3rd St. -Cenral Ave to Locust St -Hill St to Alpine St West 4th St. -Central Ave to Locust St West 6th St.Central Ave to Locust St ET West 8th St. -Central Ave to Hill St PTE West 9th St. -Central Ave to Bluff St PTE West 12th St. -Central Ave to Locust St ET West 17th St. -Central Ave to W.Loeust St PTE West 32nd Rd) - Central Ave to Carter BANatt,Nortli)601 861 64' 77' 64' 64' 64' 64' 64' 64' Carter BA(Ext.North) to Kane St( 60 ET West Locust St. -Locust St to Seminary, St •641 NOTES: Sym - Symbol ET -Existing Thoroughfare PTE ...Proposed Thoroughfare, over existing route PI -Proposed Thoroughfare, over new mate 2 Etcadway Mast Proposed Width No.Lanes 65' zo 64' 40* 64' 64' 50' 181 64' 461 84' 4G' 84' 361 64' 86' 624 64' 464 77' 43A 64' 401 64' 4' 64' 401 64' 40' 64' 40 64' 404 84' 36' 60' 64' 40' 40' 4 10' 40' 4 10' 40' 4 10' 40' 4 10' 4431 4 10' 40' 4 10' 40' 4 10' 40' 4 10' 24' 2 12' 62' 6 9' 40' 4 10' 40' 4 10' 40' 4 10' 401 4 10' 40' 4 10' 40' 4 10' 40' 4 10' 40' 4 10' 40' 4 10' 36' 4 9' 40' 4 10" 36 opaa maces. The importance of public recreation facilities approaches that of the publie utilities in relationship to the public health and welfare. The development of the Recreation Plan is predicated upon the following factors: the existing facilities in the city, the current national recreation standards. the public interest and trends in needs, and the prevailing social, economic. and physical conditions of the city. The 'national standards represent the desirable ideal for the average community and must be interpreted to become applicable to Dabuque with ito distinct distribution of population, range of needs, and physical. characteristics. Tables 6-8 show what Dubuque is , rking with at the present time and some motion of the participation of the public in the u•:4 of the facilitiee. Tables 9-11 show how recreation research has :al— dicatod the needs of the public for var1ouo types of facilities. Tablas 1214 indicate the estimated requirements of tee city of Dabucju,.Q in the light of existing conditions and research standards. Table 15 presents a suggested program for added recreational pro— visions, and Table 16 coordinates$ thiey program with the existing fa,oi1itiee as the recommended total working recreational area machin— ery. The distribution of land into the several categories of recrea— tion use is indicated, in Table 17 for both the existing areas and the proposed system, and Table 18 compares the present working areas with the national standards and the recommended system. T.ABLE 6 City of Dubuque, Iowa EXISTING OUTDOOR BECKSITION AREAS 1947 Type of Areas PARES .12 Bluffs/de Cleveland Do dge-Booth Ste. Eagle Point Grandview Grant Jack -eon, Madison Phoenix: Washington Water Works West 15th. St, PLAYEIMDS Athletic Reid Comick: Eaffer.j 1 2 3 Net, Par.. Area Super. ttoipants (acres) vision No data 311,88 1.43 2.90 .67 167.00 26.00 .08 2.05 1,30 .14 1.50 8.50 .31 62980 16.60 Yes Yes Yee Yes Yes Yes 4 USN All ages Scenic conservation 1 • Skating (winter) Multiple use Ornamental General use a Ornamental General use Swimming pool Scenic conservation A.11 ages 6.00 Pase 1"'.. 11 3,60 Yes Multiple use 7.00 Yes Multiple use PLAYG17.-14,i/.3 .9 127420 12.53 Aa f.:7.on-Henderson Laton School ant School 7.- k1in School cizzon School .zoc,in School School .47cot. School PLAY LOTS .5 Burden Caledonia Frith Jefferaon Library Children. 5-15 years '5 Owner- ship Pk. Bd.. Pk.Bd,, Pk.Bd, Pk.Bd. City Pk.Bd. City • 3.50 (under construction) City .75 Yee School ground. use Bd. of Ed. 1.62 Yes assumed to be approx. .85 Yes irately 50% of total 1.80 Yes area 1.50 YOBs 1.50 Yes .41 Ye* .90 Yes City No data 1.78 .30 .40 .45 .28 .35 SWIMMING POOLS -1 40000 Water Works Park TOTAL .1gziating Areas Yes Yea Yes Yes Yes (17250 Tee s.f.) 243.09 Small children All ages Oity Pk.Bd. a City TABLE 8 City of Dubuque, Iowa EXISTING INDOOR BECLE&TION FACILITIES 1947 Type of Facilities RECREATION CENTERS 1 2 3 Number Supervision Remarks 4 Bryant School Gymnasium .1 Yes Fulton School Gymnasium .1 Yea Lincoln School Gymnasium 4 Yes Marshall School Gymnasium .1 Yea PLAYROOMS Comiskey Field .1 SPECIAL ACTIVITY ORNTER ComiskeyReld Too Tea 44 Limited facilities 00 VIII. EAST INDUSTRIAL AREA It is recognized, probably, beyond all doubt, that the ultimate development of this vast area cannot be realized in any short space of time; also, that the extent and character of this area and the potential economic, social, and physical benefits to the City are such that every step in its development, whenever and wherever taken, must be co-ordinated with a general program and plan conceived for the area as a whole, and must contribute progressively and soundly to the orderliness, convenience, sec,:x,.ty of the City, to the strength and long life of 1�'ustry, and to the health and welfare of the people. :.� graphical extent of the Eastern Industrial Area ins. clud&: all of the territory of the municipality lying east of the tracks of the railroads, from the Illinois Central Bridge to the Dubuque Water Works Park, not only the mainland but City Island as well. Approximately 900 acres are encompassed, with around one- third of the area on the mainland. The two parts are divided, rough- ly, by the meandering Lake Peosta. For convenience the two parts will be referred to as the Mainland Section and the City Island Sec- tion. Practically none of the East Industrial Area is appropriate for housing use and it is generally agreed that, basically, the total best use is for industrial purposes, by reason of its adjacency to the railroads, the relationship to present industries, power source and railroad yards, water frontage on the commercialised Mississippi