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NOT PASSED Bridge 21 Area Development Plan • s • 41 C3-98-259 4. J390 d'A 0798 ORDINANCE NO. AN ORDINANCE to adopt the Bridge 21 Area Development Plan as part of the Master Plan of the City of Omaha, and to provide the effective date hereof. BE IT ORDAINED BY THE CITY'COUNCIL OF THE CITY OF OMAHA: Section 1. That,after a public hearing held October 28, 1998,the Planning Board of the City of Omaha did recommend approval of the Bridge 21 Area Development Plan, attached hereto as Exhibit"A", as part of the Master Plan of the City of Omaha. Section 2. That the Bridge 21 Area Development Plan, attached hereto and made a part hereof by this reference, is adopted as part of the Master Plan of the City of Omaha. Section 3. That this ordinance shall be in full force and take effect fifteen(15)days from the date of its passage. INTRODUCED BY COUNCILMEMBER • 7.144.4A/S/1-191j4t... APPROVED BY: � -Ofc 2 2 1998 � ozze MAYOR OF THE CITY OF O � DATE ATTEST: CITY CLERK OF THE CITY OF OMAHA DATE APPROVED AS TO FO . SS TCI OI D TE P:\PLN3\8401.SKZ . 1 0 t . • i • • • • • • Bridge 21 Area Development Plan. . 1 ., . .... _ a . - , ts , . . - . .. 16V, -•,. '-r'` °�I. wt�i:�ur' °=�_ _ _--'Jr.+`-- � _r '^r �'=. r �_ ��v ti.—s'r- ___ , �-' _ _ , Fes' _ 1 ...,,.c--»'.r n n,'--,,, , ■ N _- _^: .= t.....A.1 _ r' .i f i_ - c _ :f-42 "4F^ 7 , • r-- - -cam -„--.. ' �` ' _' •: ` • October, 1998 . • Hal Daub, Mayor December 22, 1998: Doc. # 3542—Motion by Lo to Pass.Seconded by Terry. Doc. #3543 —Motion by Koneck to trifurcate the question to (a) Riverfront Area Development Plan, (b) Arena and Convention Center Area Development Plan, and (c)North Omaha Housing Development Area Plan. Seconded by Brown. No objection was raised to trifurcating the question, and therefor no vote was required. Doc. #3544- Motion by Anzaldo to Pass(a)the Riverfront Area Development Plan. Seconded by Kraft. Carried 7-0 (ORDINANCE NO. 34782) Doc. #3545 —Motion by Anzaldo to Pass (b)the Arena and Convention Center Area Development Plan. Seconded by Terry. Carried 7-0 (ORDINANCE NO. 34783) Doc. #3546-North Omaha Housing Development Plan Read. Doc. #3547- Motion by Anzaldo to amend the North Omaha Housing Development Plan to include the "Redevelopment Efforts For The Bridge 21 Impact Area". Seconded by Kraft. Carried 7-0 Doc. #3548—Motion by Anzaldo to Pass (c)the North Omaha Housing Development Plan as amended. Seconded by Lo. Carried 7-0 (ORDINANCE NO. 34784) Amdd rik doe 44. 33yo �'ict/87'9ri• Bridge 21 Area Development Plan City of Omaha Planning Department Hal Daub, Mayor October 1998 Bridge 21 Area Development Plan The Missouri River has always played an integral role in the life of Omaha. Settlers, and the goods that outfitted their migration west, were guided through the channels of the Missouri River on riverboats destined for Omaha. Omaha's importance as a transportation center was further enhanced when it became the headquarters for the construction of the Union,Pacific Railroad and became the site of the trans-Missouri railroad bridge. This intersection of river and rail attracted commerce of various kinds before the turn of the century. Omaha became headquarters to more than 200 wholesale distributors—an industry which was both geographically far reaching and diverse in nature. While the economy of Omaha has always been anchored to agriculture, the hallmark of Omaha's economic stability was, and is, its diversity. Gateway city, transportation hub, center of commerce—Omaha's progression toward greater economic diversity is indicative of a community which has been opportunistic and able to take advantage of its assets to transform itself. The Bridge 21 Area Development Plan looks once again to the origins of the city as a catalyst for change. It recognizes that Omaha is more than just a place to earn a living or pass through. It is a vital, friendly, prosperous community with a highly ranked and improving educational system and a growing and diverse cultural life. In short, the Bridge 21 Area Development Plan recognizes, finally, Omaha as the destination. This development plan and previous plans accomplish this by guiding development activity in a manner which understands the inter-relatedness and diversity of the neighborhoods, businesses, and public and private amenities which make up the Omaha River Corridor. The River Corridor, which will be discussed in greater detail, includes the Central Business District, Eppley Airfield, Rosenblatt Stadium and the Henry Doorly Zoo, as well as some of Omaha's oldest and most deteriorated residential neighborhoods in North and South Omaha. The Plan presents several major proposals which, if undertaken, would substantially alter the appearance of, and the way citizens enjoy the River Corridor. Some of the initiatives involve or include: the Union Pacific site, the Convention Center/Arena, riverfront trail development, and the downtown. As such, the Bridge 21 Area Development Plan has obvious implications regarding issues related to housing and neighborhoods, parks and recreation, public infrastructure and facilities, transportation, land use, the environment, and economic development. A plan which envisions a dramatic and enduring development effort of the scope and magnitude as the Bridge 21 Area Development Plan, must itself be guided. The Omaha Master Plan provides a unifying vision and set of goals which the Bridge 21 Area Development Plan aspires to achieve. The riverfront is one of the special attractions the Master Plan specifically identifies "..which adds to Omaha's high quality of life and enhances the City's image and needs to be maintained and augmented by other attractions." The creation of healthy and diverse neighborhoods throughout the city, as the Master Plan calls for, is particularly difficult in areas where incompatible land uses are in such close proximity and physical deterioration is prevalent. The comprehensive, unified approach of the Area Development Plan increases the likelihood of success. Finally, the Master Plan also calls for the protection of"natural systems and environmental quality." The Development Plan proposes to improve the quality of the environment of the river corridor, a goal which is fundamental to bringing people back to the river. Page -1- f . The River Corridor The River Corridor generally stretches from the Storz Expressway on the north to Rosenblatt Stadium and Henry Doorly Zoo on the south and from the Missouri River on the east to Interstate 480 and the North Freeway on the west. This portion of Omaha contains the Downtown, established neighborhoods in North Omaha and South Omaha, industrial and transpiration areas in Northeast Omaha, historic structures and districts and many of the attractions for which Omaha is noted. The Missouri River is an underutilized asset unifying the Development Area. This Development Plan is designed to provide general guidance for the development of a portion of the River Corridor. The purpose is to analyze existing conditions, discuss development opportunities, identify development areas and propose opportunities for future detailed planning study. EXISTING CONDITIONS Population, Housing and Economic Conditions: The population of Omaha increased by 6.9 percent from 1980 to 1990, while the number of people in the River Corridor remained steady. At 27.5 percent of the population, African Americans are the largest racial group in the River Corridor. White residents make up another 67.3 percent of the population and all other races make up 5.2 percent of the population the River Corridor. The number of housing units increased in the River Corridor between 1980 and 1990 by 5.4 percent. Although this represents a significant percentage increase, it is a substantially lower percentage increase that the 14.5 percent gain in housing units within Omaha. The median year housing was constructed in the River Corridor was before 1939, whereas the city-wide median year that housing was constructed was 1958 at the time of the 1990 Census. This data indicates a need for additional housing units and points to a need for continued renovation of existing housing stock in the River Corridor. The 1990 Census per capita income of $8,236 in the River Corridor is substantially less that of city-wide per capita income of $13,957. The median household income was 63.6 percent of the city median household income and the percentage of low and moderate income persons is 69.9 percent versus of the city-wide figure of 36 percent. At 9.6 percent, the unemployment rate is more than double that of the city-wide unemployment rate of 4.2 percent. • Table 1 Area Demographics Demographics River Corridor Omaha 1980 Population 36,815 314,255 1990 Population 36,670 335,795 Gain (Loss) (0.3%) 6.9% White 67.3 83.9 African American 27.5 13.1 % Other 5.2 3.0 1980 Housing Units 16,203 125,381 1990 Housing Units 17,084 143,612 % Gain (Loss) 5.4% 14.5% Page -2- Med. Year Housing Built Before 1935 1958 Per Capita Income $8,236 $13,957 Med. Household Income $17,139 $26,927 Percent Low-Mod Income 69.9% 36% Percent Unemployed 9.6% 4.2% Source: 1980 Census and 1990 Census The physical condition of structures within the River Corridor indicates a need for rehabilitation and redevelopment. The majority of this area has been designated as a blighted and substandard area under Nebraska Community Development Law. Existing Land Use and Zoning: The River Corridor is comprised of a variety of laud uses in the Downtown, South Omaha, North Omaha and Northeast Omaha. The Downtown, generally located between I-480 and Pierce Street, contains a mixture of land uses with varying intensity and densities including office, civic, warehouse and distribution, commercial and parking uses, together with increasing residential uses. South Omaha is a mixture of ethnic residential neighborhoods, commercial districts and older industrial areas and public recreational facilities, including Rosenblatt Stadium and Henry Doorly Zoo. The historic heart of Omaha's African-American community, North Omaha has a mixture of residential neighborhoods of varying age densities and conditions and older commercial and industrial areas. Northeast Omaha, north of the downtown and east of the Missouri River bluff line, contains Eppley Airfield, the Union Pacific Railroad property and other transportation land uses. In addition to transportation uses, Northeast Omaha contains warehousing, distribution and other industrial uses and small areas of residential and commercial land. The variety of zoning districts reflects the diverse land uses within the River Corridor. The Downtown consists generally of Downtown Services and Central Business District zoning districts with Heavy Industrial zoning near the Missouri River and adjoining rail lines. The majority of land in North Omaha and South Omaha is zoned as various density residential districts. Some land is zoned for commercial uses and there are General Industrial and Heavy Industrial zoning districts primarily along existing and abandoned rail lines and the river. Northeast Omaha is primarily zoned as Heavy Industrial and General Industrial, but the area does contain a limited amount of residentially zoned land. Utilities: The River Corridor is generally well served by an extensive electric, gas, water and sewer distribution system that is typically located within street rights-of-way. The Omaha area has sufficient utility system capacity and the existing distribution system in the River Corridor is adequate, or could be made adequate without substantial cost in most cases. However, due to the specialized nature of the original land use certain areas of the River Corridor, such as the former Union Pacific Railroad yards and riverfront land, do not have an adequate distribution system and may require a substantial investment for redevelopment. In addition, because of the original combined storm and sanitary sewer system in much or the River Corridor there are neighborhoods which suffer from sewer problems during times of heavy rain. Transportation Access to and from the River Corridor is excellent and the capacity of the street system is generally Page -3- adequate. Almost all streets are paved and have curb and gutter. Intestate highways 480 and 80, the North Freeway and Storz Expressway provide controlled access highway connections to the metropolitan region. The River Corridor has an extensive system of major and minor arterial streets and collector streets generally in a grid pattern. In certain portions of the development area the original land use pattern or natural features interrupt the street system and will require a new or revised street system for reuse. Metro Area Transit provides an extensive system of public transportation routes within the River Corridor Area. Bus transfer centers are located in the Downtown, North Omaha and South Omaha. The route system and transit centers makes the River Corridor Area very accessible to all public transportation system routes. Railroad lines south of the Downtown are located along the Missouri River and westward near Pacific Street. The tracks extend northward through the Downtown along the river and through the Union Pacific Railroad Yard site, with a line running northward below the bluff line and another line branching eastward south of Eppley Airfield. These rail lines carry a substantial amount of traffic and portions may need to be relocated to permit redevelopment of the Union Pacific Yard site and other development sites. Historic and Architectural Significance There are a number of buildings in the River Corridor that are listed on the National Register of Historic Places or that are eligible for listing on the Register. National Register and Local Historic Districts in the Area include the Site of the Trans-Mississippi Exposition, the Strehlow Terrace District, the Old Market District, Drake Court Apartments, the Omaha Rail and Commerce District, Howard Street Apartments District, and the Omaha Quartermaster District Development Policies The City of Omaha will encourage redevelopment projects within the River Corridor Area by entering into public/private partnerships. The City would aid in the development of major projects through the use of redevelopment incentives and tools which include, but may not be limited to, land acquisition, tax increment financing, installation of public improvements, utility relocation and construction of public facilities. Projects supported by City assistance will be determined on a project by project basis. Development Activities Development activities are in process in Logan Fontenelle, Grace Plaza, East Omaha, Campus for Hope, Kellom Heights, North 24th Street and Downtown Northeast Redevelopment Areas. The following section provides short descriptions of these activities. Complete descriptions of these development activities are contained in individual Redevelopment Plans that have been adopted by the Omaha City Council. The planned Nebraska Riverfront Trail and the Metropolitan Convention, Sports and Entertainment Complex projects are also briefly described in the following section. Logan Fontenelle Redevelopment The approximately 34 acre Logan Fontenelle Redevelopment Area, northeast of the intersection of 24th and Paul Streets, will become a business park and a residential subdivision. This development is the site of the former Logan Fontenelle Homes public housing complex and adjacent property. The redevelopment project will create a fifteen acre business park and a nine acre residential area of approximately 52 single family houses. A five acre city park will serve as a buffer between the Page-4- residential and business areas. The property will be replatted into a new subdivision which will vacate some existing streets and dedicate new rights-of-way, expand the city park and provide for suitable public improvements. The redevelopment project is expected to generate nearly $23 million in public and private investment. The City of Omaha will contribute more than $3.9 million in Community Development Block Grant funds and $200,000 in park bond funds to the project between 1998 and 2002. The Omaha Development Foundation will provide $160,000 to the project. The balance of the funding for the business park and residential development will come from private investment. Grace Plaza Redevelopment The Grace Plaza Redevelopment Plan builds upon several successful redevelopment projects near Florence Boulevard and Grace Street. Conestoga Place to the west is a new subdivision of 26 owner occupied houses. Anatoth Place north of Grace Street is comprised of ten new rental units in duplex structures. The Strehlow Terrace apartments on 16th Street, north of Grace Street, were rehabilitated into 71 units. In the initial stages of the Grace Plaza Plan 94 units of affordable housing will have been added to the neighborhood in the Clark Place, Greenview and Twentieth Place apartments projects In the next two years 54 housing units will be constructed in the Fifth Addition and Yates Place apartment projects. The estimated cost of the low density apartment complexes is $5,838,000. The City will provide $250,000 in Community Development Block Grant and the developer will invest $5,5,588,000 in debt and equity financing. A final stage of the Grace Plaza Redevelopment Plan will add approximately 24 units. East Omaha Redevelopment The East Omaha Redevelopment Area is an approximately 68 acre redevelopment area south of P PP Y P Eppley Airfield at Abbott Drive and Locust Street. The State of Nebraska recently completed a Secure Youth Confinement Facility and constructed new public infrastructure at a cost of $10,700,000. As a result of land assembly by the City of Omaha and investments in the public infrastructure for the State Facility, the balance of the Redevelopment Area is available for commercial and industrial uses. Approximately twelve acres of land will be available in a business park. The City proposes to install an estimated $800,000 in public improvements financed by a combination of funding sources including tax increment financing, Street and Sewer Bonds and Community Development Block Grant Funds. This public investment could leverage over $3,000,000 in private investment and create over 120 jobs. Campus for Hope The seven acre Campus for Hope Redevelopment Area is a planned social services complex to serve the homeless, chemically dependent persons and persons with other addictions. The Campus is located at 17th Street and the Kellom Greenbelt, north of the new Sienna Francis House homeless shelter. The City of Omaha acquired properties in this severely deteriorated area and Catholic Charities is nearing completion of a facility to provide treatment to those with chemical dependencies. The first phase of the plan resulted in an investment of $5,400,000 in private and public funds for the five building Catholic Charities facility. The City is continuing to acquire properties to relocate the remaining residents from deteriorated housing. The additional land will provide space for expansion of the Campus for additional human services. Page -5- Kellom Heights Redevelopment The redevelopment of the Kellom Heights neighborhood, southwest of 24th and Hamilton Streets, is a continuation of successful revitalization projects over a number of years. New apartments and a shopping center provide the foundation for continued housing development. in the neighborhood The remaining approximately ten acres in the Redevelopment Area are proposed for additional affordable rental and owner-occupied housing, elderly housing and office or commercial development. The City of Omaha will continue to acquire vacant lots and deteriorated structures and relocate occupants. A nonprofit developer will construct new housing and office or commercial facilities. Future funding for the Kellom Heights Redevelopment Plan is expected to be a combination of Community Development Block Grant, Home Investment Partnership Program and other Federal funds, tax increment financing and private debt and equity financing. North 24th Street Revitalization The North 24th Street Redevelopment Plan is the continued revitalization of the neighborhood commercial area centered on 24th and Lake Streets. Under this Plan several renovation projects have been completed, including the Blue Lion Centre, Omaha Business and Technology Center and sidewalk and landscaping improvements. In addition, the City has acquired and assisted developers with the rehabilitation of four buildings and has also assisted two businesses and a nonprofit organization renovate buildings they own. The City of Omaha has acquired two vacant, deteriorated buildings and is in the process of renovating the structures. The City will invest $350,000 in Community Development Block Grant funds in the renovation projects and expects to create 20 jobs. The Redevelopment Plan calls for the City to continue an incremental program of revitalization as funding becomes available. The City will offer assistance to property owners for the rehabilitation of commercial and residential properties. As necessary, the City will acquire property to assist with the rehabilitation of buildings and the redevelopment of vacant lots and deteriorated structures. Downtown Northeast Redevelopment The Downtown Northeast Redevelopment Plan establishes guidelines and policies for the redevelopment of a 33 block area bounded by Interstate 480, 17th Street and Douglas Street. The Plan encourages large scale redevelopment projects involving public/private partnerships. Three major redevelopment projects are the result of this Plan, the First National Bank data processing facility, First National Bank office tower and the Omaha World-Herald printing and distribution facility. In addition, several other projects, including the Ford Moving Building, Riley Building and the Mariott Courtyard, are in process within the redevelopment area. The First National Bank operations-data processing facility, now under construction at 16th Street and Capitol Avenue, includes office and processing space with land available for a substantial expansion of the processing facility. The City of Omaha is constructing a 956 stall parking ramp to provide parking for employees and for patrons of the Civic Auditorium. The estimated cost of the project is nearly $18,000,000. The City is assisting the project with tax increment financing funding and with utility relocation and is constructing the public parking ramp with parking revenue bonds. A 40 story office tower project is under construction for First National Bank who will occupy the majority of the facility. Over$40,000,000 in private investment is being made in the office tower. Page -6- The City is assisting with tax increment financing funding to offset the high cost of land assembly. The City is also assisting with the cost of utility relocation. A three phase development of vehicle maintenance, newsprint storage, printing, parking and distribution facilities is being developed for the Omaha World-Herald. The project will be valued in excess of $50,000,000. The City is participating through the use of tax increment financing assistance. t_ity of umana and Metro urea i ransi (MAT) are in the process of preparing a Ma - Inves 1 -- t Study for a trolley system. The Major Investment Study is required by the - •eral Transit Ad ;.'stration as part of the process to secure federal approval and funding. -' phase o the study inclu•-- oute selection, conceptual designs, public input, and m. . other plannin elements. frhe trolley concept was first pro.: ed in 1995. A feasibility .i y was conducted at that tim `` hich evaluated potential routes, riders` . and general fea 'ray. Based upon that study, the Cit !and MAT determined that it was feasible a ► that ' . as an important element to the overal downtown redevelopment and vision. he proposed 6.75 mile trolley route - - attached map) will s- : .. essly connect to the bus syste ith the use of transfers. Key ions in the proposed route in de: Zoo/Stadium, Bancroft chool, the Botanical Gar. , Durham Western Heritage Museum, th- Old Market, the Gene eahy Mall, Kiewit er, Creighton University, Logan Fontenelle, Lake eet, Joslyn Art useum, the R. the Orpheum, and the downtown Public Library. In addition, .: •ng ramp ill be loc. -. at various locations along the trolley route. Each car has seating capacity fo 4 with ad.' .•nal 25 to 30 standing. The trolley is proposed to run from 6:00 AM to 10:30 P ► . days and 7:00 AM to arielnight oil weekends. Nebraska Riverfront Trail One of the primary development goals in the River Corridor Area is to increase public access to the Missouri River and to spur development in the eastern portion of Omaha. The construction of the Riverfront Trail system draws on various forms of recreational activities and the natural beauty of the Missouri River Valley to accomplish this. The initial stage of the Trail System is a 10.7 mile section that begins at south end of the ASARCO property,just north of Interstate 480, and ends at N. P. Dodge Park. This segment is part of the Nebraska Riverfront Trail System which begins at Veterans' Memorial Bridge and extends north to Interstate 680 with other extensions planned to take the Trail as far north as the Boyer Chute National Wildlife Refuge in Washington County. In addition to beautifying the Downtown riverfront and providing parking for trail users, the first segment of the Riverfront Trail links the open space at the ASARCO park site to the Heartland of America Park/Gene Leahy Mall. Continuing north, the Trail connects the Miller's Landing property, owned by Douglas County, to Freedom Park and Eppley Airfield. Nearby Levi Carter Park provides recreational opportunities such as fishing, picnicking and sports fields. The Florence neighborhood and the Winter Quarters are two historic amenities at the north end of this segment of the Trail. This is also where the North Omaha Connector Trail intersects with the Riverfront Trail. The North Omaha Connector Trail will eventually extend far enough west to connect to a planned extension of the Keystone Trail in northwest Omaha. The City of Omaha has received a$4,800,000 grant from the U. S. Department of Interior to assist in the construction of the first segment of the Nebraska Riverfront Trail. The City may assist in the public and private parts of the project with land acquisition, tax increment financing, installation of Page -7- )\---7, 0 ,/J public improvements, utility relocation and construction of public facilities Metropolitan Convention, Sports and Entertainment Complex Omaha's need for a convention center and arena has been the conclusion of numerous studies in the past eleven years. The most recent effort, initiated by the Metropolitan Omaha Convention Sports and Entertainment Authority (MOCSEA) recommended the program for such facility. While this effort did not move forward, much of the analysis of Omaha's need and capacity for a convention center and arena will serve this current effort well. The location should be at a site that would also create a positive force for the redevelopment of downtown. Among possible sites, the approximately 190 acres that make up the Union Pacific Shops property, at the northern edge of Omaha's Central Business District, is focal point of the current effort. The proposed convention center and arena provides 150,000 square feet of exhibition space, 30,000 square feet of meeting space, a 30,000 square foot ballroom, 180,000 square feet of support space, up to 18,000 seat arena, parking for 7,800 cars, and a 400 room hotel. The complex will be designed to accommodate expansion of many of the facilities described above. In addition to the facility itself, several significant transportation related improvements are proposed. The convention center and arena complex would be constructed on a grid street pattern to increase flexibility and optimize the potential for commercial development nearby. Tenth Street, which currently terminates at Capitol Avenue, would be extended north into the site and then east to connect with Abbot Drive and Eppley Airfield. Linking the airport and downtown through the arena site will offer visitors and residents a much more interesting and direct route into downtown. Additional changes to street directions and extensions will be made to improve internal traffic flow and access to the expressway system. f,,uliy, Fn cxt,.,i& ;ate the The total cost of all public and private portions of the proposed Metropolitan Omaha Convention, Sports and Entertainment Complex could exceed $250,000,000. The City may assist the project with land acquisition, tax increment financing, installation of public improvements, utility relocation and construction of public facilities. BRIDGE 21 AREA DEVELOPMENT PLAN This area development plan is the heart of the development of the River Corridor. It provides for the development of both physical and conceptual bridges. It connects the development of Omaha to the Missouri River, it connects the development of the north and south portions of the River Corridor and it connects the present with the future redevelopment opportunities in this plan. The boundaries of the Bridge 21 Development Plan are shown on the following exhibit. Primary Use Development Pattern The Primary Use Development Pattern map illustrates the general location of development patterns within the Bridge 21 Development Plan area. While it is not possible to detail specific land use changes, some general land use trends can be identified. Examples of land use pattern changes include: the conversion of underutilized or deteriorated industrial property, such as the ASARCO and Union Pacific Railroad yards, into a park and the Riverfront Trail System and Arena/Convention Center; the redevelopment of the former Logan Fontenelle public housing site into a new residential subdivision and business park; and the redevelopment of underutilized properties in the Downtown Northeast Redevelopment Area into a new operations-data processing facility, a newspaper printing and distribution center and a 40 story office tower. Page-8- t\_-7 0 Riverfront Development Area The Riverfront Development Area is comprised of Freedom Park, the Miller Property, the City • Dock and industrial facilities. The land area in industrial uses is expected to eventually be redeveloped into civic, commercial and/or residential uses. As funding sources become identified, this area can be developed in a comprehensive pattern. Three concepts that serve as examples of how this area may develop are shown in Exhibits on following pages. Arena/Convention Center Development Area The Union Pacific Railroad yard dominates the land use in this development area. Surrounding this railroad yard is a mix of primarily industrial land uses. With the development of an arena/convention center, a significant portion of the area would become a civic land use. It is anticipated that this area should be redeveloped into a mix of commercial and industrial land uses. Existing or realigned railroad lines would continue to cross portions of the area. ASARCO Redevelopment Area The former site of the ASARCO facility will change from an industrial use to a civic land use with incidental commercial activities. Adjacent property is also expected to become primarily a civic land use, with the exception of existing or realigned railroad lines. Downtown Northeast Redevelopment Area The Downtown Northeast Redevelopment Plan identifies development areas comprised largely of underutilized property. Under the guidance of the Redevelopment Plan, the area will be comprised of a mix of office, civic, industrial, commercial and residential uses. Logan Fontenelle Redevelopment Area The Logan Fontenelle Redevelopment Plan provides for a new residential subdivision, a new business park and a renovated city park. The Redevelopment Area will be comprised of residential, commercial, industrial and civic uses. Housing Development Area This development area is a mix of residential, commercial and industrial land uses. With redevelopment, the area will become primarily a residential area with supporting commercial uses along portions of 16th Street and 24th Street. In addition to schools and parks, the Campus for Hope will be a civic land use in the area. Although it is expected that the amount of underutilized industrial land will decrease significantly, it is likely a small area of industrial land uses will remain in the southeast portion of the area. Jefferson Square This mixed use area is expected to remain a mixture of industrial, commercial, civic and residential land uses. There may be some increase in commercial land uses as a result of the construction of an arena/convention center to the east. Creighton University The amount of land in civic land use is expected to increase as Creighton University improves and Page -9- expands its campus east to 20th Street. A small number of commercial and industrial uses may remain. Industrial Development Area Although there are some commercial uses in the area, the primary land use is industrial. There is a substantial amount of underutilized or vacant land that is expected to be developed for industrial purposes. Master Plan The Development Plan is consistent with the existing City of Omaha Master Plan. The Master Plan calls for expanding employment opportunities, conserving neighborhoods, promoting commercial development, supporting the historic heritage and mitigating environmental problems. This plan conserves neighborhoods by removing blighted conditions and by providing decent, safe and sanitary new affordable and market rate housing, recreation opportunities and commercial development. The Plan promotes new development and the resultant employment opportunities by attracting new business and expanding the market of existing businesses. Page -10- . i - ----- T�?�rho- '/ 1``1 \� EDPLEY,AlilflEl� • - ., ` ',*•KLIt w` anik ,. •.\ N KLIC.V ETRI:Lille Ar11 .,:,\r'i fitilga iiiiiumen —1 11 i i�`IEt .. 7.4 `fit).S 'Silk, ;�;; -t .iiiinAmmord IL 11 il Iii. , 'TII.--11-11 ,--(Ai IL;k1i;Cf0;27-1._ _-- - _-. _.... .... -. \,. -.,-,-.--,‘ . \ .nu■ i lip■ L CG ..\\c. I\ ' ' ;�,i 1 ' 1 ®�1 ■ �,� � 1■��l■1■■�e,Cq` .[� �p�' 1 . •i ` .�,'1.� ._tit► FihrFFC1FE l(j,� I 1'- ... armor rEI arr ✓. ads[ I� a-1�1n=' 1ar :r�. ii rt yi • liItrMeL.I.sSIr'9NiS4SmLI1imO3lIuCN.:•7,i!.I.a.....1.-1.la.4I.a.. :..r :.•;--4• BRIDGE 21 AREA Fes.? ... ■R�I:i mac® Irr/> DEVELOPMENT PLAN �:, .•. ' UUP!!UUi • �� km:� ..rtg•t rpinvner ■II.I11 Plan Area � I��YLjii1t11.ii_---- ®�� -• fit,�"' 14«t14 :..•:•.;.;. _ �� t RIVER CORRIDOR REVITALIZATION it I mo'' "'•:•.•• ..Z. " ACTIVITY AREA it:II GC[/•IT=1.L..1lt;Lr' Activity Area .•i IIi�1l�R•.r .••L•LC••. ! -r y —.''L r�•...EIE.E..E 111 MI!t IrI'�'�IAP-.■ig.••.• 1 REDEVELOPMENT PLAN AREAS 11!■I 1 is::^�!4i141:21E15� ,`\1 "El! :�E IE P Pr-'m% IIIto !\ 1 East Omaha •i.0 I! !!�!uop iI C'A� \A 2 Kellom Heights Itii:latilli1,44•E'F: al./211 15;ir : o�1�tiVi.Fil �, 3 GracePlazai 1� �lol��ll�e �f;ig ® . .� It , 1;11E1E115!__�I m • 4 Amend North 24th Street FED lejiii e:1�411i■11i�E1= { S Kountze Pork •.ramrill!lkir) :&::Ircr Il1ii..1R. ' a Tit ■■iEiF'! as I6 Omaha Campus for Hope =nccrri��;E line ►r - ;fwd1 •o �. . o . 7 Downtown Northeast Q •• M` . .o iy%�a �;1;11,ato *� . . 8 Logan Fontenelle 'IP .6"-. 1 1c111111114— ,litn-•... ":**•,.::,'.'",'',4 ,.f I ■A■A• SPRING...-e• ...'`.`.' •.. .. _,--7 J 0 RIVERFRONT REDEVELOPMENT PLANS The redevelopment and revitalization of Omaha's Downtown Riverfront has long been a dream of both City planners and Omaha's public. As a method for initiating debate regarding potential riverfront improvements,the three attached plans were authored. These plans are to be viewed not as formal, specific proposals, but rather as options to be publicly discussed, studied and scrutinized. Although each of the three plans illustrate divergent approaches to development of the Downtown Riverfront, several common design elements exist. These include: • A "Kit of Parts" Approach -Each plan offers specific proposed improvements, however, in most cases individual, specific improvements proposed in one plan can be integrated into any of the others. • The Riverfront Trail -The "heart" of Omaha's "Back to the River" initiative is the construction of a pedestrian trail. This facility will parallel the Missouri River,both on the Iowa and Nebraska side, for almost 64 river miles. All three plans accommodate this key trail, in fact, this pedestrian walkway provides critical connections for the many new and improved public attractions proposed along the riverfront. The trail also serves to provide access to the many neighborhoods and other City trails which will eventually be connected to the Riverfront Trail. • "One" Riverfront Drive-In studying the riverfront, it became apparent that continuous vehicle accessibility was necessary, both to connect the proposed developments and to accommodate the public's anticipated demand to simply "see" the river. Traffic congestion at N.P. Dodge Park and other areas where a view of riverfront activities is available is ample proof that public vehicle access throughout the riverfront is a desirable objective. All plans incorporate a Riverfront Drive. • A Festival "Front Lawn" on Omaha's Riverfront - Outdoor festivals,concerts and special events have become increasingly popular. Such new events as the recent Taste of Omaha have illustrated that Omaha needs a large area design to accommodate these types of activities. This Festival "Front Lawn" facility is provided for in all three plans, however the locations, adjacent facilities and other elements vary. • A Riverfront the "Works" - Omaha's public dock continues to function and provide a viable option for shipping and commerce. Each plan anticipates this important facility remaining on the riverfront. Through cooperative relationships with the Omaha Dock Board, Omaha's working riverfront can be "opened" to the general public. By incorporating the Riverfront Trail into the dock property, establishing viewing areas, "greening" the site through tree planting and landscaping and providing educational signage focused on the historic importance of river commerce to Omaha, this section of the riverfront can become a viable point of public interest. • Cooperation and Coordination with Current Riverfront Developments - Although much of the property included within the three plans is owned by the City, • as part of the process to draft a final plan, significant dialog will be necessary with the other public and private property owners within this area. RIVERFRONT REDEVELOPMENT MASTER PLAN SCHEME 1 This scheme presents a Riverfront vision with a minimum of changes to the existing recreational facilities currently located along the downtown section of the Missouri River. The key elements of this plan include: • Conversion of the existing ASARCO site to a public use area. Creation of this park has been approved and demolition is scheduled to begin November 1. • Revitalization of the public dock property and incorporation of it facilities into the public's use of the Riverfront. • Construction of a major parking facility on the existing Aron/Ferrer property to serve the proposed public facilities adjacent to this area. • Enlargement of the existing channel to accommodate public docking. • Establishment of a large,open festival area. • Environmental sensitive development of the existingwetlands to accommodate P public education and study. • Improved Marina facilities. • Addition of Freedom Park Museum building and upgrading of the existing facilities. • Renovation of the Anchor Inn, the river launch ramp and the boat repair areas. 3.. i .:L......_•— • LI.) 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' '•-^-,- 'A •:..\ .,. IlltV071 :..t11..ii.4'''';',W.i...'A.\\ • .\\ \\N ..a. A iicia..4,-;•••...).!-A ti,..i_.-7.•,::-,, -\\ ., ..,., ....: 1 • .1 pi,-,,,,,,,,,:...1., . ..._.,, .-, -..„.,-,_.,•:;:,.4. ,.: .:.A "1S . ': litilk ..... ."4141111111111r. 4 - --:: .,...i.r1 IF,.: -j•. f • 1:. .• . :3kelliallrialiniri:‹a 67,7 1.--...,: .•:-.1.,:!:':::.: ':::',` . or - 7 1. 101111111111111111k'lio '-. =:. .•••4 4. .4 . " ; •‘• 1 4 ...;.: •• ' t• - ...;IF "' . w ...,....) , ..,.. ....,t•.i: , 11 0 ./J:tZ's-,•-•.,".???(;'-ar A:',7 # Jp.A.?.;.''' • --"\‘,.,,,..' . i•'.•':-'.•' '""s'.,--• '''S`..- .c.. :,t;:.„'.1,.:": • "'-,,-C. -•:'11 r(''''' •'''' "ra.._,,,,•*i;., •:::::‘•t4 f: / t:••:,..j':.-.K.:1:•*:;41fr: l':.••••!-•7.••,' "";•.•,.-:1-•''.",-' • RIVERFRONT REDEVELOPMENT MASTER PLAN SCHEME 2 Scheme 2 proposes several changes which require the relocation of existing riverfront recreational facilities. Additionally, this plan incorporates a new river channel on the north portion of the site. This channel will allow, for the first time in Omaha's history, the construction of multi-family housing units on the City's riverfront. The key design proposals of this plan include: • Conversion of the existing ASARCO site to a public use area. Creation of this park has been approved and demolition is scheduled to begin November 1. • Revitalization of the public dock property and incorporation of its facilities into the public's use of the riverfront. • Construction of a major parking facility on the existing Aron/Ferrer property to serve the proposed public facilities adjacent to this area. • Relocation of Freedom Park to the area immediately north of the improved river channel. This new location allows for a more visual location for the park. Additionally, the park's ships will be located over the channel water allowing for a more realistic display. The proposed new Freedom Park Museum is located on this new site. • Establishment of a large, open festival area. • Addition of public docks and facilities for the riverboat. • Construction of a new Natural Science Center as proposed by Fontenelle Forest. This major new addition to the riverfront is estimated to draw as many as 300,000 visitors annually. • Environmentally sensitive development of the existing wetlands to accommodate public education and study. This area also provides an ideal working classroom for the Natural Science Center. • Improved marina facilities. • Construction of multi-family, condominium style housing adjacent to the new river channel. Docks will be provided for residents. Shops and other public facilities can also be constructed in this area. • Creation of public outdoor recreational facilities and public docks on the newly created "island". • /-.' ., %�rI A: - J J � < a..s.- ,, ,..7. ,,is:.:,„,..„ .„. . Ili,: . 3 _fi If kJ 1 _ f I / • �• I { Ilbd tJ / \'', _ 0 /� 1,1• jr }. /li .. > '''.-,:r.;7:. . .. • ' - ''/ c I r jf� / V N c% • J / ,.' : / �' r t'.. tsJ' • P /A •" i _.7 'ii 'l 0 6 U U a �,`i 1 -� •,.. i / , ~ f .,...a. .„A-,A - • \ Ili"•,..J . --,m. tPANNI. -,7*....,! , IF., • .„.-r„,„. ril.. .....gb,, ,...„...,..:. \., , :,..., ..,,,,,,,?,_:-A, ,,_-..,..4, k,41 • --. ....-4,, 10, .. . q , .,..;.:.;.:: . •1 44 7 4° .i . 1' ...i.,-.1Z,.'_-,.41,:‘,. kt;416.-.1..-A 4. 1 ..,,.. ...,,.ti.. .. . la a ih. ta, 1 +1 ,/: . ( • •-• �� j �' • of �. a 4. 1 \jSte!\.•, 1 . . -•� ?G � . • � a::a; f ' -7/ Y ' . J - ! k :••'--•••: `-( V-• : • -.•/ 7 ,,,-,..' . "'" Ili •0w:. -'ATE •f l_ I.ar AI pi,.. : \ ram � \. 1 RIVERFRONT REDEVELOPMENT MASTER PLAN SCHEME 3 A major hotel and a public campground are featured in Scheme 3. Additionally, this Master Plan includes the following: • Conversion of the existing ASARCO site to a public use area. Creation of this park has been approved and demolition is scheduled to begin November 1. • Revitalization of the public dock property and incorporation of its facilities into the public's use of the riverfront. • Relocation of Freedom Park to the Arron/Farrer property south of the improved river channel. This new location allows for a more visual location for the park. Additionally,the park's ships will be located over the channel water allowing for a P P more realistic display. The proposed new Freedom Park Museum is located on this new site. • Construction of a hotel. Hotel visitors will be able to boat to the facility and utilize the docks provide for river boaters. Public facilities including a restaurant, lounge and river view areas will be provided. The hotel's proposed location is uniquely situated to serve the downtown area and the potential new convention facilities. • Establishment of a large, open festival and game areas. • Addition of public docks and facilities for the riverboat. • Construction of a new Natural Science Center proposed by Fontenelle Forest. This major new addition to the riverfront is estimated to draw as many as 300,000 visitors annually. • Environmentally sensitive development of the existing wetlands to accommodate public education and study. This area also provides an ideal working classroom for the Natural Science Center. • Improved marina facilities. • Festival areas located on the north portion of the site. • Development of a large public campground. Dkj P:rvrfrnt it g M ' , je''S r:'. ''' t/ii'7 ?1; t:J . .' j 'c, • r�i 1 t[1 .....-- ---- Hidt W -71..:.. . • 11../. ......-,:i! , . n . . � - � •1� B , ,i / _f iA U ° I' W o --- , : . .vii - . i„.. I Di • !IL 747. 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' rolley Route • ! •i , , • S'i gle Track Segment --..,. i i, ' - .'• . . - .: I-80'.:: Dual Track Segment Service Segment . - - - — Future Extension • Trolley Stations • . .. : ___ , 1 • Nebraska. Riverfront Trail. -' �1!! sic�: Tl: t .htJ?c �`-'--- : O.- 11 CCU}t — - sY{ 1 j:,• ::.:,_-a!<�<-. : - - _ Y— - 1 J. M"T yam. 1 L-11�...-' it - _- . .." �_`� I J � ': - -._ - ,,- LI7? . _..... t- I�:��' {•- ' r B78 _,...++a'iii„r na'r::, '^F �-• _ 4 \�� - - �� v.�C;''' _ C _- - _..1, -` ric. -n '" _ _ i-:.• '-5'.- x li i' � �. _ •-- i•`• � % • t\ �}�-n Y3Tc� a.r,c."""` =�?3,u' 6 nfiq`ij flt f r. .u�:.�. .•., ` :T: : ry : - ti 1 �^ �sz 1t .� L . n -,, ,-t-; S,RtY ' J l Y+' "'" c -.. " if:!` 3a_ ' l.,1'! ,;'Wf- . - ..A1,-; t< :it-S .':" 4• 4.14 • * Y . •a �h •c�O^� ; . October, 1998 Hal Daub, Mayor . . NEBRASKA RIVERFRONT TRAIL I-480 To I-680 Key Map ----7a Map 4 1 _- o :i <.. -._ v, 1.. ♦ .c t W RIVERFRONT TRAIL t IOWA �;;;.. ♦ THE NARROWS TO - NEBRASKA RIVERFRONT �"=: —— I� t REMINGTON LANDING •' Map 3 TRAIL 1-480 TO 1-680 '2;;:. ...s...... ::, ... .� . 1i Map 2 • /......._ 1 L— .J ` A s'p..n::;:. "'i.— LEWIS IEWIS&CRIC MONUMENT A NORTHERN OMAHA 6 CONNECTOR TRAIL BIG LAKE PARK • :;ir I: - LEVI CARTER PARK %� FREEDOM PARK `' SANDPIPER COVE 1 , 6� THE NARROWS • �� . \ COUNTY PARK MILLER'S LANDING ' � BIG LAKE TRAIL ...:...; Map 1 I �� PROPOSED DOWNTOWN ?' IOWA RIVERFRONT TRAIL PEDESTRIAN CROSSING I-480 I } ' � I-480 TO THE NARROWS I ` }— FLATLAND PARK II, : ~ EUGENE LEAHY MALL • 1y� 7 DODGE PARK GOLF COURSE HEARTLAND OF i:..�� — — AMERICA PARK RIVERBOAT DEVELOPMENT NEBRASKA RIVERFRONT ':IN ' TRAIL VETERANS' \MEMORIAL BRIDGE • 1 —1— r IOWA RIVERFRONT TO I-480 •\ 1 OMAHA \•* TRAIL VETERANS MEMORIAL • I BOTANIC . BRIDGE TO I-480 4: 1 FIELD CLUB TRAIL 1 GARDENS f ————t .1 " l.$0 �.?' H>'•u''Y r:: WESTERN HISTORIC t '`:. ;i. TRAILS CENTER SOUTHERN OMAHA 0� ;�? I . CONNECTOR TRAIL--ROSENBLATT STADIUM „ii ;:£; 9ti WABASH TRACE HENRY DOORLY ZOO , S y POTENTIAL SOUTHERN ` ``. I I LAKE MANAWA PEDESTRIAN CROSSING .I `''•'"' :'''-' > y ;: AT VETERANS' .1 %`"y"'':.; INDIAN�� 3 };: / STATE PARK MEMORIAL BRIDGE > < CREEK TRAIL I -•:'y!q"• •'•i> LONG'S LANDING 11111 ^�.; < COUNTY PARK MOUNT VERON ,.;% `'<j{r;,,�::;:.. o:. • GARDENS •• . (P'' "` IOWA RTVERFRONT TRAIL MANDAN PARK - :': :: -g,: .... � LONG'S LANDING TO ♦ _. 't —— VETERANS'MEMORIAL BRIDGE �' '^'?A•is§;:.:':%a`? .•.< Y'.A`,ri:. .g.i .a::t..�`s; —•i—MID-AMERIGN ' •».:1^:. >...::y• ...:.: `. .�s4r.sx::;�Y�:..:r. .� ENERGY FACILITY FONTENELLE FOREST 5s.:j'.s.>:iMV ;;,^'c's<'"?�%;<: `?0%G�%%'::: COUNCIL BLUFFS NATURE CENTER , ;';f.:i.i s<:>g3c::J:':.::.;;::;:::;;:;;:.? ':::;rs:... :• WATER POLLUTION >+:z.>:.:; «:,>: : CONTROL FACILITY NEBRASKA RIVERFRONT • %> :;:g• ;? ,,.::: TRAIL BELLEVUE BRIDGE TO 'North IOWA RIVERFRONT TRAIL VETERANS'MEMORIAL BRIDGE U.S.34 TO LONG'S LANDING `BACK Key Map TO THE Segment described on this map IIX-3 RIVER ——— Other BTTR Trail 1 —.._._ Other Existing Trail Other Proposed Trail • ,4 0 '•I 1 ? Trail Narrative Trail Overview This section of trail begins at the south end of the ASARCO property where it will pass through the riverfront open space that will be developed on the site within the next two years. The trail will then connect back to the east side of Abbott Drive and continue to Freedom Park Road near Miller's Landing. As Omaha's riverfront is redeveloped it is anticipated that the trail will be relocated away from Abbott Drive to run through the expanded riverfront open space. - At the intersection of Abbott Drive and Freedom Park Road, the trail crosses Freedom Park Road and then runs on top of the Missouri River levee around Eppley Airfield. The trail will continue west to where the levee meets John Pershing Drive, just.south of the OPPD North Power Station. The trail will turn and run along the east side of Pershing Drive. Near the northwest corner of the airport, the trail will run along Ida Street and then Lindbergh Drive south to Abbott Drive. The trail will then turn west and follow Abbott Drive to where its name changes to John Pershing Drive. The trail will follow Pershing Driver north to the Florence area. This trail segment ends at the Mormon Bridge on Interstate 68^. Trail Segment Length Total length of this segment is approximately 10.7 miles. Trail Connections South End: Continuation of Nebraska Riverfront Trail, Veterans' Memorial Bridge to I- 480 segment. Northern Omaha Connector Trail: East terminus at Read Street & John Pershing Drive. North End: Continuation of Nebraska Riverfront Trail, I-680 to Boyer Chute National Wildlife Refuge segment. Cultural, Historic and Environmental Sites along this Segment This trail segment passes through the northeast section of downtown Omaha and then runs along the Missouri River levee to the historic Florence area. Downtown Omaha Riverfront Open Space- This site is the former ASARCO refinery site. The proposed uses on the site include direct visual access to the river via a riverwalk that will follow the riverbank. The site's redevelopment plan includes a building site for either commercial or public use. This site includes a large amount of parking that could serve trail Back To The River Trails & River Crossings Plan 52' . s users as well as those visiting the riverfront open space. The riverfront trail passes through the west side of the site to minimize conflicts with site users. Heartland of America Park/Gene Leahy Mall/Old Market/Western Heritage Museum- These attractions can best be accessed by taking the proposed pedestrian bridge over the railroad corridor at Heartland of American Park. For users desiring to visit Gene Leahy Mall, direct pedestrian access is available via the 7th Street overpass. For the other two sites, users could take Farnam Street west to 10th Street and proceed south to the Old Market or Western Heritage Museum. Miller's Landing- This site is a county-owned open space that serves as the mooring location for an excursion boat operation. The site is large enough for other passive recreation uses. Freedom Park- Navy ships and aircraft are displayed at this riverfront park. An entry fee is collected by the volunteer organization that maintains the collection. An adjacent riverfront bar features live entertainment and sand volleyball courts. Eppley Airfield- The location of the trail on the levee provides good views into Omaha's airport. Private aircraft and scheduled airlines operate out of the airfield. Levi Carter Park- Accessible by continuing south on Abbott Dr. or Airport Dr., this major park provides active and passive recreation opportunities including ballfields, picnicking and fishing. General John J. Pershing Memorial- Located along Pershing Dr., this stone monument commemorates the famous WWI general who was once stationed in Omaha. Historic Florence & Winter Quarters- This area once served as a major staging area along the Mormon Trail and later grew into a rural village. The area includes several historic buildings including the Florence Mill and a museum commemorating "Winter Quarters" and its historic cemetery operated by the Mormon Church. Trail Topography The trail generally follows the gentle grade of the Missouri River valley (elevations approximately 980-1000). At the ASARCO site the trail will pass over a small hill that will provide dramatic views of the river. North of this area the trail follows the levee around Eppley Airport. Northwest of the airport near the Pershing Memorial, the trail rises from elevation 990 to 1030 and then returns to river level as it follows Pershing Drive. Back To The River Trails & River Crossings Plan >53 users as well as those visiting the riverfront open space. The riverfront trail passes through the west side of the site to minimize conflicts with site users. Heartland of America Park/Gene Leahy Mall/Old Market/Western Heritage Museum- These attractions can best be accessed by taking the proposed pedestrian bridge over the railroad corridor at Heartland of American Park. For users desiring to visit Gene Leahy Mall, direct pedestrian access is available via the 7th Street overpass. For the other two sites, users could take Farnam Street west to 10th Street and proceed south to the Old Market or Western Heritage Museum. Miller's Landing- This site is a county-owned open space that serves as the mooring location for an excursion boat operation. The site is large enough for other passive recreation uses. Freedom Park- Navy ships and aircraft are displayed at this riverfront park. An entry fee is collected by the volunteer organization that maintains the collection. An adjacent riverfront bar features live entertainment and sand volleyball courts. Eppley Airfield- The location of the trail on the levee provides good views into Omaha's airport. Private aircraft and scheduled airlines operate out of the airfield. Levi Carter Park- Accessible by continuing south on Abbott Dr. or Airport Dr., this major park provides active and passive recreation opportunities including ballfields, picnicking and fishing. General John J. Pershing Memorial- Located along Pershing Dr., this stone monument commemorates the famous WWI general who was once stationed in Omaha. Historic Florence & Winter Quarters- This area once served as a major staging area along the Mormon Trail and later grew into a rural village. The area includes several historic buildings including the Florence Mill and a museum commemorating "Winter Quarters" and its historic cemetery operated by the Mormon Church. Trail Topography The trail generally follows the gentle grade of the Missouri River valley (elevations approximately 980-1000). At the ASARCO site the trail will pass over a small hill that will provide dramatic views of the river. North of this area the trail follows the levee around Eppley Airport. Northwest of the airport near the Pershing Memorial, the trail rises from elevation 990 to 1030 and then returns to river level as it follows Pershing Drive. Back To The River Trails & River Crossings Plan 43> Trail Right-of-Way Issues The majority of this trail follows a public levee that is maintained by the City of Omaha. Other sections of the trail occur on public rights-of-way or on land owned by quasi- governmental organizations. The south end of the trail occurs within the ASARCO property, which will soon be acquired by the City of Omaha. The temporary trail bypassing the City Docks and metal processing business will occur within the apparent Abbott Drive right-of-way. The trail will cross a Union Pacific spur track that serves the two aforementioned businesses. The trail will then follow the City of Omaha levee. The levee is constructed on easements. The easement agreements may need to be amended to include recreational trail access as a permitted use. Access to the levee.where it passes around the Eppley Airfield will require coordination and possible approval from the Omaha Airport Authority. While running along the top of the levee, the trail crosses the Illinois Gulf Central (IGC) railroad at-grade west of the IGC swing bridge. Northwest of the airport, a city street is located on the levee top. For this section, the trail will be located on the east side of the road, on what appears to be a public right-of-way. West of this section, the trail returns to run along the levee top. The levee extends through several industrial sites in this section. A materials handling auger or conveyor extends through the levee in this section. To protect trail users and the private company that operates the equipment, it is recommended that a chainlink structure that fully encloses the sides and top of the trail be used for the entire length of trail within this industrial site. Further west, the trail will cross the railroad spur serving the OPPD North Power Station. After crossing the spur, the trail extends west on the south bank of a drainage channel that begins near Pershing Drive. North of the channel the trail follows John Pershing Drive to the Florence Water Treatment Plant, owned by Metropolitan Utilities District. The plats for this area do not show a consistent width for the Pershing Drive right-of-way and on one plat shows only the road itself with no right-of-way indicated. Further investigation will be required to determine the actual right-of-way configuration for this section. After the trail enters the area where M.U.D. property occurs on both sides of the drive, the trail is proposed to cross through a portion of M.U.D. property before returning to the right-of-way for John Pershing Drive just south of the Mormon Bridge. Detailed Description of the Trail & Design Issues The trail begins at the south property boundary of the ASARCO property under the Interstate 480 bridge. The trail will follow a route that was laid out as part of the redevelopment plan for the ASARCO property. The trail runs in the northwesterly direction below the Interstate 480 bridge to the site access road to the ASARCO site. The trail rises up and over the hill that will be created on the western portion of the site. A view to the Missouri River over the floodwall will exist from the hill. The trail will pass Back To The River Trails & River Crossings Plan C 54 t J west of the parking lots that are proposed to serve the site and then swing to the east, passing through an existing gate in the floodwall. Once on the river side of the floodwall, the trail will turn to the north and cross the drainage channel that forms the north boundary of the ASARCO site on a new trail bridge. The trail routing on the ASARCO site was developed with the assumption that the City of Omaha Docks property, adjacent storage tanks and the metal recycling operation to the north would be redeveloped as public open space or institutional public-orientated uses. Until the final decision to redevelop these properties is made, an interim trail routing concept will need to be considered for either a temporary trail or the beginning point of the trail will need to be located in the Miller's Landing area with a gap left between that property and the ASARCO site. The alignment for this interim trail will begin after the trail has crossed the drainage channel at the new pedestrian bridge from the ASARCO property. The trail turn turns to the northwest and travels along the north bank of the drainage channel to the Abbott Drive .ri ht-of-wa To protect trail users from traffic on the public docks property, a 42" right-of-way. chainlink fence would be installed along the north side of the trail from the bridge to the roadway. At the right-of-way, the trail will turn to the northeast and run parallel to Abbott Drive. The trail will cross the entry road to the public dock area and then run north to the existing walkway near the storage tanks that are just east of Abbott Drive. In this area, a series of large storage tanks are located very close to the east edge of Abbott Drive. The base of the tanks is several feet lower than the street and a retaining wall exists between the tanks and the street to retain the grade. An existing walk is located along the street with a 6 foot chainlink fence that is on the top of the retaining wall on one side and a guardrail that is immediately behind the street curb on the other side. The clear distance between the fence and guardrail is 3 feet. This condition occurs for a distance of 250 feet. The cost of relocating these tanks and the associated supply lines would seem to exceed the value gained by widening a 250 foot section of a temporary trail alignment. If the city docks remain at this location and are redesigned, the relocation of these tanks to allow a full width trail with adequate shoulders should be considered at that time. Should the decision be made to relocate the public dock to another location, the trail would most likely run closer to the river, negating the need to widen this section of street sidewalk. Until this decision is made and fully implemented, the existing narrow trail width will need to suffice and trail signage will need to tell bicyclists to dismount and walk their bikes for this section of trail. After passing the storage tanks, the trail will be located 3 feet back of curb until it reaches the railroad spur track that serves the riverfront. The trail will cross the railroad track 4111 Back To The River Trails 6' River Crossings Plan ` `--.55 b 4 and then ramp down to the base of the street embankment and run along the base of this slope to the service road entrance that serves Aaron Ferer & Sons Company, if this area is within the right-of-way. If there is not adequate space at the base of the street embankment, a series of 7 Linden trees that are approximately 12 inch diameter size will be removed and the trail will occur 3 feet behind the road. After crossing the entry drive to Aaron Ferer & Sons Company, the trail will occupy a portion of the service road that extends east to the intersection of Abbott Drive and Freedom Park Road. The existing road will be marked for use as a trail for 700 feet. Once the trail reaches Miller's Landing, the alignment will leave the road and run along the edge of the county park to Freedom Park Road. At the intersection of Abbott Drive and Freedom Park Road, the trail will cross from the south to north side of Freedom Park Road and then run east to the top of the flood control levee that runs around the east side of Eppley Airfield. The billboard and power pole for Freedom Park will need to be relocated out of the trail alignment. The standard levee gates on the levee will need to be modified to allow trail user access, similar to other trails in Omaha. An earthen ramp and trail extension will run from the levee top to the west side of Freedom Park Road, at Freedom Park and the Anchor Inn, to provide trail access to these two attractions. The trail follows the levee for approximately four-tenths of a mile where a city gravel road crosses over the levee. At this point, stop signs will be placed on the trail to warn users of the road crossing. The paved trail will extend across the low-use road and continue on the levee towards the Illinois Central Gulf (IGC) railroad bridge. The railroad tracks serving the bridge cross over the levee and then descend down the land side of the levee to its base elevation. The railroad track runs on an embankment out some distance from the levee to the actual bridge over the river. For this reason, it does not appear feasible or desirable to pass the trail under the bridge as is proposed on the Iowa Riverfront Trail. It is therefore proposed to cross over the IGC railroad track that serves the bridge. After crossing the IGC railroad tracks, the Nebraska Riverfront Trail follows the levee top around the south, east and north sides of Eppley Airfield. The levee is separated from Lindbergh Drive by a security fence that prevents access to the levee from the street. Aircraft guidance equipment is located on the axis of the main and crosswind runways between the levee and Missouri River at both ends of the runways. Security fencing protects these instruments. Informal discussions with the airport authority staff indicated that advances in electronics may eliminate these instruments in the next decade. As the trail approaches the northwest corner of the area within the airport security fencing, the trail will pass through the fence gate and continue west to Ida Street. The trail will Back To The River Trails & River Crossings Plan i56 continue west along the river side of ida Stree, past the City Barge Channel to Crown Point Avenue. The existing roadway shoulder will need to be widened for this 2,000 foot section. West of Crown Point Avenue, the trail will return to run along the levee top. Just west of Crown Point Avenue is an industrial property which has a material handling auger or conveyor extending through the levee. For the entire section of trail through this property, the trail will be enclosed by a chainlink cage. West of this property, the trail will continue on the levee top to the drainage channel immediately south of the OPPD North Power Station. At the channel, the trail will turn west and cross the railroad spur line that serves the power station. The trail will continue west for approximately 1,800 feet along the south bank of the drainage channel, to where the levee meets John Pershing Drive. The existing bridge over the channel on John Pershing Drive does not have a pedestrian walkway. A new 180 foot trail bridge will be constructed on the east side of the existing street bridge to connect the south and north banks. The trail will then continue north along the east side of John Pershing Drive to the OPPD North Power Station. A railroad spur used to unload coal trains extends from the east side of OPPD's property to approximately 8 feet from John Pershing Drive. A 10 foot section of the track will need to be removed to provide space for the trail corridor. The stoppage device at the end of the rail spur will need to be relocated to the end of the shortened track. After passing the track, the trail will remain at least 5 feet from the road edge for the remainder of this segment. The trail will run north along the east side of John Pershing Drive past the Power Park sportsfields and the power generating plant. After passing the power plant entrance road, the right-of-way for John Pershing Drive appears to widen. At this point space exists to pull the trail away from the road to improve the trail user experience. The trail will follow the grade up to the river terrace that is about 30 feet higher than the power plant and run to the John Pershing Memorial. A large, poorly defined parking area exists south and north of the recently rebuilt John Pershing Memorial. A new chainlink fence encloses the parking area north of the memorial. The area south of the memorial would benefit by better defining the edges of the parking area to create an alignment for the trail that would route it between the parking lot and the memorial. The fenced area to the north of the memorial was recently fenced by Metropolitan Utilities District. The Florence Water Treatment Plant operated by M.U.D. extends along the east and west sides of John Pershing Drive from the memorial to Interstate 680. Water treatment apparatus extend under the street and aboveground equipment occurs on both side of the street immediately behind the curb in some locations. The slope down to the river from this natural terrace begins about 5 to 6 feet east of the drive and is extremely steep, ruling out the possibility of filling to create a trail corridor on the east side of the street. Back To The River Trails & River Crossings Plan ` 57 • A gravel service road cuts across the slope of the river terrace from the recently fenced former parking area down to river level. This road drops approximately 30 vertical feet in a distance of about 400 feet. This creates a 13-15 percent slope which would be very dangerous to trail users. Since the parking area has been fenced to deter vehicle use, regrading the road surface to cut down into the former parking area and then use the cut materials to fill the lower north end of the current service road would allow a trail to be built through the area. This would allow the riverfront trail to extend through this area, which M.U.D. could use for periodic service access to the river level area. After reaching the base of the terrace slope, the trail will follow the service road north to the M.U.D. intake structure. The trail will return to a location 5 feet from the road edge. A 6 foot high chainlink fence that runs from the north side of the intake structure to the Mormon Bridge on Interstate 680 will need to be relocated away from the street to create a corridor for the trail. The corridor will need to be a minimum of.15 feet wide. A preferred width for this corridor would be 20 feet. Routing the trail along either side of John Pershing Drive from the area of the memorial to the intake structure is not possible due to the water treatment equipment and structures that occur on both sides of Pershing Drive. The steep drop-off on the Drive's east side prevents construction of a wider shoulder on which to run the trail. A new road is proposed to run from the 30th Street exit on Interstate 680 south to Abbott Drive to improve access to Eppley Airfield from the north. The alignment of this roadway has not been completed and there is a possibility that it could replace a significant section of John Pershing Drive. If this new road is routed through this area, it could improve the alignment of the trail by eliminating the steep descent down the M.U.D. service road. If the new road is routed between the Florence Treatment Plant and the Missouri River, the inclusion of a trail on the east side of the new road should be included in its final design. This trail segment ends at the Mormon Bridge on Interstate 680 where it connects to the next trail segment, Nebraska Riverfront Trail, I-680 to Boyer Chute National Wildlife Refuge. Alternate Route West Of Airport An alternate route for the trail was developed west of the airport, in the event that the City of Omaha determines that trail users are not best-served by locating the trail on the levee top. This alternate route locates the trail alongside city streets that connect from the northwest corner of the airport. If utilized, the trail would pass through the airfield gate and continue west to Ida Street. Back To The River Trails & River Crossings Plan At Ida Street the trail will turn south and run along the east side of Ida Street south to Lindbergh Drive. At Lindbergh Drive, the trail will turn west and run in a southwesterly direction along the north side of Lindbergh Drive past the new Omaha Fire Station to Abbott Drive. As the trail runs along the north side of Abbott Drive, the trail will be set back 2 feet from the street curb. This will allow the trail to pass by a number of developed commercial and industrial properties with a minimum of impact on these facilities and their boundary fencing. A number of street lights will need to be relocated further away from the street to allow construction of the trail. Between Crown Point Avenue and 9th Street, approximately 1100 feet of 6 foot chainlink fence with a security top will need to be relocated away from the street to create a corridor for the trail. At 9th Street, the name of Abbott Drive changes to John Pershing Drive. West of 9th Street, the trail will swing away from John Pershing Drive to avoid a power pole and railroad crossing switchgear. The trail will cross two railroad spur tracks and then swing back towards the street. As the trail continues west along the north side of John Pershing Drive, several small trees and shrubs will need to be relocated off of the right-of-way to allow the trail to pass. East of 16th Street, the trail will again swing away from the street to avoid power poles and railroad switchgear, before crossing the Union Pacific rail line that serves the OPPD North Power Station. After crossing the railroad tracks, the trail swings back towards the street and runs west to 16th Street. On the east side of 16th Street, the trail will swing to the north to avoid a lift station that protrudes above the ground. The trail will cross 16th Street to the west and continue to be located 2 feet behind the street curb. The trail will run along the north side of John Pershing Drive to where the street curves to the northwest. The trail will continue to Ida Street. From Ida Street the trail runs north two blocks to Read Street. In this section of trail, a mobile home park occurs along the east side of John Pershing Drive. To create a corridor for the trail, the perimeter fence for the mobile home park will need to be relocated further away from the street edge. Between Whitmore and Read Streets, up to three trailers may need to be relocating, dependent upon the final design of the trail. At Read Street, the Nebraska Riverfront Trail intersects with the east terminus of the Northern Omaha Connector Trail. The Connector Trail runs west from this point to join with an future extension of the Keystone Trail, northeast of 90th Street and Military Road. The Nebraska Riverfront Trail crosses Read Street from the south to north side. A traffic island exists to allow right turns from westbound Read Street north onto John Pershing Drive. A crosswalk from the south side of Read Street to the island to the north curb of Back To The River Trails & River Crossings Plan 7:.59 Read Street will need to be established. About one block north of Read Street, a drainage channel crosses under John Pershing Drive. At the point where th levee meets John Pershing Drive, the trail would proceed as described above. Trail Construction Cost Opinion The costs of the trail segments, including construction, design, and contingency costs, are summarized in the following tables. Right-of-way acquisition, relocation, and wetland mitigation costs are not included. Construction $2,431,771 Contingency (20%) $486,354 Design (12%) $291,813 Total $3,209,938 Back To The River Trails er River Crossings Plan ) • fir. —Cti-l.i:-z 1'-+�---T 1 F•-- ; Atif:.,1,: •,,,, 11.,.,.:, ,..i;1' _ ; �/ /,. .-." }� ° Pl _ _ � ,�•..Ili _�• •• lI ..-__ ' _ •_ -- /,�J / / < _. 1. t'. ti ,it= y :./. .,.amps dow co/Gev" asietio I a r -- I I (3\ :.:4: ___:,- ,...s..s>l, °® ,®� IlLMUM,,ri,„*:.? ..1 ....::_4:.:,,f.!.. . _,:._L!NO! `, �y gr{ r:.`e•`�•�' ' ' '�13�. . i ce/ )�:701"' �,��. 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Ima1'�` of` , ' t �01 -.Old tI I t•'ch � x .. ;1.:- m '[ :�m®® �- erica :��, � , ; r. I n`I `_ Pa :i` ` \ ., ; :111 ... ❑' AvE' 4 . .. 1 North USGS 1: 24,000 • Iowa Riverfront Trail I-480 to The Narrows Trail Segment. • At Miller's Landing trail crosses Freedom Park Rd. and runs on top of levee. Iowa Riverfront Trail Veteran's Memorial Bridge to I-480 Trail Segment. Proposed Downtown Pedestrian Bridge (location to be determined). • Trail continues through ASARCO site and along east side of Abbott Dr. to Miller's Landing. • • Nebraska Riverfront Trail Veteran's BACK Nebraska Riverfront Trail Memorial Bridge to I-480 Trail Segment. TO THE I-480 to I-680 Segment RIVER —.— Trail Segment tttttttt•••tttttttttmi Segment described on this page ----■ Other BTTR Trail -—•— Other Existing Trail iOther Proposed Trail ' 7 a 1 `; t ptj.G A E `'1 � i �s, •No \ �' :F::•• + t1,9. ,• Iowa Riverfront Trail The Narrows to ` t`� ` \ Remington Landing Trail Segment. .,,, -.-'-..._7-.-i.-.4.\:,k.,,\J„,,,,.4.,,,,. IA' 36 .. ‘, z••• '',1‘ , ,,:,". ...,.. . ... ,:. ,,,,,,,,,, , ____ _ ___,IE,,tts . . \ , . tcaili. . .ieptiL LI -bililib".----."••'••. . 1411': N ci7 ` O ,., 1 ';: �1 Trail 10' wide on top of levee, along ` v��: \1 ` perimeter of Eppley Airfield. : : - ..:.:::,,J..;E: VN 1 1\ I :Carter: !: a liIL? \ `:.Lake&<< -, - Levi l Q7 ai 'Carter=;:, Park::- t/ ti iklibmmula . �!iif Trail crosses Illinois Gulf Center tracks i• Air 1 a at-grade on top of levee. �w \ _ .;/ �U: AVEans y��l, '' ® ?\ _�J , r Pk O. . 5;: .�s 8 iY.l�l 9 I ��- ./- - / illitz I Jam- -.., `_ v- ii,/ I1111111W7 .0' - ,.',.,',';',•:liT:-.'Vj 6iler .ii 11 -&:'!`,.' '`, Iowa Riverfront Trail I-480 to The • amps down :9r.P•: ms�I`gra •. • �' p 'Lap,, ..,_.. O c,A AC' w;• `& •as Narrows Trail Segment. s�� is- -fir .:' isle,..- ;.'> .•erworks % ,•. - �••--' IT e+ BACK Nebraska Riverfront Trail V C. ., . (, �V TO THE I,,.•��•,� _•.-• ;� � I-480 to I-680 Segment :. e ' ` RIVER - lig Trail Segment • • • � L - �..■ Segment described on this page I' t�tea. ..:.n.122 -.till . 'C.`•.�I;;._ 9 K �� "'— I 'L' :3:Y.. Illk x'''' .[:if'�... .. --r•r_■ Other BTTR Trail , '-fi_w:<;A1S.1.4 1, ?. ::�� rt�I—,-- : •—•— Other Existing Trail R North USGS 1:24,000 Other Proposed Trail t ap2 l 'I • \ _ ._, Ii,L.,."7- 17_ :' ,, ,,z.N .-^ L 1.=OPPD Mlle Q BMA..':. moo : 981 '- r F 6 5.�: 984 C7 i , . - i • o L A . '..•" auks.o... �s<.,,,.�:`. . n - �1£� � o' _' Y Ir__ .� T 1 _w.a.101 . �V k LJi tF .0 Trailer .. .� Cr -- - :— ":,....;.: }l l• min (� ;. iv „�T ,' 2: •••Tanks .. I 11, 7_: �a• •• '`� i•' wlf:. • c k. �; Eripley A• •ort WA--''', f` 36 .•.•i• , Trail: . � ^;� —,; ?• z ., Pa .,a_ .•'- an ya ,_ ck Bch 1 13 . P. ' --*�. '\ .a H '"EIV1 eras .•.. • .&2-E. • .4.,• Lr....'BM q7� . : //`, t®O� - .C\� -1 4.18:?..,-'7. r:t: \`i i i�i:: Ili .•\® :..--„.-\ :,'.,• :„; . -\ /\\ i >R North USGS 1: 24,000 • Trail 10' wide on east.side of city street for approximately 2400'. •Trail 10' wide runs on levee top to John Pershing Drive. •Alternate Route:Trail 10' wide on top of levee to Airport Dr. Trail runs along west side of Lindbergh Dr. to Abbott Drive. Trail turns west on Abbott Dr. and runs west to John Pershing Dr. • Alternate Route: Trail runs west on John Pershing Dr. to Read St. Trail connects with Northern Omaha Connector Trail at Read St. •Northern Omaha Connector Trail Segment. lieBACK Nebraska Riverfront Trail TO THE I.480 to I-680 Segment RIVER — Trail Segment imi•im • Segment described on this page r— Alternate segment described Other'BTTR Trail ••�•- Other Existing Trail Other Proposed Trail Ao, .,,,, Map3 (.<) tea ; SNP Dodge._ =;-g,..::., \V\ v_ =`:A �.i. I`•.: ,.X�;.,.' . : .,.: - _ _ • I-680 to Boyer Chute Trail Segment. liB hi°. om.Bid'c< ^i i •- - 1: ..:;e :;: droll) • .......:::,.... . . �_ •�';. .� a#erw rk. _ Pit "Y��`�l ' "� Trail follows old road down river bluff �� " i . „ ,.. . � • at M.U.D. property. Trail rejoins road \ � 1��4 ,_' .ram 31 at M.U.D. Intake Station. Trail runs �� is °' o - north along east side of John Pershing i \ 3 I `,� 1� ��' I�"-0 ‘'"• Reconstruct existing Pershing L ,y .�- ©�- G.�j,! � � �'�-•� � Monument parking area to -t,,'f , `'So t ' l" I allow trail to run around east side. l!!'-'1,v7-.. i \\ t 7-71:77i-z; N:'..,=.. -:. . N ''-•.„., o � ��"� ,,Alik al'�.- =�i4,.•1; ..-•; i. •N Pedestrian bridge required to cross J"•`,�\ NIe�X ' �teletw �% _- - a=1'., • Mti \ drainage channel. �. 1 - "'�1 i� ,? OP .D �'1 ...1 Trail continues along east side of _ _ � - � John Pershing Dr. to 1-680.to:=2.'I-N).6rA,,,„,/_----"Y:-.AUR,'"vb.---" Itik,,;/ , ,,- -• .„4 ii 7\/),, j,„,..., #.' iiis°-: ‘, 121WititrLfral,,..V‘\.:( ---.:..- , 0..i j".--e,00, -*:"...,%..415)31b,..A.kiciirtita,,...,,,,,, ,.. . • I,4, ),,,,,...ig_.4,--41Amolgisw,titj_surerrygurallik Wii,--). 'g 1 ,--7.,,. 1 /%;�\�,_ — `�:®�r�:m��l. ell► if { ' E tl L• ' 11-1 i • Northern Omaha Connector Trail ' l ,�,,�1��,� �l1F f"�-- lFif2s`��is'=.. gar=,--;- TPa rk • ' i�� iI'�'`,i �� Pj�llll� - y, ,'_i Segment. fir:r;. IC I®f7.i,�`J�11�P , ZIVI'llerfPari ' 1;r :- -. 5' r '•Tan' .e. �� !��;'`-•Sri. . , •-h,;tl'Y1;1 :•>:�•. IlleM ►41 ®��N1• �`°, !E R5j� _'' :Y:••'' _t� - . LieBACK Nebraska Riverfront Trail /i '� �' 1111B1�➢J' `,;:;:;n.r;� "f r: TO THE I-480 to I-680 Segment 10J,Wi'ln-±-. .::,._ •• aNkh: u2 ;0,,,,,, -* i a TO THE g '0::.iii. . , III ... r:�r Y-11 _ Trailer ER Ab'►LIJii a17: zZ;.:,:. '17.-76 •I' '- .''' .s.»--' ark - a - -, 4 Trail Segment 7-1131111K:16.:pih �i�:;.: ! 'i� '�nr:: a' ' ��■ Segment described on this page NI Metio-C '-�'�'"' '` $ o Alternate segment described •`. 1-i1 1,4 a I 1 " ` ,) : +:`-, {� —�---■ Other BTTR Trail • ii:1t -_ :.�I ® OAT.: ,: =�-.'r-: O➢iI '1` North USGS 1: 24,000 '—"— Other Existing Trail Other Proposed Trail Ma Trail Narrative Trail Overview This section of trail begins at the intersection of John Pershing Drive and Read Street in the Florence neighborhood of northeast Omaha. The trail runs west to Florence Boulevard and then follows it south to Curtis Street. At Curtis Street the trail turns west and runs through Miller Park to 30th Street. At 30th Street, the trail crosses at an existing pedestrian traffic signal and runs west along Curtis Avenue to Fontenelle Boulevard. Prior to reaching Fontenelle Boulevard, a spur trail runs south on_34 Avenue and east on Kansas Avenue to Belvedere Point Overlook. At Fontenelle Boulevard, the trail turns south and follows the boulevard a little more than one-half mile to the Sorensen Parkway. The north will run along the north side of the Sorensen Parkway west to 72nd Street. At 72nd Street, the trail will cross to the west side and then continue west along the north side of the Northwest Connector to Little Papillion Creek where the connector trail joins with a future extension of the Keystone Trail. Trail Segment Length Total length of this segment is approximately 6.8 miles. This includes the spur trail to Belvedere Point Overlook which is 0.3 miles long. Trail Connections East End: Nebraska Riverfront Trail, Veterans' Memorial Bridge to I-480 segment. West End: Future extension of the Keystone Trail where the proposed Northwest Connector parkway crosses over Little Papillion Creek northeast of 90th Street and Military Road. Cultural, Historic and Environmental Sites along this Segment This trail segment passes through the northern neighborhoods of Omaha ending at the Keystone Trail which serves as a major north-south spine in the metropolitan trail system. Historic Florence & Winter Quarters- This area once served as a major staging area along the Mormon Trail and later grew into a rural village. The area includes several historic buildings including the Florence Mill and a museum commemorating "Winter Quarters" and its historic cemetery operated by the Mormon Church. This area is approximately three-quarters mile north of the trail on 30th Street. 106 Back To The River Trails & River Crossings Plan -� ` • Fort Omaha Campus of Metropolitan Community College- This historic former military fort played an important role in the settlement period of the region. Well-preserved buildings serve modern uses on this vibrant community college campus. The historic General Crook House on the campus houses the Douglas County Historical Society. The Fort Omaha Campus is approximately four blocks south of the trail on 30th Street. Belvedere Point Overlook- This small city park provides a dramatic views of the Missouri River valley. Fontenelle Boulevard- This historic boulevard connects the Benson/County Club neighborhood with the Florence area. Trail Topography The east terminus of the trail begins at the elevation of 990 on the Missouri River valley floor. The trail climbs quickly to the west as it rises up to the level of Florence Boulevard and Miller Park. From an elevation of 1040 at the west end of the park, the trail rises another 140 feet to Belvedere Point Overlook. After cresting the hill, west of the overlook, the trail begins a long gentle descent down Fontenelle Boulevard to Sorensen Parkway to elevation 1090. As the trail travels west along the parkway, the trail passes through the headwaters of several small watersheds that vary in elevation from elevations 1100 to 1250. Because the trail is adjacent to a newly constructed major roadway, the grades along this section of trail have been minimized. At 72nd Street, the trail will begin a long, gentle descent to the west from elevation 1200 to 1090. Trail Right-of-Way Issues The trail will primarily run within city parks and along public rights-of-way. The trail begins in public right-of-way at John Pershing Drive and Read Streets. The trail crosses a railroad spur immediately west of John Pershing Drive that appears to be abandoned. From this point west to Miller Park, the trail appears to run within public street rights-of- way. At Miller Park, the trail runs through city park property. From the 30th Street right- of-way west to 72nd Street, the trail appears to run within either public street rights-of- way or park boulevard rights-of-way. West of 72nd Street to Little Papillion Creek, the trail will run within a right-of-way to be acquired by Douglas County for the Northwest Connector road. At Little Papillion Creek, the trail will occupy land which has either been acquired by the City of Omaha for the Keystone Trail extension or that will be acquired for that project. Detailed Description of the Trail & Design Issues The Northern Omaha Connector Trail is intended to provide an east-west link between the riverfront trail and the Keystone Trail that serves as the main spine of the Omaha Back To The River Trails & River Crossings Plan �107 trail system. The eastern portion of the connector trail runs through older developed neighborhoods with relatively narrow right-of-way. In these areas, the trail will run on the alignment of existing sidewalks that occur along the city street that the trail follows. The trail follows gentle and steep topography as it parallels the existing city streets. Unlike the unobstructed sections of the Riverfront, Keystone, and Bellevue Loop trails, this trail will cross hundreds of private driveways, alleys and public streets. Trail users will be provided with a clearly defined trail that connects central Omaha to the riverfront but the speed and types of use on this trail, will differ from that on other trails that have few obstructions. The width of the connector trail will be typically 8 feet instead of the typical 10 foot urban trail width. This narrower width in established neighborhoods better fits the amount of space available between the street curb and edge of right-of-way. The connector trails will provide interesting, defined routes through older neighborhoods and provide trail access to many neighborhoods and cultural sites that otherwise would not be served. The section of the connector trail along the Sorensen Parkway will have fewer interruptions with the exception of where it crosses intersections with other street. The width of this section of trail will be 6.5 feet based on space restrictions that are explained later in this narrative. West of 72nd Street, the Northern Omaha Connector Trail will more closely resemble a typical urban trail along major arterials since the trail was designed as part of the street improvements. The trail width for this last section is 3 meters or slightly less than 10 feet. The trail begins at the intersection of John Pershing Drive and Read Street. The trail crosses from the southeast corner of the intersection to the southwest corner. The trail follows Read Street for one block west to Florence Boulevard. The trail turns south and runs along the east side of Florence Boulevard for about one-half mile to Curtis Avenue. The trail will replace the existing sidewalk on the east side of Florence Boulevard. Since the trail is wider than existing walks where the trail crosses existing driveways, a section of the driveway will be removed and replaced that is at least the width of the trail. This will ensure for smooth pavement transitions and eliminate trip hazards that could be created by the trail's greater width. This comment is applicable to all sections of this trail where it crosses existing walks. At Curtis Avenue, the trail will turn west and run along the north side of that street to 24th Street. After crossing 24th Street and entering Miller Park, the trail will run along the north side of the main east-west park road along the edge of the golf course. A 1,950 foot section of existing two-rail wooden fence will need to be relocated further away from park roads to create a corridor for the trail. The tee boxes for Holes #7 and #8 may need to be relocated as part of this process. A golf course architect and the golf Back To The River Trails 6- River Crossings Plan 8 course manager will need to be included in this evaluation. The cost of relocating these tee boxes is not included in the cost opinion of this trails study. As the trail passes the Miller Park Pond, a retaining wall and fill will be required to create a corridor of sufficient width for the trail. At the corner west of the pond, the trail will turn and run along the east side of the drive that serves the clubhouse and pool complex. The trail will cross the service road from east to west over a new culvert to maintain existing drainage. The trail will run west on the north side of the pool between it and the parking lot that serves it to the north. The recent renovation of the pool complex includes this section of new trail, or at a minimum, a corridor for the trail in the new site plan for the pool. From the pool complex, the trail runs west on the alignment of the existing walk to 30th Street. At 30th Street, the trail will cross at an existing pedestrian light that is on the north side of the intersection of 30th Street and Curtis Avenue. The trail will continue west along the north side of Curtis Avenue to 34th Street. A spur trail then runs south on the east side of 34th Street to Kansas Avenue. It crosses to the south side of Kansas Avenue and then runs two blocks east on an extra wide street right-of-way to Belvedere Point Overlook. This spur trail will end where it ties to the existing walks and parking area at the overlook. While it would have been desirable to extend this spur trail along the scenic and winding Belvedere Boulevard, the proximity of the houses to the east side of the street severely restrict the amount of space available to route the trail through the area. Creating the width necessary for the trail in the block from where Curtis and Belvedere Boulevard join would have removed most of the trees in the front yards of these houses and placed retaining walls that were visible from the front windows of each house across each front yard. At 34th Street and Curtis Avenue, the main connector trail will continue west on the north side of the street to Fontenelle Boulevard. A traffic signal at this location will let trail users cross from the northeast to northwest to southwest corners of the intersection. The trail will continue south along the west side of Fontenelle Boulevard to the Sorensen Parkway. Along this section of trail, several landscaped islands occur on the west side of the boulevard because the curving boulevard crosses the rectilinear street pattern. The trail will run through several of these islands which adds to the character of the trail by allowing it to curve to avoid mature trees and separates the trail from the adjacent houses. As the trail nears the Sorensen Parkway, it will make a sweeping curve to the west and follow the north side of the divided four-lane parkway. The Sorensen Parkway was planned to include many of the features of older urban parkways including a continuous grassed median, curvilinear alignment and separate east and west bound lane vertical alignments where necessary to blend the road into the existing topography. Because the new parkway ran through previously developed areas, high retaining walls were required in some locations due to adjacent existing streets or Back To The River Trails & River Crossings Plan ).......<109 buildings. Walkways were included along the north side of the parkway from Fontenelle Boulevard to its current terminus at 72nd Street. The walkway on this section is 4 feet wide and is set back from the curb a distance of 4 feet. Street lights are located on the side of the walk that is away from the curb. Where retaining wall occur along this section of street, the street lights were placed in the area between what would typically have been the curb and sidewalk. In these sections the concrete walks extend the entire width from street curb back to the base of the retaining wall. The condition of the existing walks along Sorensen Parkway is generally excellent since it is relatively new pavement. Removal and replacement of this walkway with a full width new trail would be a waste of financial resources and create a large volume of waste concrete. Additionally, replacing the walk with a standard 8 foot wide section of trail set back at least 3 feet from the curb for this section of trail would require the removal, modification and reinstallation of every street light and it concrete footing plus the possible replacement of all the underground conductor along the north side of Sorensen for the entire three mile length. With this situation in mind, the following design concept was developed by the City of Omaha park staff and the planning consultant. For this section of trail, the existing area between the back of curb and the existing walk will be paved using the following system. An 18 inch wide area along the back of curb will be paved with a patterned concrete to create a 2 foot separation from the street edge. The remaining area from the patterned concrete to the existing walk edge will be paved with concrete to create a 6.5 foot wide trail for this three mile section from Fontenelle Boulevard to 72nd Street. From 72nd Street west to the Little Papillion Creek, the extension of Sorensen Parkway will be constructed with a 3 meter wide trail along the north side of the new street from 72nd Street to Wenninghoff Road. From 72nd Street to 78th Street, the south edge of the trail will typically be set one meter north of the street curb. West of 78th Street, the trail will swing further away from the street for a distance because the street right-of-way is wider due to a creek that parallels the street from 78th Street to Wenninghoff Road. At the intersection with Wenninghoff Road, the trail component that is part of the street improvement project ends. The trail will cross from the northeast corner of the intersection to the northwest corner. The trail will then curve away from the intersection and extend northwest to the future Keystone Trail extension. The Northern Connector Trail will end where it joins with the Keystone Trail, most likely at the north end of the trail underpass along Little Papillion Creek where it flows under the Northwest Connector. Back To The River Trails & River Crossings Plan ,110 _ . a j Trail Construction Cost Opinion The costs of the trail segments, including construction, design, and contingency costs, are summarized in the following tables. Right-of-way acquisition, relocation, and wetland mitigation costs are not included. Construction $956,002 Contingency (20%) $191,200 Design (12%) $114,720 Total $1,261,923 Back To The River Trails & River Crossings Plan l - 111 .,t i . ZC try <li;` .�; /;�' �' :;_ \ 30 ;...:, • .Nebraska Riverfrout Trail I-680 to Boyer Chute N.W.R. Trail Segment. i▪`L_ •,,:, 6 }•ii:V:i r': c •EsJE 111 l▪. is 5 ...:: :..�rii': `` 777, '. a, 1'. MAnan•5tidge :: ., rTolt: 1='==: := . •i ` \\ Pi:tiaterw ore:;; lJ' , ''? �_—`� -Nebraska RiverfronI Trail 1-480 to 1-680 ,, ,s ,, -.„ • v Trail Segment. •. 'fib,•.\`: ..1;..-..f;.•i `.a -- Flo n 1 • _....,)r......?.. j4;•,;00111.1r; .•: I___r.3•2.plv •!: . • ,.. i •7.--.—--,•-= :k s� ,1 ,v,\':1�,', •:Z 1� !' . O' [ _i"1". :Mile �'� { 25 ) .1 ' mom\ A*+ . :� �*� ► Trail begins on east side of John Pershing xn<s:�• 1' s ;�c; • 1 �'. ,•,- .�!�%! � Dr. at Read St. Trail on south side of :I• r '`^' ' u-^1'• Nl; ;: `'0 ,f- • ' ! Read St. to Florence Blvd. 'G 8f1E ;l;. y/ r a .:�/ :, '_,' — ? 1 __ ____ Trail runs on east side of Florence Blvd. to .:; ti • :1j ��' '' Curtis Ave. (/�: • 3E�j N PO ':i h.I , k ' .Ica _� r. So trailer 7 l • _- • `III ' !/, M -- IL -:::...1' ,.,,.]::!l l .-. u '_ ark • :''• Ig s ta4r, nt�1 �lllli•ller'Par C ti �' Tan '• j r 6•:-:I G '1\,�� ; l' ` ' ' BACK Northern Omaha -,-^tips '' + „ �' o rHE Connector Trail ;i;��';r,:r `' :,'.' tea.�.�� ,rl ` j . 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BACK Northern Omaha TO THE Connector Trail RIVER .— Trail Segment �� Segment described on this page ----• Other BTTR Trail •—•— Other Existing Trail Other Proposed Trail Mad ' iNIP Trail Narrative Trail Overview This trail segment begins at the Mormon Bridge and Interstate 680 and continues north along the east side of John Pershing Drive. After entering N.P. Dodge Memorial Park, the trail will swing away from the road, cross through an area of floodplain forest and emerge along the west edge of the soccer field complex. The trail will run along the west edge of the complex to the main park entry road. After crossing the park road, the trail will continue north through another area of floodplain forest to the north park boundary. The trail will then continue north along the eastern edge of the John Pershing Drive to the intersection at Ponca Road. (At this intersection, the name of the road changes from John Pershing Drive to North River Road.) The trail will cross from the east to west sides of North River Road and continue north up and over a large hill returning to the level of • the Missouri River floodplain. When the trail crosses the Washington County line, the name of the North River Road changes to Washington County Road P51. At the intersection of Washington County Roads P51 and P40, the trail crosses back to the east side of County Road P51. The trail will continue east down an existing driveway to the base of the bluff. The trail will then turn north and run along a new bench constructed at the base of the slope. The trail will follow this new bench for approximately three-quarters of one mile to the site of a former rock quarry. From the former quarry, the trail continues north to the Nathan's Lake area. At Nathan's Lake, the trail will use a section of the existing county road for the trailbed. A new 2,000 foot section of county road will be built to the west of the current road alignment, further away from Nathan's Lake. The north end of the new section of county road will rejoin the existing road alignment at the Deer Creek bridge. The trail will cross Deer Creek on a new bridge east of the existing county road bridge. The trail will continue along the east side of County Road P51 for approximately 2 miles to its intersection with County Road 234. The trail will cross to the north side of County Road 234 and turn east to run approximately three-quarters of a mile to Boyer Chute National Wildlife Refuge. After entering the Refuge, the trail will end near the visitor orientation display. Pedestrian and bicycle use within the Refuge will use the existing road system. Trail Segment Length Total length of this segment is approximately 8.7 miles. • Back To The River Trails & River Crossings Plan 66 • Trail Connections South End: Continuation of Nebraska Riverfront Trail, Veterans' Memorial Bridge to I- 480 segment. Northern Omaha Connector Trail: East terminus at Read Street & John Pershing Drive. North End: Terminus of Nebraska Riverfront Trail at Boyer Chute National Wildlife Refuge. Cultural, Historic and Environmental Sites along this Segment This trail segment travels north along John Pershing Drive and North River Road to Boyer Chute National Wildlife Refuge. Unlike the majority of other Nebraska riverfront trail segments, this trail passes through a rural landscape of forested, rolling hills with views across the wide Missouri River floodplain. Corps of Engineers Boat Basin- This site is the local river operations center for the U. S. Army Corps of Engineers and U.S. Coast Guard. There is no public access to this site. N.P. Dodge Memorial Park- This large city park on the Missouri River floodplain includes a wide variety of developed facilities including a marina, boat launch, picnic areas, softball field complex, soccer field complex as well as horse trails and nature trails in its natural areas. The park could serve as a trailhead for this trail segment. Hummel Park- Steep forested hills with spectacular views of the Missouri River valley make up the majority of Hummel Park. Picnic areas and hiking trails provide passive recreation activities. The Omaha park department's day camp facility is also located in the north section of Hummel Park. Neale Woods Nature Center & Krimlofski Tract- A preserve operated by the Fontenelle Forest Association, Neale Woods Nature Center provides environmental education and interpretation programs as well as numerous trails for hiking. The Center includes an astronomy observatory and restored prairies. The 262 acre Krimlofski Tract includes the Missouri River Ecology Trail and slightly over one mile of direct river access for pedestrians. The Nature Center collects a visitor fee for entrance to the site. Nathan's Lake- This 650 acre natural wetland area was acquired by the Papio-Missouri River Natural Resources District for habitat preservation. The site's wetlands are in the process of being restored and native prairie is planted. In the future, the site may be deeded to the U.S. Fish and Wildlife Service to be incorporated into Boyer Chute National Wildlife Refuge. Back To The River Trails & River Crossings Plan j 67 Boyer Chute National Wildlife Refuge- This 2,000 acre wildlife refuge includes passive recreation and environmental education opportunities. The refuge has extensive hiking trails and a canoe launch on the restored chute. An expansion plan for the refuge to increase its size to 10,000 acres has been approved. Land acquisition for the expansion is underway. Trail Topography The trail generally follows the gentle grade of the Missouri River valley (elevations approximately 990-1000) with the exception of one trail section. North of the intersection of North River Drive and Ponca Road the trail rises 160 feet in approximately a one-half mile distance to the summit of a major bluff. After passing the summit, the trail then descends the same vertical distance over the next one and one- quarter miles of trail. Trail Right-of-Way Issues The trail immediately north of the Mormon Bridge will most likely run on property owned by the United States of America and is controlled by the U.S Army Corps of Engineers. A permit to occupy or outright purchase of the land may be required to meet Corps regulations. The trail runs through N.P. Dodge Park on land owned by the City of Omaha. North of N.P. Dodge Park to Nathan's Lake, the trail will run either on an existing county road right-of-way or on a new trail right-of-way adjacent to the county road right-of-way. This new trail right-of-way will need to be approximately 30 feet wide to allow for the trail, shoulders and side slopes of the embankment. The trail right-of-way will need to be acquired from adjacent private land owners. The final width of the trail right-of-way could be less, depending upon final trail design. Where the trail passes through Neale Woods Nature Center, consideration will need to be given to maintaining site security since an admission fee is charged by Fontenelle Forest Association, which operates the nature center. At Nathan's Lake, the trail will run through land owned by the Papio-Missouri River Natural Resources District. If the county road is relocated to the south as recommended, additional land will need to be acquired for the new road alignment. North of Nathan's Lake, a new trail right-of-way will need to be acquired on the east and north sides of the roads that the trail runs along. At Boyer Chute National Wildlife Refuge, the trail will run a short distance on land that is owned by the U.S. Fish and Wildlife Service. Detailed Description of the Trail & Design Issues This trail segment begins at the Mormon Bridge on Interstate 680 and continues north along the east side of John Pershing Drive. The existing chainlink fence that encloses property owned by Metropolitan Utilities District and the U.S. Army Corps of Engineers Back To The River Trails & River Crossings Plan 68 C �. will have to be relocated further away from the road to create a corridor for the trail. Where there are no roads or other improvements immediately on the east side of the existing fence, the width of the trail corridor would be 30 feet. As the trail passes by certain sections of the Corps of Engineers property, the width of the corridor may be less due to existing large trees, underground utilities and adjacent service roads. The existing entry gate for the Corps compound will need to be relocated to the east. The gate has an electrical opening device that will also require relocation.At the north end of the Corps of Engineers compound, the trail will span across a small drainage ditch using a new culvert. At this location the trail enters the south end of N.P. Dodge Park. • The trail will run along the east shoulder of John Pershing Drive from the Corps property north for a distance of 1500 feet. For this section of trail, the east road shoulder will be widened to provide a 5 foot separation between the trail and the pavement edge. Several culverts that cross under John Pershing Drive will be extended due to the additional shoulder width. At the north end of this section, the trail will curve to the northeast and . run through a section of floodplain forest to the southwest corner of the N.P. Dodge Park soccer field complex. As the trail runs through the forest, it will cross a small stream on a 60 foot bridge. Once through the forest, the trail will curve to the north and run along the western edge of the soccer field complex. The existing asphalt trail in this area will be replaced with a standard urban width concrete trail. The trail will run north to the main park entry road. The trail will cross the road and then swing back towards John Pershing Drive. The trail will then curve north and parallel John Pershing Drive approximately 50 feet east of the road. This alignment maintains a separation between the road and the trail and follows a natural linear opening through the forest. As the trail approaches the north edge of N.P. Dodge Park, it will cross over another 60 foot bridge that spans a small pond and drainage way. After crossing the north property boundary of N.P. Dodge Park, the trail will run north for several hundred feet on the east side of a drainage ditch that parallels the east side of North River Road. The ditch provides drainage for several culverts that run under John Pershing Drive. Water in the ditch flows south to the park boundary where the ditch curves to the east and eventually empties into the park's marina. The trail will cross the ditch where it flows east and then follow the top of the ditch's east bank for about 1,000 feet. The ditch's east bank is a wide flat-topped berm several feet higher than the surrounding area. Some tree removal will be required to clear a corridor for the trail on the berm top. As the berm approaches the south entry road into Hummel Park, it curves back towards John Pershing Drive. The trail will follow the gentle curve returning closer to John Pershing Drive. Back To The River Trails & River Crossings Plan �"� 691111 From this point north to Ponca Creek, the trail will run on a new embankment built to the east of John Pershing Drive. The embankment would be slightly lower than the road. The existing road ditch and overhead electric power line will remain. The new embankment will be located along the east side of the existing county road right-of-way. This concept requires the acquisition of additional right-of-way but creates a separation from the relatively fast traffic on this winding section of John Pershing Drive. It also preserves the trees on the road's east side that creates the road's distinct rural character. As the trail approaches the intersection with Ponca Road, the trail will cross on Ponca Creek on a new 50 foot long bridge. The bridge will be located east of the existing road bridge. An existing beaver dam, downstream of the bridge location, creates a small pond just east of the trail bridge. At the north end of the bridge the trail will curve to the west and run to the intersection of John Pershing Drive and Ponca Road. At the Ponca Road intersection, the name of John Pershing Road changes to North River • Road. On the north side of the intersection, the trail crosses from the east.to the west side of North River Road. The trail will continue along the west side of North River Road for approximately one and three-quarters miles. In this section, the trail will follow the road over a hill that has a 160 foot vertical elevation change. The county road alignment is located such that steep slopes or nearly vertical banks exist immediately east of the road. In many locations on this stretch of road, a guard rail occurs a few feet east of the road edge and then the landform drops dramatically downward to the river valley. Investigation into routing the trail along the base of the hill, to avoid the large elevation change, revealed that this optionrequireright-of-way would a new trail ri ht-of-wa in excess of two miles that would be geographically quite remote. Additionally this alternate route would pass through a number of farmsteads and single family home acreages. The alternate alignment's isolation could also create public safety concerns for trail users. In the section of trail from Ponca Road to Washington County Road P40, the trail will run fairly close to the road. The trail pavement will generally be at the same elevation as the road pavement. A 5 foot separation will be created between the road edge and the trail where it is possible. In locations where topography or existing buildings prevent the 5 foot separation, guardrail or other safety separation devices will be used. Approximately one-eighth mile north of the Ponca Road intersection, the trail passes by a private single family residence. The house appears to be within 20 feet of the road edge and has a stockade fence that extends toward the road and encloses a small front yard area. To run the trail past this property, it is anticipated that the house will need to be relocated further back from the road. A new house foundation and associated utility connections would need to be constructed to allow relocation of the house. As the road continues uphill, the trail will be separated from the road by widening the existing road Back To The River Trails & River Crossings Plan \'') 7" 70 embankment. Near the summit of the hill, a number of single family homes line the west side of the road right-of-way. In most cases the road is lower than the house lots and a steep bank exists on the west side of the road. Several garages exist that are at road level and are immediately off of the road pavement. In this section of road, the existing garages will be removed and relocated further from the road to improve traffic safety. Retaining walls will need to be built on several lots to preserve large trees that are at the level of the homes and to stabilize the bank. After passing the area with houses, the trail begins a downward descent to Whitetail Lane. Neale Woods Nature Center is approximately one-half mile north of.this intersection. At this time no spur trail is planned to the Nature Center's visitor center. As the trail continues north, it descends to a large river terrace that is about 100 vertical feet above the river floodplain. The trail follows North River Road across this terrace and then begins the final descent down to the valley floor. The Douglas-Washington County line • occurs in this general area and the designation for North River Road becomes Washington County Road P51. As the trail leaves the terrace, a large, deep gully runs along the west side of the road. This area north to Washington County Road P40 is part of Neale Wood Nature Center. The trail will need to be adjacent to the road for a distance of about 300 feet and a guardrail will be required to protect trail users from vehicle traffic. At the end of this section, the road enters a cut. As the road passes through this cut area, the trail will be benched into the bank a couple of feet higher than the road. Where the trail reaches the location where the ravine crosses to the east side of County Road P51, an existing 42" culvert under the road would be extended to allow construction of the trailbed across the ravine. As the trail continues north it passes the Neale Woods Nature Center pond on Rock Creek. Due to the proximity of the pond to the road, a guardrail will need to be installed from the south side of the pond north to the intersection with Washington County Road P40. At the intersection with County Road P40, the trail will cross to the east side of County Road P51. North of this intersection, County Road P51 is benched into a steep cross slope for a distance of one-half mile. Widening this bench would require either extensive cutting or filling. This could destabilize the slopes on either the uphill or downhill side of the road. The road is approximately 15-20 feet higher than the base of the bluff which is just to the east of the road. To construct a trail through this section, the best option appears to be to create a bench downhill from the road at the base of the bluff. This bench will place the trail slightly above the wetlands areas to the east of the bluff. The trail will follow this new bench for approximately three-quarters of one mile to the site of a former rock quarry. At the rock quarry, the trail will swing away from the road to avoid several small wet areas. Massive piles of mining spoil exist east of the wet areas. The wet areas appear to be created as a result of the mining operations. After passing the wet areas, the trail crosses Back To The River Trails & River Crossings Plan 71 over a drainage ditch on a new 60 foot bridge and the trail swings back towards County Road P51. The trail then runs along the east side of County Road P51 for a distance of slightly less than one mile.to the south edge of the Nathan's Lake Area that is owned by the Papio-Missouri River Natural Resources District. Like the section north of N.P. Dodge Park to Ponca Creek, this section will be located east of the existing road right-of-way. The trail will be placed on a slight embankment and have periodic culverts to allow water to drain to the east. The county road through the Nathan's Lake property is immediately on the west edge of the existing remnant wetland. The P-MRNRD will be restoring additional wetlands and planting native prairie on this site in the coming years. Currently the county road makes a sharp, nearly 90 degree turn to the west at the south property boundary. As traffic increases in this area due to the expansion of Boyer Chute NWR and rural home growth, the current road alignment becomes less desirable. To remedy this situation and not increase the impact on the remnant wetland, it is proposed that the county road be relocated to the west of the current alignment from a point about 300 feet south of the Nathan's Lake property line. Assuming a design speed of 40 miles per hour, a new curve with a radius of 450 feet would swing to the road to a northwest bearing. The road would continue on this bearing for a distance of approximately 1,000 feet before a new curve with a radius of 450 feet will swing the road to due north and it will join the new county road segment will rejoin the existing road alignment approximately 400 feet south of the existing Deer Creek bridge. A driveway to an existing single family home immediately south of the Nathan's Lake property will be extended west to the new road alignment. From the south edge of the Nathan's Lake property, the trail will utilize the former county road bed. This will prevent expanding the roadbed into the wetland or the prohibitive expense of attempting to place the trail on a boardwalk along the edge of the wetland for the entire 1,000 foot section where the trail would have been adjacent to the wetland. The extra width of the roadbed will also allow trail users to stop and view wildlife and wetland plants. As use of the trail increases, development of trail side facilities to support this use may be added in this trail section. The trail will follow the former roadbed to the point where the new and existing roads join. The trail will then parallel the existing road on a separate embankment to Deer Creek. The trail will cross Deer Creek on a new 65 foot bridge, east of the existing county road bridge. The trail will continue along the east side of County Road P51 to where it turns a right angle and runs west for approximately one-half mile to its intersection with County Roads P49 and 151. The trail will turn west, running along the north side of County Road P51 to the three-way intersection. On this section it will cross one farmstead driveway. At the intersection with County Roads P49 and 151, the trail will turn north and run parallel 72 Back To The River Trails �' River Crossings Plan — a C to County Road 151 for a distance of one and one-half miles. The trail will be placed on a slight embankment east of the road right-of-way to maintain a separation. Culverts will be placed under the trail at the same locations where existing culverts occur under the road. A new trail bridge with a length of 75 feet will be required to cross the drainage ditch that is one-half mile north of County Road P51. When the trail reaches the intersection of County Roads 151 and 234, it will cross from the south to north side of this road and then turn east along County Road 234. The trail will run parallel to the road on a separate embankment outside of the existing right-of- • way to retain the existing ditch. Three-quarters of a mile east of the intersection, the trail will enter the current boundary of Boyer Chute National Wildlife Refuge. The trail will run on the north side of the entry road to a location directly west of the visitor orientation display. The paved trail will end at this point. Pedestrian and bicycle use within the Refuge will use the existing road system. This ends this segment of the Nebraska Riverfront Trail and is the northern terminus of that trail. Trail Construction Cost Opinion The costs of the trail segments, including construction, design, and contingency costs, are summarized in the following tables. Right-of-way acquisition, relocation, and wetland mitigation costs are not included. Construction $2,330,504 Contingency (20%) $466,101 Design (12%) $279,660 Total $3,076,265 F Back To The River Trails & River Crossings Plan 73 J . ti . , - .-,.11,,,At\l? ----7,/,g i) hilir, .:VAQ41.,:y•<<:"`N\M I r,i.'1$ t' '' 'CI,1 frf;" i �� /:, l ( 1 1�(; l i l.•,;,yea:•, (r I ' -,.it timi",. -. , - _) s, --- ea_ Y¢ 9,, i Trail crosses road from east to west on / ��. . , / north side of intersection. ^� 60' bridge required to cross Ponca 0 7 i Creek. rr ;) o _tHummel i �'___-s..._ ,R1. 10 y, _ =Park ;� CQ . y i Trail on east side of John Pershing Dr. N rr 1 ; ` Creek ` rti f, • .", = 998 • Trail on top of berm to avoid drainage ` 'tL`.<. .�, -' _1�� channels. nil, ,-',s tY s Y 3 1i1 :.;:1.';;,,-•....'',:,.'1:;;f.:'':.q / r') '-' , ;fir.\ f' /. G r. '--7F':'.,.110I....-:_,1;;:.._:1,-<.;,,.1:\...'1':,,, -,q,7-..••••0••,1'•-;•--:,.. 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":' -Y>.- _ \ • Nebraska Riverfront Trail I-480 to �:�„_=; ' 31 �N,11 I- 80 Segment. n c ' t`76" ._ BACK Nebraska Riverfront Trail '.` ii ,:`:1 c(- - `� r� e` .985 TO THE I-680 to Boyer Chute N.W.R. ti;1' Segment E ,r RIVER r;,;l ; r : ,— �: \. \� -- Trail Segment ``a) �`�. ;;`. .- ''- �' -'`-:---\- ` = -�i "'�"� Segment described on this page �` �,'-}:-.:: l� j .J;yi..1;i! � `�•• tin .,•: : ; :,• • ;..•: .r `-= ,7— ,"=_ _• Other BTTR Trail ' > ''. `\ . OP_ - '•�..'-.. .:; t;._...__.. •—•— Other Existing Trail i �;u North .::, • USGS 1: 24,000 ail 1` North Other Proposed Tr ap 1 1.r f GCA ' Nathaf's ake Wetland--��''� ., +� ,tr-.—.,+.- 1, \ ----� `';:: • 1 17i_ ,� '``4'"C \♦I • ` .. e`- 60' bridge required to cross drainage . = _ '\ 27 ditch. ,vIyam. • -„ + j Trail around east side of wet areas. 01,:,p'. vP i44 v•is*k....- .0.4.=le , ., .(1.:,--\' 1 tc„.. r"."(7-1----1°56 11 111:f,/. I rr "d'''' %i 11�1 a.N. it. (a 'r. tiY; i;°.:.7,i€,;:.,...;i,,;r.. • �,+•i ,,,,, ., A ),Nt A 'p..\-:•'' '';L.., j- k.k ''.•••\!\A\I • . -AlF041-VC4IF'.1:!46:igg.V‘•/ •• • ::. �,G,' t`i'd,;,t,s0- 1 � � �H Q t. ri:°d:.'-,;:.t,.,:`��_'..,E'u"�a r; ;�t�!,/ n 41'=• `'`h'^�.,'�^ 111111�� -;, ,ii. `'NijiA g, ti'` -Krimlofski " l, is q+" ♦ �� '� ly iArl f?<�",ITQ Ii�I�j!�.d�5� {7 r Pro�e'tl^. 1,7.,* �C�. r J pi. $, `'\ ?y(:'�`• /�,y* V i�'�•y,6 1 �r ia„-' ;e.,7411�s i rs/ •(�i?/, it r / Y. •ji'` , •� r1r[ :l:AVi; r4 'Sr') i. ,_. .x� , .ii {tom Trail on east side of road. Trail is 15' ! aF'€ v •�, 1, ��z, ,, ,,, lower than the road from P40 for ,. ; ' ° '� � �� V k r to G ' / approximately 3/4 mile north. • :•-• Neale�WoodS kr,• r. i ire• ''1 i$ " e'" � r /. ; e . 'Nturejeenter � $r), <<rs Trail crosses road from west side to t _r; ;= - �;; nA 9 i ; Y I, : _ east side of road at intersection of 5 t �, 4'�. r .. f 1 .F.y 1 n 11, -,f 1 .GI l.r :'' 1 ' ;� r �5 , r�ii=A� 4.1�.,{ x ;, �r j ',a• •._�;:.. County Roads P51 and P40. • f e. rim 7.,<t\`.�.- ,C ; 1.k .. itc.:_ .-;:.:r•41',!•S'Rd'4•1-.N, .. f" A ,t ,,i , ......, _, 1:\ \...). it, A‘ '''...1,-\ -I,A-/ ,..\- 411 A f i ,,,, ,`•.,•, . (`lii�ll, ip., g Trail on west side of road. w J' 1 % `(� '. `, ."\-.. t•--.‘"( ,:it:. • 7, \ ,--4..-'-p k 1 , • .1 4,( \`.�Y.,.;,_ I.. �}(„, r -<,?'� fie\ \ �k?;t, s.,Nre ` JJy\�'p/if; 30 '\ BACK Nebraska Riverfront Trail �' , '`"`' ,� if "p • /.' • \- TO THE I-680 to Boyer Chute N.W.R. �'� \h \t��''^t �i; r g�}�� j RIVER Segment r ' r r t " ;• . - Trail Segment ;,;: ,: , E.N1i ft ; -- — Segment described on this page on �, , �`; ! /,' --•Other BTTR Trail new`0� ; .0 ,; .- •—•—Other Existing Trail Par]c`: `r'_:• _ - �' Other Proposed Trail �` North USGS 1: 24,000 2 i_ ' _- 16,' / Jam, ;�.: . �, \ 811, i �`1 LO• s 1 2 '1,:',.,, J �rl'�� 1 6 • Trail on north side of road to intersection i 9� 1 tui with County Road P51. a ; we L ' O ir i 236 BM 21 Rd! •Trail on east side to County Road 236. 990 ". 98- - N•it''' — : �'65 bridge required to cross Deer Creek. Ramp required to top of levee which is • �� Creek' 8' higher than field. =— tha s ake etland ;� 4-7 _ •Locate trail on existing roadbed where v� ►� --", ' ) �� adjacent to Nathan's Lake. =�. — _1 i \s. Nkj... tom 2 _— lir , . •Rebuild 2,000 foot section of P51 on the west side of existing road. )-- g • c1: �11 - . .� •Trail on east side of P51to south edge I W 'r5�� ,"s of Nathan's Lake. -4.-7.. to,...,,I.4::. ----..--4,0w,?..e, -:-.\.,,f,r_ptv„... - ,, ti'11r,i4;r)1").-',NOt\-,13 ''-oVi-t,.. ,f-Islrra- ---1 . • \ ''' Prretil;''t" 4-•-%.'3). 4k-'''', .' ‘ VIIIMPI •-tifkij,ftlfrarelltel"tcVN`Ti,:.:p:„VolF,%1, ‘pic„:g4;40.1 .Wl '' {r,�v y/, I'll Ir ��; jS�'.� 3sF\, , _�,� :�� 14414.0 crO aNr- ,, ,rP g as _� I`, t{- u;, ,ift ikA t-01gi r V3 �IST!• p' .fit �� as`- �`.. teng.0.�.p� j�" `�/'',{;,ryiii jrqttita.) ,I,I;:,,t,,,.1,15v,11 `` � -,: 4 F t s . _ BACK Nebrastao Riverfront Trail , , �/!'.I -_ , ;1`r € 4a{ '� ,' . � 7o mE I-680 to yer Chute NW.R. I' \l - , I ;, ' � tr N-14. �r t - ,i RIVER Segment .!� L'•� I / �Ii•`M rJ e I� r - S i"e" ,, Y,,,-„A'� ,,... 3 d+S,:• w.+rt i e , � " Trail Segment 9 , ��w Neale,TWoods4� ,s�� . c ' 3 ti r r 9 �� 64, .itlirO .� , A xtNatareiCentea�pr,� l , Segment described on this page S 1� , � �k w v . .� Other BTTR Trail (�^,l.�� "i tecr ''• \ \�vn, �Y 1' y0.{Cal ' •—-— Other Existing Trail Other Proposed Trail 1` North USGS 1: 24,000 >--/._ Zap 3 1 I �. i4 x 932 +' i I /. ti • o Well G Boyer Cihute — —'. National:Wildlife...x._:.,: .:.......,:. ...:..„'�r R,-, .,.Kili:... ...e...:..:.....:.::.:,..,.:.:........,.,.:,_,.:,.:-. s.. � � �iefuge ;. oWell e riE :: ..�.:...,..:v..::...._;r.x..b,::.rd'_...Yxx...:x.-v::a u ts4iii 3 rx.. n Road 34 P i � .:; ,, Y ; y - ; _�_4 M'�9x f ' � r Trail crosses to north side of County all _ F= Road 34 and runt east to Boyer Chute I I /' so I ":: National Wildlife Refuge. /9 "C II i .: .1,� :. I JI: 1 11 992 j 'I � I 1.., 1 = 75' bridge required to cross drainage ditch. cr BM �^ 9 r 22' �J ),(il ' } e9°--j Wet • Trail on east side of County Road?( 151 AIL - O U \N - I c_. If . �� f'� from County Road P51 to 34. I I BMv 2 8M •BM 1 990 Vti) / 999 a aLI t _' PPS `1 73 Creek ? I mo' r---�d !�7 _ _ _ BACK Nebraska Riverfront Trail \^~ '� '�'-"`"=• Nathan's Lake To THE I-680 to Boyer Chute N.W.R. `mil 111\7:;..*:--- RIVER Segment YlLetland ` � —"�_ -- Trail Segment �`"u �•� Segment described on this page i �.. • Other BUR Trail ,L -—•— Other Existing Trail 7/14> ��✓� `�A Other Proposed Trail North USGS 1: 24,000 0ap 4 • The Arena and Convention Center a the Union Pacific Shops . ,_. „ , -,-... ,,,,, ,,,,,,,,,,,,V,e.,.,F:Wcizt,, Iir..1,.- e. •-,. .'s',.--''''Z'''''.'0A:•ft,,3-,,,s • '''-. -, . '.L.,.. . • '. ,'. '.,.. , ''."--'..• - _.'"C - .f = . -,-- -,.,'"-',.:e-ffl. '''''' '-',..C.--s. .." , • .. - . ' • • • 41;;;iihat4-44. ----.1 - --- - s-•-;‘' " -'.'-ent,.. 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Many studies have been done during the past eleven years with the latest effort being undertaken at the end of 1997 and early 1998. The Metropolitan Omaha Convention Sports and Entertainment Authority contracted with various professional firms in the summer of 1997 to define the size and cost of a facility needed in the City and to select a location for the facility to be built. A tremendous amount of effort was put forth by MOCSEA and the project continued to move forward. The study clearly and concisely defined what needed to be constructed to serve the metro- politan area. Following the MOCSEA study, the City of Omaha in 1998, initiated a com- prehensive planning study and refined the size and scope of this new facility. The results of of these combined studies have provided the background data necessary to continue with ongoing efforts to bring this much needed facility to fruition. For this particular effort, the former Union Pacific Shops Property just north of downtown Omaha and the Gerald Ford Expressway is being recommended as the location for this major civic project. THE PROJECT The Union Pacific Shops property lies on the northern edge of Omaha's Central Business District and contains approximately 190 acres, all of which is owned by the Union Pacific Railroad Company. Some time ago, the Union Pacific essentially closed the shops property and in the mid 1990's demolished the major freight house structure that was in the south central area of the site. Over the last several years various opportunities have been studied for this large parcel of real estate but none have moved forward to the implementation stage. While it is unfortunate that nothing has been constructed on this site, this vacant parcel represents a great opportunity for the construction of a convention center and arena complex at this location. In order to fully utilize this site for the arena and convention center, it is proposed that a series of streets that reflect the C.B.D's urban grid be constructed on this property. The main elements of the street system to be constructed are the extension of 10th Street from the current termination point at 10th and Capitol Avenue north through the site about five blocks where 10th Street would turn east and tie into Abbott Drive. With this connection, the new 10th Street would become the main transportation corridor between downtown, the convention center/arena complex and Eppley Airfield. To enhance the east and west ingress and egress from the shops property, Burt Street as the east bound Street and Cuming Street as the west bound street would be connected to the new 10th Street extension. In addition, northbound 13th Street would be extended north to Cuming Street to serve as part of the north/south traffic pair from Cuming Street south. This proposed new street system is shown on the drawing on the next page. In addition, current entrance and exit ramps remote from this location on the Gerald Ford Expressway and the North Freeway would be studied to see if improvements should be made to improve access to and from this site. , The Union Pacific Shops Property currently has three separate rail lines that run through the site. Essentially there are service lines on the east and west boundaries of the site and a main line through the middle of the property that serves as a track for a coal train that serves the power plant for the Omaha Public Power District on the east side of Pershing Drive south of the Mormon Bridge. The three tracks that go through the site will need to be located on either the east or west side of the site. In discussions with the Union Pacific Railroad Company these tracks can be located on either the east or west side of the site and a final determination can be made for the best location of the tracks with continued discus- sions on engineering and financial ramifications of the two solutions. The western align- ment for the combined rail corridor is the preferred location for these three rail functions at this time. Another remaining issue on this project deals with existing utilities within the project boundary that must be relocated or extended into the site. Currently, this does not present any great concerns and will be addressed and solved as the project moves forward into the detailed development stage. The actual convention center/arena project will be located on the east side of the new 10th Street and would be south of the extended Burt Street. The following drawing shows the location and configuration of the proposed project. As noted in the drawing, the arena would be on the north end of the complex with the exhibition space, meeting rooms and ballroom to the south of the arena. It is proposed that the arena floor-and-cxhibitioot suet would be at the same floor elevation to provide for maximum use and flexibility of the facil- ity. The programmed space for this marvelous new complex would be as follows: Exhibition Space 150,000 square feet -This includes two 50,000 square foot rooms with 35 foot clear ceiling heights plus appropriate support space with a shared 50,000 square feet in the arena area. • Meeting Space 30,000 square feet of dedicated meet- ing space combined with necessary support space to serve the meeting rooms. Ballroom 30,000 square feet of dedicated ball- room area plus the addition of an appropriately sized kitchen and sup- port space to serve major ballroom functions. Support Space This space would add 180,000 square feet to the overall building project. This space would include the circula- tion, mechanical, electrical and stor- age needs to adequately serve a facili- ty of this size. Arena The arena and its final design would be flexible and expandable at a future date. The initial layout provides for 14,000 seats for hockey, 15,000 seats for basketball, and 18,000 seats for special events. Because of the original size of the arena bowl, additional seats could be added in the future to accommodate larger events. Parking It is currently envisioned that there would be 7,800 surface parking stalls that would serve this complex. As shown on the drawing the vast major- ity of these parking stalls would be west and north of the complex with the greatest number of stalls closest to the arena. Parking and a service yard would be provided on the east side of the complex to serve the users of the complex. Hotel In order to insure the success of the complex it is recommended that a 400 room hotel be built to serve the complex and that there would be a direct enclosed pedestrian connection between the hotel and the convention center/arena complex. In addition there should be a dedicated 500 stall parking facility to serve the hotel. THE PROPOSED COSTS Listed below are the summary categories for the construction of the convention center/arena project as described earlier in this report: The Basic Building This includes the arena, the exhibition space, the meeting rooms, the ballroom, circulation space, storage, mechanical and electrical areas and the service yard. Included in this number is architec- tural fees and an allowance for fixtures, furniture and equipment. $169,500,000 Parking This assumes 7,800 surface parking stalls that are ti A well lighted and landscaped. $22,500,000 Site Development This includes pedestrian zones, plazas, drop off areas, lighting and landscaping adjacent to the building. $5,500,000 Street and Transportation Improvements This includes all street work associated with the project for the major streets to be constructed and local streets within the project site to serve the parking lots. Also included is the cost of the trolley extension to serve the complex. $18,500,000 Railroad Improvements This is the cost associated with all aspects of the rail relocation to either the west or east side of the site. $5,000,000 Utility Relocation This includes all of the work associated with the relocation or extension of all utilities necessary to serve the site. The vast majority of this cost is associated with the relocation and rebuilding of the three very large sewers which currently go through the site. $20,000,000 Demolition and Site Preparation This is the cost of removing existing footings and foundations, hard surfaced areas and other improvements at the current site and importing good fill material for the construction of the building, streets and parking areas. This also includes funds for environmental remediation at the site. $8,500,000 r Land Acquisition Included in this number is the cost of acquisition and relocation of two businesses to accommodate the moving of the rail lines and the extension of Burt and Cuming Streets, as well as, the cost of the Union Pacific Shops Property. To be determined Soft Costs This includes the design and construction related fees for all aspects of the project excluding the building, financing costs, and all other related project costs. To be determined In addition, because of the site selected for this project, the complex can be expanded in either the initial stages of the project or in the future. Listed below are the added cost fea- tures of this proposed project: Exhibition Space 50,000 square foot modules with sup- porting truck dock, service dock, lobby space, meeting rooms, conces- sions, arena, and restrooms. This program requirement calls for an overall increase in size of the facility of approximately 120,000 feet of floor space at a cost of$30,000,000. 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T ' ••• '• '.. •.t. •' ..'''.".. • ••' ,ttA: 74:,'.17:::4•P4:7N-t---j .r....-',... ' • •-• .jc-;',4. AAt'Ll!'.:i ,S t• ,,,.... ,.,:.-..,•,42....A.,.. , •••• , ,r,e••'--. -- `•:^ ' r ' \ II! 4 DIRECTION OF TRAVEL, i: ,, . .• ., ,,---.- - *.- _....:,,.-/,.,:--..., ,.,-1. --- _ .- --7'12=ERIF.- -- . - • z. Z tv. ,,,, , .� 'l...v:'�•$+¢.FCCS.� „p F C. %.4: tbcvil.. C<ie 0 4,1> .. AZ..YL�A ✓ �C31�/C C-VCA�O�'J.,..�CY• C z BURT STREET EXTENSION ` .. 3 C .; i. .:�.:..i `a• 'i�: \A�A.:,'••�•' - \,a p:� bYra�74�'�''.tE.'Ae'6�bdC� illif ,ate - - - --, �--1,9 I ` , i�;��'' 1 \ ,. ^T p 4i '7 Ai Ztr. g Id E `: e" { 3� 1, 14,� 'r . r -— —— -,-1 _ ::`ter-' 'N\'. - •Wr Pr ' 1 1.w'" � _�. I j 1 : t: _ i qF ...• . j I i F a:'�'tt`, t:L�-,•�,':'n .. 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LA PI CI 2 • g i .-I t C ?' 7 1- 7 0 '4 IF- 9 t . • .11 •C 1 sas o z ‘Yt.____ 11.1i . 4 ; o g 44-4 6 1 ,i6"•K,,- it., . ,v ../ ,„ 1 E ,i. 0 c 1470i Q pill.t.,:gt . . .t , . , . 1 1 i ... .=,,.. Z x • rfl • — • z ,., , i • .1., tI 1 - N NI ( l December 22, 1998: Doc. # 3542—Motion by Lo to Pass.Seconded by Terry. Doc. #3543 —Motion by Koneck to trifurcate the question to (a) Riverfront Area Development Plan, (b) Arena and Convention Center Area Development Plan, and (c)North Omaha Housing Development Area Plan. Seconded by Brown. No objection was raised to trifurcating the question, and therefor no vote was required. Doc. #3544- Motion by Anzaldo to Pass(a)the Riverfront Area Development Plan. Seconded by Kraft. Carried 7-0 (ORDINANCE NO. 34782) Doc. #3545 —Motion by Anzaldo to Pass (b)the Arena and Convention Center Area Development Plan. Seconded by Terry. Carried 7-0 (ORDINANCE NO. 34783) Doc. #3546—North Omaha Housing Development Plan Read. Doc. #3547- Motion by Anzaldo to amend the North Omaha Housing Development Plan to include the "Redevelopment Efforts For The Bridge 21 Impact Area". Seconded by Kraft. Carried 7-0 Doc. #3548—Motion by Anzaldo to Pass (c)the North Omaha Housing Development Plan as amended. Seconded by Lo. Carried 7-0 (ORDINANCE NO. 34784) - - , . '' . , ' ;"t•4.-,,..,--,-.t ,,^'''f'11.-I % ' .:;.. ' ''' ':..''..'-,- .`S...z.,,-,, 17k: 64, : . :: ,;;',..7-.'-,..'' . . - ...... '' ,;le'-^ ^.- .,---:- - - '',:: ----=',-;—‘ . - C C ao • . al " C iiiif. NL .., -- ..... 0 \ • "I .= -.".4 nl z 0 III in fD 0 0 ts) 0 .. , 1-11 1—h 1-11 1—, Z' 7c/' n 5 ''' 1.1 pci z t N•-:171,!4 1 gmairal 11* fl) a) (1D CI > C'D 4 Z tl) ,,, .,, , ,. _ . ,_ _ ,\, . ...0^Q •-....--.'-^ .1 0... 71 rri .c4e) rn1_, .-, rt, < 0 n a) 0 fD CD tml 0 rt ta, 11 F—‘ ro o rt CAj W -k. tv 0:t3 .41, ' \-A)ci=, -,-- Is : ' kti;' • E 1- •N AN, . -= ,.,,,,,„,„•x X CD r CD A) fD CD 11 qi f:L. CD 11 rt 0 1\ r‘ m"=, •: ..< 71 ()) 1 \ 1 . 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