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The Neighborhood Model: Building Block for the Development Areas ........... ~
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Table of Contents
Section 1
INTRODUCTION: Development Area Planning and DISC p.3
Section2
BUILDING IN THE DEVELOPMENT AREAS: The Neighborhood Model p.6
Section 3
FITTING THE PIECES TOGETHER: TheTransect Concept p.25
Section 4
BUILDING THE MASTER PLAN p.33
Section 5
PANTOPS PROTOTYPICAL PLA~ p.39
Section 6
DESIGN APPROACHES p.47
1. Pedestrian Orientation p. 48
2. Neighborhood Friendly Streets and Paths: Options for Thoroughfares p. 51
3. Interconnected Streets and Transportation Networks p. 61
4. Parks and Open Space ~p. 69
5. Neighborhood Centers p. 77
6. Buildings and Spaces of Human Scale p. 79
7. Relegated Parking p. 87
8. Mixture of Uses p. 90
9. Mixture of Housing Types and Affordability p. 92
10. Redevelopment p.102
11. Site Planning That Respects Terrain p.106
12. Clear Boundaries with the Rural Areas p.lll
Section 7
STEPS FOR IMPLEMENTING THE NEIGHBORHOOD MODEL p.l14
GLOSSARY p.l16
The Neighborhood Model: Building Block for the Development Area,~
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The Neighborhood Model: Building Block for the Development Areas
Section 1
INTRODUCTION
Development Area Planning and DISC
Figure 1:1 V~ew of
Albemarle County,
Virginia. Photo
courtesy of Elizabeth
Meyers.
Planning for Growth in Albemarle County
Albemarle County has arrived at a critical moment in its history.
The natural beauty of its landscape, combined with the area's
depth of cultural resources, excellent schools, strong economy,
and the charm of downtown Charlottesville, attracts increasing
numbers of new residents and businesses each year. Increasing
large-lot land development in the rural and urban areas of the
County, however, threatens to diminish many of the same
qualities that have made the County such an attractive place to
live and work. The pace of development combined with a low-
density suburban form of development has begun placing great
strain on roads, schools, and utilities. The demand for housing
threatens the scenic beauty and health of the County's ur6an and
rural areas.
The Neighborhood Model: Building Block for the Development Areas
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Goals for Neighborhoods in the Development Areas
Developed by the Development Areas Initiatives Study Committee (DISC) from 1997 to 2000 to
augment the goals of the 1996 Land Use Plan, the goals for the Development Areas are as
follows:
· Centers -Neighborhoods within the
Development Areas will have centers or
focal points for congregating. These may
include schools, parks; places of worship,
civic centers~ or small commercial and
social areas. Such features will be an easy
walk for most residents in the
neighborhood.
· Open Space -Each Development Area
will offer opportunities for public and
private outdoor recreational areas for active
and passive recreation.
· Network L A network of streets.
bikeways, pedestrian paths, and bus routes
will connect new neighborhoods as well as
existing residential areas and nonresidential
districts.
· Mixed Uses - Neighborhoods will contain
a true mix of uses, including residences,
shops, and places of employment, as well as
civic, religious, and cultural institutions.
· Building Placement and Scale
Consideration will be given to massing,
height, setbacks, and orientation of
buildings so that these characteristics
enhance the public realm. In particular,
garages will be less dominant at street v Jew
than houses.
· Alleys - Where topography permits, alleys
will provide rear access to parcels, allowing
for and facilitating the provision of garages
and utilities to the rear of houses.
· Relegated Parking - Parking for the
automobile will not result in an excessive
amount of paved area; parking on the street
,dill be the norm, and parking lots will be
provided to the rear and/or sides of
buildings.
· Variety of Housing Types - Each
neighborhood will possess a variety of
housing types accommodating a range of
incomes. Affordable units will be dispersed
throughout the Neighborhood and will be
visually indistinguishable from other-c:nits.
· Appealing Streetscapes - As the
fundamental element of public space within
the neighborhood, the street will make the
neighborhood inviting with street trees and
landscaping. Sidewalks or paths that
connect houses to each other and to centers
and common areas will be the norm. Walks
will connect sidewalks to front doors and
main entrances.
· Transportation Options -Convenient
routes for pedestrians, bicyclists, and buses
and other transit including light .rail will
augment the street network. Public transit
stops will be located within each
Development Area. Walking to them will
be safe and convenient. Waiting for tfansit
will be comfortable and a normal part of
activity in the Neighborhood Center.
The Neighborhood Model: Building Block for the Development Areas
The Neighborhood Model and Master Planning
This document is a part of the County's Comprehensive Plan. It supports a change in the form
of urban development from what currently exists. It recognizes that, if the Development Areas
are to be the primary areas receiving residential growth, density must be increased to at least
the low end of the density scale that is recommended in the Comprehensive Plan. To achieve
that density, the form of development must change and that form must be more urban and less
suburban. The proposed form is described here as the Neighborhood Model.
Another key element is that growth in the Development Areas be guided by a master planning
process. Also included in this part of the Comprehensive Plan are descriptions of innovative
design tools for creating more urban livable neighborhoods. Master Planning and ordinance
revisions require time for writing, adoption, and implementation. As a result, there will be a
time lag between the adoption of this document and its full implementation. It is intended that
the parts of this Plan which do not require a Master Plan or ordinance revision, including, but
not limited to, the 12 principles as described in the following chapters, will guide a new form
of development for the County's designated development areas.
The Neighborhood Model: Building Block for the Development Areas
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Section 2
BUILDING IN THE DEVELOPMENT AREAS:
The Neighborhood Model
Changing the Form of Development
Achieving Albemarle County's dual goals of preserving its
rural area and creating livable communities in its designated
Development Areas will require a new form of development
that is ultimately more urban. If the countryside is to remain
beautiful and productive, the bulk of new development must
locate inside the Development Areas. But these areas will
not attract the needed share of development unless they are
appealing and functional and offer a high quality of life for a
broad spectrum of the population. The form of new
development strongly influences the desirability of more
dense places. Consequently, short-term efforts by the County
will be concentrated on changing the form of development;
long term efforts will promote the densities'in the --
Comprehensive Plan. The principal vehicle for effecting this
change in development practice for undeveloped sites and
places where development has already occurred will be the
Neighborhood Model. The Neighborhood Model is proposed
here as the building block for achieving this goal for the
Development Areas. ~
Figure 2:1 View
of Kentlatuts, a
new community in
Gaithersburg,
Maryland.
The Neighborhood Model: Building Block for the Development Areas
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The Neighborhood Model - What It Offers
The Neighborhood Model seeks to change the form of development from a pattern of
sprawling, isolated buildings to a more compact and interconnected design.
The Neighborhood Model:
1. Accommodates walkers, bikers, and public transportation so that mobility can be a reality
for the elderly, the young, and those with limited access to automobiles.
2. Makes open space integral to overall design so that residents and workers can walk to a
public park, experience preserved natural areas, and enjoy public gathering places.
3. Keeps buildings and spaces at a human scale so that street views are atWactive and pedes-
trian friendly.
4. ~corporates varying densities and gradually allows for an overall increase in density in the
Development Areas to meet the goals of the Comprehensive Plan.
5. Contains a mixture of residential and non-residential uses so residents have convenient
access to work, to services, and to entertainment.
6. Requires interconnected streets within developments and between developments so that
pedestrians can walk easily to many destinations, traffic has alternative routes, and Car trips
are reduced in number and length.
7. Moves off-street parking out of sight and encourages on-street parking.
8. Mixes housing types and markets so that the full range of housing choices is offered within
the neighborhood.
9. Emphasizes re-use of sites.
10.Adapts development to site terrain so that natural topography can be preserved.
11.Maintains a clear boundary between Development Areas and Rural Areas.
12.Provides for neighborhoods to have a designated center to bring diverse and continuous
activity to a neighborhood.
The Neighborhood Model: Building Block for the Development Areas
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Figure 2:4 (right) Plan of
downtown Charlottesville
showing Queen Charlotte Square
(in black) The residential density
for this project is 33 du/acre. If
the commercial area were
developed as condominiums, the
equivalent density wouM be 50
du/acre. Plan courtesy of Daggett
and Grigg Architects.
Why Change the Form: Density by Design
A minimum level of density, particularly in the Center areas, is essential to deliver the sense of community
and the many amenities and cost efficiencies offered by the Neighborhood Model. In addition, only such a
density will allow for preservation of the rural areas as population continues to grow.
Tying Density to Quality of Life
In keeping with the County's Land Use Plan, the
Neighborhood Model anticipates an increase in
density in the Development Areas from the current
level (less than 4du/acre) to a range between 3-6
du/acre (neighborhood density) and 6-34 du/acre
(urban density).
Design is especially important with higher
densities. A well-designed multi-unit project can
fit in with neighboring buildings and provide
privacy and quality to residents. In an urban
setting, it also can offer the convenience of parks;
shops, s~hools, services, and entertainment in
walking distance. With an urban form, a variety of
uses can co-exist and provide many useful places
to go in a small area. Most of the advantages of
community are not available without critical mass,
at least in the center areas.
Potential Advantages of Well-Designed Density
· a variety of choices in housing, shopping,
transportation
· convenience to services, entertainment, and
recreation
· opportunity for more community life
· amenities such as parks and neighborhood
caf~-s
· less time driving because of shorter trips,
combined errands and walking opportunities
· potential savings in taxes
· a reduction in pressure for rural development
The Neighborhood Model requires an overall
increase in density in the Development Areas over.
time. The overall effect should be an increase in
appeal and livability of the Development Areas.
Urban Density Can
· provide capacity to absorb the bulk of new
residents
· make possible pedeslrian-oriented
communities
· serve a broader population
· allow more efficient delivery of public
services
Figure 2:5 (above) Redevelopment in downtown
Charlottesville at Queen Charlotte Square. 36
dwelling.units and 20 office condominiums sit
comfortably on a I acre parcel. 82 parking spaces sit
on an outdoor parking deck and within a garage.
Photo courtesy of Daggett and Grigg A rclu'tects.
The Neighborhood Model: Building Block for the DevelopmentAreas =~; ..... -...
Principles of the Neighborhood Model
This vision of how the Development Areas should develop is the Neighborhood Model.
Embodied in the model are 12 principles, which emerged from the Land Use Plan and the
goals for the Development Areas.
The following pages illustrate the 12 principles of the Neighborhood Model. Section 3 (the
Transect) presents one conceptual basis for how the pieces of development can fit together
according to these principles. Section 5 contains specific approaches for applying these
principles.
Principles of the Neighborhood Model:
1. Pedestrian Orientation
2. Neighborhood Friendly Streets and Paths
3. Interconnected Streets and Transportation Networks
4. Parks and Open Space
5. Neighborhood Centers
6. Buildings and Spaces of Human Scale
7. Relegated Parking
8. Mixture of Uses
9. Mixture of Housing Types and Affordability
10. Redevelopment
11. Site Planning That Respects Terrain
12. Clear Boundaries with the Rural Areas
The Neighborhood Model: Building Block for the Development Areas
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The Neighborhood Model: Building Block for the Development Areas,
1. PEDESTRIAN O~ATION
The Neighborhood Model proposes
a walkable community, with
sidewalks and paths provided in
new development and a variety of
destinations within a fiye-minute
walk for residents. Pedestrian
orientation requires a high degree
of coordination among the other
principles. All elements density,
building placement, street and path
connections, mixture of uses-
must be designed with pedestrians
in mind. The result shouM be a
walkable community that
reinforces all of the other goals for -
the neighborhood.
Pedestrian orientation, by definition, is designing
neighborhoods at a human scale. Walking is
convenient only .when all of the elements of
development fit the proper dimensions. A true test
of walkability is when children can safely walk or
bike to school or activities rather than being driven.
Another test is the ability of someone to walk to
work.
Providing sidewalks is only one part of the picture.
Streets must also be connected to offer various
routes. Density is needed to provide destinations.
Siting parking lots behind buildings gives
pedestrians a shorter and safer approach. ~Trees
along streets and in parking lots provide shade and
make walking comfortable. Mixed uses place
destinations in walking distance of residents.
Paths and open space make walking safe and
pleasant. As the list below shows, the entire form
of the neighborhood determines whether people
will find walking useful and pleasant.
What Pedestrians Need:
· Convenience and Safety- cominuous
Sidewalks and paths that are short and at
clearly defined crossings
· Destinations - mixture of uses with buildings
close to the sidewalk and to each other that are
reachable from a variety of routes
· Comfort- trees, shelters, and other
streetscape elements
Figure 2:6 (left) Sidewalks.
lined with residences and
wide enough to walk two
abreast such as this example
in KentIands. Maryland.
invite pedestrian activity and
help to animate a
neighborhood. While this
example features brick
paving, the Neighborhood
Model does not favor one
paving material over
another.
Figures 2:7
and 2:8 show a
narrowed
pavement width.
sidewalks
adjacent to the
street, street
trees and houses
closer to the
street in a photo
enhancement of
a conventional
suburban
neighborhood.
lllustrations
courtesy of the
Pennsylvania
State University,
Department of
Landscape
Architecture.
The Neighborhood Model: Building Block for the Development Area,~
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Figure 2:9 Chevy Chase.
Maryland demonstrates
many of the principles of
the Neighborhood Model as
it pertains to the making of
well-defined streets in an
American context. Any
number of elements.
including a row of street
~rees. and a white picket
fence at the property line
defines the space of the
street. In addition, the
house ts set close enough to
its front property line so
that conversation between
passersby is possible when
people are seated on the
front porch.
2. NEIGHBORHOOD FRIENDLY
STREETS AND PATHS
The Neighborhood Model proposes
that road design addresses character
and appearance as well as design
speed and capacity. Specifically,
streets shouM 1) be narrower. 2)
include streetscape elements such as
street trees, 3) provide paths for
pedestrians and bicyclists, 4) allow
better distribution of traffic, and 5)
accommodate potential public
transportation connections. These
changes would make transportation
routes work better for ail citizens,
not just those in cars.
Roads make up the 'largest component of public
open space. Typically, traffic engineers have
designed roads based on capacity. Less
recognized is how much roads influence the
character of an area and how much they are a
setting for human activity.
Reducing required street widths has a number of
advantages. Narrower pavement area can enhance
property values, provide public amenities, do less
environmental damage, and increase pedestrian
safety. Alleys, for example, greatly improve the
network without requiring wide pavement.
Providing just as good a network for bicyclists and
pedestrians makes long-term sense, particularly in
combination with planned public transportation
connections. Bike paths can be sited along roads
and also-as part ofgreenways or other path
systems. Steep terrain forexample, can make
pedestrian paths a sensible alternative to excessive
roadcuts.
The Neighborhood Model: Building Block for the Development Areas
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Advantages of Reduced Road Width:
Reduced water pollution. Roadways are a major
contributor of erosion and water pollution and
narrower streets have less impervious surface than
wider streets.
Enhanced Pedestrian Safety. In some instances,
narrow residential streets may be safer than wider
ones. Drivers tend to drive slower when streets are
narrower. Slower speeds give drivers more reaction
time to avoid accidents, and redUCe the severity of
injury when there are accidents.
Reduced Cost. Reducing pavement width should
produce a pro-rata savings on the cost of the road.
Clearing and grading costs also would be less, as
would long-term maintenance.
Figure 2:10 View of
narrow street of new
townhomes in Kentlands,
Maryland.
The Neighborhood Model: 'Building Block ~for the Development Areas
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Figure 2:11 These two
upper and lower
alternatives depict identical
densities and land uses.
However. the bottom half
provides interconnectivity
through a network of
thoroughfares minimizing
travel distances and the
burden on any one road,
while assuring discrete
locations for differing land
uses. The upper half relies
on a conventional cul-de-
sac. collector, and arterial
system for planning
thoroughfares. Used with
permission. Duany, Plater-
Zyberk. Architects.
3. INTERCONNECTED STREETS AND
TRANSPORTATION NETWORKS
The Neighborhood Model calls for
an interconnected network of streets
within new developments, and
connections with existing
development. This network is
essential to support the pedestrian
environment, mixed use
developments, and compact,
livable neighborhoods envisioned
for the Development Areas.
Conventional suburban development
uses a stem pattern of streets. Like a
tree, main branches (arterials) lead to
.the trunk but not to each other; stems
go to the branches (collector streets)
but are dead ends, with no other
connections. Travel is planned to be
most efficient from the-outskirts to the
center. Often neighboring development
projects do not connect. With only
single routes available, traffic
congestion can lead to a demand for
increasingly wider arteries.
The NeighborhoodModel suggests a
network of streets which is more web-
like, more adaptable, and less
vulnerable to pressures for widening.
Streets are interconnected within and
between developments, providing
multiple routes to any destination.
In addition to streets, pedestrian paths and
bikeways can interconnect areas. They do not
have to be vehicular in nature. For example, as
shown in the section on parks and open space,
open space corridors can link neighborhoods to
each other and to other sites. Bus and train
routes also' provide for connection and, 'when
used, reduce reliance on the single-occupancy
vehicle.
There are five types of transportation networks:
1) streets and roads, 2) pedestrian paths, 3)
bikeways, 4) bus routes, and 5) light rail lines.
The primary network is the road system and in
many cases the other networks will parallel the
roads.
The Neighborhood Model: Building Block for the Development Areas
15
4. Pn~s ~ Ov~ SvAc~
The Neighborhood Model proposes making
open space integral to overall community
design. This should result in residents
having convenient access to parks, public
gathering places, and natural views
whether they are at home, work, or play.
The open space system should provide an
important framework for the organtzation
of development. It should serve as a
connective element to join different
development areas, in addition to
preserving important aspects of the natural
environment.
Open space includes recreational areas, public
gathering places, and natural and landscaped
areas. Communities need open space of various
size and functions. In conventional development,
however, many areas, particularly of low-density
single-family housing, contain no open space or
recreational areas. Even when open space is
required as a ratio of housing units to land area,
often the open areas are poorly sited afterthoughts.
Treating open space as integral to the design of the
community opens the opportunity for providing all
of these types of open space efficiently and well.
Relating park areas to larger open space systems,
for example, or extending preserved-areas to
adjacent parcels can result in better-sited and more
productive open space. Similarly, locating parks or
gathering places adjacent to major destinations can
enhance Safety and usage.
Size and location of open space should reflect its
purpose. To provide recreation areas within
walking distance of all residents, for example, small
mini-parks shOUld be frequently spaced in
residential areas. Similarly in core areas, manysmall
gathering places are appropfiate; such as plazas or
small courtyards. These plazas and courtyar~ds, in
addition to a major focalpoint, such as a"main
street," might 'serve as the heart of the community.
Landscaped areas can be spots of beauty and:. of
quiet enjoyment. Important natural areas like
stream corridors can be set aside to protect
environmentally sensitive areas and provide places
for recreation and enjoying the outdoors.
On a community level, green space can relate to the
underlying natural systems. This approach provides
the oppommity for simultaneously meeting diverse
goals such as stormwater management, groundwater
recharge, and habitat protection.
The design and location of open space determines
how fully it will be used. For example, a public
space framed by building fronts, surrounded by
neighborhood thoroughfares, and accessible to
nearby residents is inviting and safe. Such
principles of Crime Prevention Through
Environmental Design (CPTED) can improve siting
decisions, as can such criteria as locating parks
near paths or major destinations like schools and
other public facilities.
Figure 2:12 Town Square,
New Bedford, NewYork.
Figure 2:13 Residential
Square at the head of a
stream valley park,
The Neighborhood Model: Building Block for the Development Areas
]6
5. N~mm~o~nooo CEN~rEe, S
The Neighborhood Model proposes
an overall increase in density in the
Development Areas ami suggests
that each neighborhOod have a
designated center. Along with this
density wouM be changes in
community design to minimize
incompatibilities and provide
significant amenities. The overall
effect should be an increase in
appeal and livability of the
Development Areas.
A center is a focal point of a neighborhood. A mix
of uses is important to a neighborhood and usually,
the mix will occur at the center. The center is within
a 5-minute walk of other uses in the neighborhood.
The appearance and character of the center should
have a positive effect on the surrounding uses. In
some cases, a center will be a high-intensity area,
containing a mixture of businesses, services, public
facilities, and employment that connects to
residential areas and attracts activities ofall kinds.
Figure 2:14 The Square in Crozet, Virginia.
A center may also take the form of park or
recreational area surrounded by residences. It
functions as a public place and a destination from
which activity emanates.
Figure 2:15 Sketch of King
Farm Town Center in
Rockville, Maryland. an
example of planning with
The Neighborhood Model,
The Neighborhood Model: Building Block for the Development Areas
17
6. Bt~mi)mc, s ~xa) S},ncEs
o~' Htm~N Scxev~
To create livable urban areas,
buildings and spaces should be
attractive and inviting. The
elements of building height,
setback, yards, architecture, and -
spatial enclosure all contribute to
the appearance and function of a
place. When proportionate to the
human body and considered in
their context, buiMings and spaces
of human scale improve the quality
of a place.
People like to be in places that are built
on a "human scale." In other words, the
proportions relate to the size of the
human body. A person can feel
overwhelmed in a place of high-rise
buildings where so much enclosure
reduces light, air, and the ability to see to
Figure 2:16 T)~pical
Business Park Develop-
ment. The area is made
up of what have been
termed. "single family"
office buildings. Each
building, surrounded by
parking, is an indepen-
dent object, not created
as part of a "whole."
Figure 2:17 Lucca.
Italy is typical of many
European cities. It is
composed in a manner
opposite to the typical
business park above.
The space is the object.
and each building is an
asset because it
contributes to the
definition of the space.
Figure 2:18 First Street in
Charlottesville creates a
sense of enclosure by the
proximity of buildings and
landscape to the street.
Coupled with the richness of
the architecture, the elements
create a charming
residential street.
Figure 2:19 (left) This
street m Obidos. Portugal
IS lined' with the simplest
of whitewashed buildings.
The charm t( the street
comes from its degree of
enclosure, its gentle
curvature, and a aistant
view (3f the city g boundary
wall beyond. While such
narrow streets would not
wor£ in an Atnerican
context tiler offer a lesson
on the importance of
enclosure, carefid
building aiignmenr, and
on the concept of the
space being more
significant than an3' of the
individual buildings along
the szree~.
The Neighborhood Model: Building Block for the Development Area,;
the top of a building. Similarly, open
areas with wide streets can overwhelm by
producing an expansive area only
suitable for cars. The interrelationship
among the dements of height and yards.
parking and architectural features affect
the scale of a development. The urban
design principles so evident in traditional
villages and towns are an excellent model.
Other good examples are The Lawn of the
University of Virginia, the Downtown
Mall, and the downtown of Crozet,
Spatial enclosure is essential to creating
such livable spaces. People tend to be
most comfortable outdoors when the
space is defined. Streets. like.squares.
plazas, and greens, are like outdoor
rooms. This is why quaint European
villages are Such a joy to experience even
when they are architecturally simple.
American streets are typically wider than
the buildings are tall. Street trees or other
elements, however, can be used to help
enclose the space and restore a
comfortable human scale. In fact. much
of the value added by the Neighborhood
Model stems from such improvements to
the character of streets and other spaces
that the public enters.
Figure 2:20 (fitr left) York
Place Oil tile
Mall in Charlottesvdle has a
residential densiO. ~g' 57 dtd
acre ,9lux an additional
commercial densiO. of 1.0
E4R ~Floor Ama Ratioj.
$97dle the combined E4R
t conmtercial ;dus residen-
tial) (¢' approximately 2.5
would be considered high by
current Albemarle Cotln~'
standards, it (s b~deed this
densio', combined with the
human scale and p(opor-
lions of its detail that
ettab[es it to contribute
the Malt k sense ~tf pkwe.
For a discussion tt[' FAR see
pa,~,e 9Z
Figure 2:21 The "Ahamont' in downtown
Charlottesville t~as a /let density, of 88 dtdacre. Neverthe-
less. it sits comfortably al the end of a residential street of
considerab~lv [ess density providinq, an ~}'chitect~ral fi~cal
point at the ~treet~ terminus.
The Neighborhood Model: Building Block for the Development Areas
19
7. RELEGATED PARKING
The Neighborhood Model proposes
reas.sessing parking standards and
finding ways to make parking areas
less dominant from the street. Such
steps shouM improve the visual'
character of the communi~, and
make possible a more functional
and appealing pedestrian
environment.
Parking is critical to today's lifestyle. Generally,
however, parking areas are over-produced, poorly
sited, and unattractive. What is needed is for the
amount, location, and
character of parking to be
reassessed. Standards set for
the largest shopping period
of the year result in parking
sPaces that are more often
empty than occupied. This is
because conventional
development focuses solely
on parking capacity. The
typical location of parking in
front of buildings ruins views
and discourages pedestrian
access by isolating buildings
far from the main sidewalk
and presenting a
monotonous and
inhospitable space.
Disadvantages of Excess Parking Areas
· raises cost to developers
· increases water pollution
· diminishes pedestrian environment
· wastes land
Ways to Reduce Excess Parking
· Use realistic parking standards, which would
result in fewer spaces for many uses, more spaces
in others.
· Place parking out of view.
· Fully use on-street parking.
· Encourage and allow shared pa~king.
Figure 2:22 Typical shopping
mall surrounded by parking lot.
Figure 2:23 Mimer Park
in Boca Raton. Florida.
Parallel parking is provided
for convenience and to slow
traffic. Structured parking
is provided behind the
building.
2O
The Neighborhood Model:Building Block.for,the Development Areas
Figure 2:24 (right) This
shopping center h: Florida
could have been designed as
a town center and connected
to residential
neighborhoods, had it been
designed as part of a
network of thoroughfares.
As it is. residents of the
adjacent community do not
have convenient access to
the shopping center. The
chain link fence, 6ft. high
wall and drainage ditch
separating the land uses
prevent the connection.
Figure 2:25 (right) This
shopping center at the end
of a boidevard in Shaker
Heights, Ohio forms a
gateway to a residential
neighborhood. Uses can be
mixed by placing them in
close proximity and assuring
easy connection.
8. MIXTURE OF USES
The Neighborhood Model allows
and encourages compatible uses
side by side. This mixture is the
key to the walkability of the
neighborhood and to achieving the
desired densities.
Just as older villages and towns contain a
mixture of uses, newer neighborhoods can
develop the same friendly blend of useful
services and close-in housing. Complementary
uses, such as those that have staggered hours
of operation, can make shared parking possible
and increase the efficiency of land use.
Conventional development of recent decades
rigorously separates land uses. Zoning
categories specify certain uses and exclude all
others. Buffers and setbacks further increase the
separation.
The Neighborhood Model, in contrast, plans for
compatible uses to be side by side. It is
beneficial to be able to live in close proximity to
work and to be able tO walk to a store for a loaf
of bread, a cup of coffee or a video.
Figure 2:26 A new
apartment building tn
Dallas. with "loft" style
restdential units over retail
The Neighborhood Model: Building Block for the Development Areas
9. MIXTURE OF HOUSING TYPES
AND AFFORDABILITY WITH
DIGNITY
The Neighborhood Model proposes
mixed housing types and
incorporating affordable units
within the Development Areas.
Under many zoning ordinances, large-lot single-
family houses are built in one area, small-lot single
family houses are generally buik in another area,
duplexes and townhouses are in a separate area,
and apartments are separate from all three of these
other housing types. This practice separates
different age groups and income levels in a
community and it often separates generations
within families, as they require specialized housing
at different points in a lifetime. By contrast, many
traditional American neighborhoods and towns
provide a mix of housing types within close
proximity, often next door.
It is possible to have a mix of uses in today's
market and achieve diversity of housing within a
highly marketable development. Additionally,
providing housing in a range of sizes and styles
and prices makes sense especially because the
nuclear family (two parents and children) no longer
makes up the majority of households. Housing
options need to fit the lifestyles and budgets of
retirees, single parents, and others:
Rather .than having affordable housing "enclaves,"
the physical form of "affordable" housing should
blend into the neighborhood and not stand out,
either for lack of quality or detail. Units should be
scattered throughout the neighborhood rather than
concenmated in one place. Such uses as accessory
apartments and "live/work" units, with apartments
above ground-floor shops, add both affordable
units and variety to the neighborhood.
Figure 2:28 (above) A live~work unit under construction
in Kentlands, Maryland. The ground floor space is
available for a small professional office or small shop.
Figure 2:27 A duplex unit
in Charleston, South
Carolina. Built for the
Housing Authority, it
resembles a typical
Charleston side porch house.
(Image from Good Neigh-
bors: Affordable Family
Housing)
The Neighborhood Model: Building Block for the Development Area~
10. REDEVELOPMENT
The Neighborhood Model
emphasizes re-using existing sites
and buildings rather than
expanding the Development Area
boundaries into the Rural Areas to
obtain more "raw" land. This
strategy encourages greater
efficiency in the use of lamt and
infrastructure, relieving pressure on
the Rural Areas ami maintaining
value of existing neighborhoods.
Significant portions of the Development Areas
are already developed today but, in time, may be
suitable for redevelopment or infill. These areas
represent additional lands over and above the
vacant developable areas. As land values
increase, under-performing shopping centers will
offer opportunities for retrofit, transforming the
entire site buildings, parking lots, and roads
-- into appealing human-scale activity hubs.
The Master Planning process offers the
opportunity to recognize and plan for the
transformation of such sites into new mixed-use
centers. Another important category for
redevelopment is underused or vacant pockets
of land. "Infilling" these gaps provides the
opportunity for more efficient use of land and
resources by filling in gaps in the community.
Benefits of redevelopment:
· Redevelopment of existing sites will help
prevent sprawl elsewhere.
· Redevelopment may reduce visual blight.
· Utilities and roads are usually in place and can
cost the developer and the community less
than it would to provide extensions.
· Land is placed in a higher use, improving the
tax base.
· Redevelopment areas may include old
"centers" that can be revitalized, rather than
building new "centers".
· Sites often contain parking areas large enough
to support more mixed-use development.
Redevelopment offers the opportunity to
transform large "sprawl" type development
into a new form in keeping with the
Neighborhood Model.
Figure 2:29 Areas which
could offer greater density
potentially in the future by
adding residences and
relocating parking.
The Neighborhood Model: Building Block for the Development Areas
23
11. SrrE pLA~m~O x~tnx RESPECTS
TERRAIN
The Neighborhood ModeI~caIls for
sensitivity to existing terrain
through site design and architecture
that fits into grades. Where
significant regrading is necessary,
reconstructed Slopes are called for
that are attractive, functional, and
easy to maintain. Minimizing
destruction of natural terrain will
help Albemarle County retain its
beautiful landscapes.
The topography of the Blue Ridge Mountains
and foothills poses specific challenges to
applying the Neighborhood Model, but it also
holds opportunities. In fact, the natural changes
in topography can be ihe foundation for an
appealing built environment. Some steep sites
can be preserved as enclaves of green. On
others, clever development can create distinctive
and memorable building sims. When developing
on hillsides, however, care must be taken to
preserve prominent views for others to enjoy.
The Neighborhood Model must recognize both
the constraints and the opportunities of the
topography of Albemarle County. The 1/4-mile,
r majestically above the road
overlooking a neighborhood park.
five-minute walk must be adapted in .terms of
"uphill" and "downhill." Where difficult steeply
sloping terrain will impact the distance that can
be covered in five or ten minutes, the distance
should be reduced in area. Pedestrian circulation
in these areas requires special consideration.
Roads in mountainous areas can become quite
steep and .especially difficult to traverse even in
good weather. A good plan considering such
sims will often provide alternative paths for
circulation that are easier on the pedestrian and
more direct.
Figure 2:31 View of
townhouse development for
steeply sloping terrain.
Groupings of eight
townhouses are arranged to
form parking courts where
slopes make the proviswn of
rear alleys impossible. A
pedestrian stair is provided
as part of a garden sequence
in order to navigate terrain
much too great for vehicular
navigation. Access to the
upper areas by the disabled
is afforded by an alternative
thoroughfare network that
navigates a more gently
sloped area of the site.
The Neighborhood Model: Building Block~ for- the Development Arean
Figure 2:32 An aerial view
Oxford, England at the town
edge.
Figure 2:33 14llage of
Stenton, Scotland. This
is a planned commu-
ni~. with a varieO, of
housing stzes and
prices clustered around
a village green set
within rolling pastures.
This practice enables
relentton of open space
and agricultural uses.
This village is
consistent with the
Neighborhood Model.
12. CLEAR BOUNDARIES WITH
Tim RURAL AREAS
The Neighborhood Model proposes
maintaining the existing borders to
the Development Areas and having
distinctive boumtaries between the
Development Areas and the Rural
Areas. This principal increases the
incentives to buiM the Development
Areas efficiently while minimizing
threats to the Rural Areas.
Historically, towns and villages had discrete
boundaries, easily perceived on the landscape.
The clear edge between the urbanized areas and
the rural area beyond is often blurred. For
example, it is typical to apply a low-density
residential zomng as a "transition." Such
transitional areas rarely possess the physical
beauty and natural amenity of the rural areas
they replace, nor do they offer the amenities or
sense of community of the adjacent town.
Instead development often takes place in a way
that creates neither "town" nor "country" and
not a community. Such transitional zoning is
discouraged for the Development Areas as
contrary to the Neighborhood Model.
In most instances, it is anticipated that
development will occur up to the boundary with
the Rural Area. There may be circumstances in
which a buffered area adjoining the Rural Areas is
important for protection of adjacent properties.
The Neighborhood Model: Building Block for the Development Areas
25
Section 3
FITTING THE PIECES TOGETHER
The envisioned Neighborhood, as the fundamental unit of
planning, is a place where people can live, work, shop and play.
Its buildings, streets and public and private areas relate well to
one another by plan, not by happenstance. Most importantly,
the Neighborhood Model is sized so that an average person can
walk from its center to its fringe in roughly five minutes. This
area typically translates into a radius of 1/4 mile or an area
encompassing roughly 150 acres. Within the Neighborhood,
densities are mixed, as are uses.
One design approach that may be employed in the Neighbor-
hoods is "the transect." The "transect" is a cross-section of a
neighborhood that shows a continuum of uses. Using the
transect, the most'active areas are at the "Center," dominated
primarily by high-intensity uses but also containing some
residential uses. Spreading out from the Center to the "General
Area" and then to the "Fringe;" development is increasingly
residential in use and dispersed in density. In this fashion, the
neighborhood accommodates a range of development types and
intensities.
There are design approaches other than the transect that can
accomodate and incorporate the principles of the Neighborhood
Model. Of most importance in designing neighborhoods is the
pedestrian scale development with destinations approximately
every 1/4 mile.
The Neighborhood Model draws from the design principles of
two models being successfully implemented throughout the
United States, Traditional Neighborhood Development (TND)
and Transit-Oriented Development (TOD). It shares with these
two development models:
· the core-to-edge continuum of uses ("transect") as
one approach to the desired urban land use model;
· emphasis on employment uses in close proximity to
residential uses;
· interconnection of streets and ability to walk to
other reside ntial areas, commercial uses, and
employment centers; and
· the importance of neighborhood amenities such as
parks and civic areas.
The Neighborhood Model: Building Block for the Development Areas
Figur, 3:1
The TND
TRADITIONAL NEIGI-IBORHOOD
DEVELOPMENTS (TNDs)
The Traditional Neighborhood Development
(TND) is characterized by street grids, a mixture of
uses, sidewalks, and parks within a walkable
distance. Called traditional because they draw from
the design of towns before World War II, the TND
is compactly designed, with a center, an edge and
a general area that is predominantly residential.
Buildings are close to the street, the streets have
sidewalks, and housing designs include porches
and other traditional elements. Downtown
Charlottesville exemplifies the original model for
TNDs.
TNDs are designed as an integral whole. They can
be designed independent of transit plans, although
transit, particularly bus service, can easily be
accommodated in the neighborhood center.
A TND can be developed as a single large project
on an independent, large site. Its features, however,
can also be appropriate for smaller infill sites in
built areas. Or, most relevant to Albemarle
County's Development Areas, TNDs can form the
building blocks for a larger urban unit. In this case,
the common "edge" of adjoining TNDs can form a
fourth area known as the core. The core has the
highest intensity and greatest flexibility of uses.
The Neighborhood Model: Building Block for the Development:Areas
Figure3:2. The
Aggregation of the
TND.
The Neighborhood Model seeks to take some
these characteristics to change the form of
suburban development.
What Neighborhood Model Shares with TND:
· Interconnected streets
· Sidewalks
· Emphasis on public realm
· Narrow streets
· Parks central to design
· Houses close to the street
· Mixed uses and housing types
How Neighborhood Model Differs:
· Does not require grid of streets
· Does not set architectural design
Advantages of TNDs:
· Land use and transportation can be integrated
· Densities can match local market
· The neighborhood created is attractive and
livable
· The desired density for the Development Areas
can be accommodated
· The neighborhood has a sense of community
· TNDs can connect to adjoining sites and are
good building blocks
· Significant public amenities are created,
including attractive streetscapes and open
spaces
Disadvantages of TNDs:
· Densities may be too low to overcome the
overall pattern of sprawl.
· Sites large enough for a TND may be difficult to
find in locations compatible with the COmpre-
hensive Plan.
· Architectural design standards would be
difficult to impose.
The Neighborhood Model: Building Block for the Development Areas
TRANSIT ORIENTED DEVELOPMENT
NEIGHBORHOODS (TODs)
Similar to the TND, the TOD is characterized by
Edges, General Areas, Centers, street gridS, and
sidewalks. Additionally, itmakes transit the link
between individual neighborhood centers. TODs
are located and designed to maximize transit
ridership. The location of transit is established first
and new neighborhoods are planned around it. In
each neighborhood, housing is mostly within a
five-minute walk of the transit stop. The centers
are fixed along transit routes.
Densities must be high enough to support the
transit. TODs tend to be higher density than TNDs
and to have a greater intensity of useS at the
Center.
In Albemarle County, transit is provided by CTS
.and ridership outside of the City is low. Changes
to bus schedules and sizes could possibly increase
fidership, but it will likely be several years before
the TOD model can be used effectively in the
County. Nevertheless, the Master Plans for each
Development Area can usefully'look ahead to a
TOD form.
What Neighborhood Modal Shares with TOD:
· Same features as TND.
· Potentially high density at the Core.
· Incorporates mass transit opportunities into the
Master Plan process.
How Neighborhood Model, Differs:
· Does not dictate location, frequency, or types of
mass transit stops.
Figure 3:3. The TOD
modified to fit the
Neighborhood Model
from the original
diagram by Peter
Calthorpe.
The TOD Model
\
The Neighborhood Model: Building Block for the Development Areas
29
The TOD Aggregated
Figure 3:4 The TOD
aggregated.
Advantages of TODs:
· The TOD builds on the positive features of the
TND.
· Transit and neighborhoods.are planned
simultaneously.
· Design works well for infill or retrofit where
transit is contemplated.
· It allows for and encourages a density that
removes reliance on the automobile.
Disadvantages of TODs
· Design based on transit goals may not meet
current market forces.
· Developers and financiers may be reluctant to
try unconventional design.
The Neighborhood Model adapts the TND and
TOD concepts to the needs and conditions of
Albemarle County. Unlike the TOD, the Neigh-
borhood Model does not mandate minimum
densities at centers, which, in Albemarle County,
must be a function of environmental factors,
market forces, and availability of infrastructure.
The Neighborhood Model anticipates the
availability of transit at the neighborhood center,
although in the near term this would more likely
be a van service, with bus or light rail in the long
term. In contrast to the TND, the Neighborhood
Model does not specify an architectural style.
Another difference is that it incorporates a
strategy for addressing the hilly terrain of
Albemarle County.
The Neighborhood Model: Building Block for the Development Area~
THE TRANSECT CONCEPT
The Neighborhood Model. as well as the two
previously described models, use a continuum of
density and activity moving out from a core. The
continuum of density and activity moving away
from a "core" is called "the transect." The transect
is a "cross-section" of neighborhood. As the
structure within which the development Pieces may
fit, it can be the beginning point for detailed
planning and design decisions within each
Neighborhood. The transect, however, is
fundamentally a device to plan walkable
neighborhoods. Its theoretically perfect geometry
will be defiend by the circumstances and needs of
each DevelopmentArea. For example, existing
roads, developments, and infrastructure must be
factored into the planning of neighborhoods.
Existing roads, developments, and infrastructure
will have an impact on the ways in which mixed use
and density are planned. Other approaches that
set up positive relationships between uses with an
urban form may be appropriate for the
Development Areas. The transect can guide the
Master Planning process as well as zoning
decisions.
Figure (3.5) illustrates the Transect. This drawing
shows how various development elements such
as density, use, building size, street design, lot
dimensions and siting, and formality of landscap-
ing reflect whether the project is in the center, in
the general area,, or on the fringe of the Neighbor-
hood.
The Transect, as defined in The Lexicon of the
New Urbanism, prepared by D/P-Z, Inc., the
foremost architectural firm associated with the New
Urbanist movement, uses an urban~to-mral
continuum to appropriately site the elements of
community form. As asystem of classification, the
Transect has the potential to be a tool in the
generation of a Master Plan.
Four categories are relevant within Albemarle
County's Development Areas:
1) Fringe (the D/P-Z, Inc. name is "Edge"),
2) General Area,
3) Center, and
4) Core.
--- A fifth category (Rural Area) lies beyond the
Development Areas.
The Core, the area of greatest intensity, deserves
special emphasis. A core represents even greater
density and formal design than the Center. It can
lie at the junction of two neighborhoods, or at
major intersections, or be an existing hub. In the
case of Albemarle County, the City of Charlottes-
ville serves as a core for adjoining areas of the
County. Core areas are not appropriate for Villages
and may not even be appropriate in all Develop-
ment Areas.
Fringes are formed where two neighborhoods abut,
where a neighborhood abuts the City of Charlottes-
ville at a river or slope, and where the Development
Area meets the Rural Area. When the Fringe is not
clearly defined, as with R- 1 zoning, the end result is
a sprawling development form. Fringes are further
described in Section 6.
Centers are nodes of activity. They are further
described throughout the document as well as in
Section 6. The distance from the Center to the
Fringe of the transect is about 1/4 mile. This
distance represents the ideal walk time from one
destination to another.
The Transect describes the neighborhood, the
most important of the elements that make up a
Development Area. Other components are the
district and the corridor.
The diagrams on the following pages may be
employed in different ways to meet the objectives
of the County's Land Use Plan and apply the
principles of the Neighborhood Model.
The Neighborhood Model: Building Block for the Development Areas
31
I EXAMPLE OF A NEIGHBORHOOD WITHIN THE DESIGNATED DEVELOPMENT AREA
I~:~gg~ ~,~)~,~¢*~'~ ~i ~ WHERE RURAL AREA
I~ ~ I BOUNDARY ABUTS
I ~ ~1 DEVELOPMENT AREA
BOUNDARY ALONG
A ROADWAY
~ Mom Dcnst~ Less DcnsJt7
~ ~1~ R¢~b]cUsc ~m~]y g¢sidcnda] Usc ~
~ L~gcr Bui]d~ngs Smaller ~d]dtngs ~
~ Bou]cv~ds Highways and ~kways ~
~ Most Buildings Attached Most Bd]dings Detached ~
~ Aligned Fmntag¢s [nfo~a] Frontages ~
~ Lesser Setbacks ' Greater ~ctbac~ ~
~ Strum W~]s Fences ~
~ E¢gtona] [nsfitu~ons Local Ga~h~dng Places ~
~ Street ~ A]]c~ Sections ~oad ~ Lan¢ Sections ~
~ Cross-block Passages Paths ~ Trails ~
~ Rcc~]inc~ Pa~s Cu~iiin¢~ Pa~s ~ ~
~ ~dc S~dcwal~ N~ow Sidcw~ks ~ I
-I
~ A]igncdTmc Planting P~ctumsque Landscaping ~ I
~ Plazas ~ Squats. P~ks ~ M¢adows
Figure 3:5. Diagram of the Transect, Modified by permission from the Lexicon of the New Urbanism.
Duany, Plater-Zyberk, Architects.
32
The Neighborhood Model: Building Block for the Development Areas
Figure 3:7 Plan of
Conventional Business Park
shows "single family" office
buildings scattered around
the landscape.
Figure 3:8 An alternate
Employment Center District
features office buildings in a
pattern consistent with the
Neighborhood Model,
Neighborhood:
The neighborhood is the fundamental building
block. Each Development Area is anticipated to
contain several neighborhoods. The precise
number of neighborhoods will vary between
Development Areas depending on their size as well
as physical conditions unique to each Develop- .
ment Area. Many neighborhoods will incorporate
areas that are already developed. Within or
adjacent to these developed areas, there may be
vacant or under-used sites that can be redeveloped
to enhance the neighborhood. In other places,
neighborhoods will be designated in undeveloped,
"greenfield" areas of the Development Areas.
These new neighborhoods will offer the
opportunity to use the Neighborhood Model
as a foundation.
District:
The district is an area containing specialized uses,
such as an airport or large-scale manufacturing
facility, that cannot be accommodated appropri-
ately in a Neighborhood. The district is the
exception, not the role in the Development Areas.
Although sized and designed much like the
Neighborhood, districts do not have the range of
activities and housing that are offered in Neighbor-
hoods. Although districts generally will focus on a
particular use, there usually is a center area,
providing a location for transit and for supporting
business and retail uses. While primarily singular in
use, districts can sometimes contain compatible
uses at their Fringe or Center areas. It should be
interconnected with adjacent neighborhoods. In
some instances, however, a district may need to be
located a sufficient distance from the neighbor-
hoods in order to reduce impacts such as waffic
burdens or competition with local retail cores.
Corridors:
Corridors are the linear elements that connect
neighborhoods (and other sites such as districts)
to each other. Where corridors exist between
neighborhoods, the Neighborhood Model
envisions that they be conceived as civic elements.
Corridors can be man-made or natural and serve
transportation requirements or exist as open space.
Open space corridors combine natural features
such as rivers and stream valleys with man-made
elements such as parks and golf courses to provide
a significant infrastructure of open space through-
out the Development Area. Greenways can even
link separate neighborhoods together through a
series of hiking and biking trails. Transportation
corridors include light mil lines, bus corridors,
parkways, highways, and pedestrian and bicycle
mails.
Section 4, Master Planning, discusses how a plan'
is developed to incorporate all of these elements
into each Development Area. Section 5 illustrates
the types of plans that could be developed through
the Master Planning Process.
The NeighborhOod Model: Building Block for the:Developtne~t.,Are~is? ~. ,'
Section 4
BtJmoI a Ti-m MASX a PLAN
Figure 4:1. A
collaborative effort
characterized the two
"design workshops"
sponsored by DISC to
create hypothetical
Master Plans for the
Towers Property and
Pantops.
A Master Plan should be developed for each of the Develop-
ment Areas. Created through a collaborative effort, the Master
Plan will define the vision for the Development Area, establish
how and when future development will take place, and show
where and how public infraslructure will be provided. It should
articulate design elements and architectural features important to
furore development of the area. This Master Plan should
incorporate the principles of the Neighborhood Model in order
to guide the development of attractive and sustainable urban
neighborhoods, communities, and villages that will maintain a
high quality of life in the County.
There are eight steps to building a Master Plan:
1. Conduct a Community Visioning process to develop
goals and visions for the Development Area.
2. Assemble a group of residents, property owners, County
officials, community leaders, developers and lenders who
will develop the Master Plan based on the vision of the
community.
3. Identify existing conditions and features, including
mapping the natural and man-made landscape.
4. Identify existing neighborhoods and locate the neighbor-
hood Centers.
5. Review and assess relationships of existing neighbor-
hoods to the undeveloped_ properties and properties
available for redevelopment.
Decide what is desired for the undeveloped properties
and the Development Area.
7. Create a detailed Development Area Master Plan.
8. Provide implementation strategies.
The-Neighborhood Model: Building Block for the Development Areas
STEP ONE: THE COMMUNITY VISIONING
PROCESS
The Community Visioning Process is the fa:st step
to knowing what residents and property owners
want for their Development Area. Them are many
participatory methods of helping participants
articulate their visions for a community. The
method chosen must reflect a process that is
collaborative, participatory, proactive, 'and goal
oriented. It must be representative of ail of the
stakeholders in each Development Area and it
should rely on the Development Area goals already
expressed in the Land Use Plan of the Count)'
rather than stamn~, from scratch. Design and
facilitation assistance should be provided to the
committee. For example, the "charrette" or "design
workshop" was used very effectively by the DISC
in the Towers Property, Crozet, and Pantops
studies developed in 1998. These workshops are
documented in reports available from the Depart-
ment of Planning and Community Development.
Other participatory planning and design tools are
also available
STEP TWO: ASSEMBLE A GROUP OF
RESIDENTS, PROPERTY OWNERS,
COUNTY OFFICIALS, AND COMMUNITY
LEADERS WHO WILL DEVELOP THE
MASTER PLAN BASED UPON THE COM-
MUNITY VISION.
The group developing the plan should be
committed community residents and property
owners from the Development Area assisted by
professional planners and designers. Essential to
the success of the process is the commitment of
other community leaders who are familiar with the
County's land use policies and Overall County
issues. Participation by the Supervisor and the
Planning Commissioner who represent the
Development Area is advantageous to the
process. County staff from the Engineering
Department, the Zoning Department, the Schools
Division, and Fire and Rescue should assist the
committee along with representatives of VDOT.
The group should commit to participate for a
minimum of one year to develop the plan.
3T~NP THREE: IDENTIFY EXISTING CONDI-
S AND FEATURES
Step Three is the identification of existing condi-
tions and features. Base maps should be provided
to the Committee that show naturai features, such
as slopes, streams, forested areag, floodplain, and
wetlands. The base maps should also show
existing constructed features, such as streets,
schools, major areas of civic interest, commercial
developments, and employment centers. Planned
infrastructure improvements should be mapped as
well as existing zoning and Comprehensive Plan
designations. Familiarization of the area through
site visits will enhance the c .ommittee's knowledge
of the Development Area.
Natural features: Natural features include both
areas that are undevelopable by statute, such as
wetlands and floodplains, as well as other signifi-
cant areas such as forested areas, slopes greater
than 25% and significant stream valleys, as
identified on the County's Open Space Plan.
Significant viewsheds also should be identified at
this time. Enough detail should be provided so
that the committee can understand and choose the
features that are essential to the quality of the life
in the Development Area and the features that may
be modified to help achieve the vision for the
Development Area.
As part of understanding and analyzing the
importance of the natural features, the committee
should explore the area on foot: Perennial and
intermittent streams and the quality of these
riparian areas should be noted. The committee
should record the locations of deciduous and pine
forests. They should note those areas of excep-
tional physical beauty that should be preserved,
including swales, meadows, or significant stands of
trees. They should note the areas that would be
difficult to develop, including significant stream
valleys and slopes.
After exploring the undeveloped parts of the
Development Area, the committee should develop
a priority list indicating the areas that should be
preserved and the areas that could be modified to
The Neighborhood Model: Building Block for the Development Areas
35
help achieve the other goals for the Development
Areas. While the County promotes a higher level
of environmental preservation in its Rural Areas, ~t
does not desire to ignore critical environmental
features in the Development Areas. Indeed
these features can and should be preserved and
made into amenities serving the residents and
businesses nearby. These features also help
provide the unique identity of neighborhoods.
Existing and Planned Facilities and Infrastruc-
ture:
Existing and planned facilities and infrastructure
include roads and road improvements, water and
sewer lines, schools, parks, libraries, police and
fire stations, and the like. The County's current
plans for improvements should also be shown.
Later in the process, after completing the
proposed Master Plan, a new map indicating
proposed improvements to the existing infra-
structure can be completed.
Existing Zoning and Comprehensive Plan
Designations:
Maps should be provided of existing zoning and
Comprehensive Plan designations. The zoning
maps indicate current regulations in place for
properties and should be available as references.
The zoning designations are not set in stone but
will need to be analyzed when implementation
strategies are developed for the Master Plans. It
is anticipated that the zoning designations will
change after the Master Plan process occurs.
Therefore, it is important to 'know what the
existing designations are and what it will mean to
change these designations.
The Comprehensive Plan designations represent
the work of citizens and County elected and
appointed officials as part of the 1996 Compre-
hensive Plan rewrite. They are the starting point
for the creation of more detailed Development
Area Plans. The goal of the Master Planning
process is to modify and refine these maps to
reflect anticipated uses that would support the
Neighborhood Model.
STEP FOUR: IDENTIFY THE EXISTING
NEIGHBORHOODS AND LOCATE THE
NEIGHBORHOOD CENTERS.
In order for a community to plan what it wants
for the future, it must know what it has and
clearly articulate its most valuable features. At
this point, the committee creating the Develop-
ment Area plans will have identified its most
important natural features. Step Four calls for
identifying valuable built features, including
existing neighborhoods, shopping centers, civic
centers, areas of employment, and parks. Using
this map of built features and-their own knowl-
edge of the Development Area, the committee
then can delineate neighborhoods and locate the
"Centers."
As described in the Transect in Chapter 3,
"Centers" are focal points. They are places
where people congregate, work, and play.
Existing centers may be parks, shopping areas,
places of assembly, places of worship, promon-
tories, and employment centers. Centers may be
areas with known redevelopment potential, such
as abandoned shopping centers, railroad
stations, .or other prominent features. Centers
are also places that have a combination of any of
these features in close proximity to one another.
After locating the Centers, the Committee's task
is to find the corresponding neighborhood to the
Center. To start the process, the committee
should draw a circle around the neighborhood
center with a radius of lA mile (a five-minute
walk) to V~ mile (when the circle surrounds a rail
stop). It is important to note that the circle will
not be a "perfect" ring. It will be shaped by the
existing physical features, such as roads and
buildings. It also will be shaped by natural
features, such as rivers and ridge lines.
The resulting delineation of a neighborhood will
include many developed areas as well as
undeveloped properties. In fact, one goal of the
Master Planning process is to integrate the
Neighborhood Model with existing developed
areas. For undeveloped areas in which no
center is present, drawing a circle with a 1/4 to 1/
2 mile radius is important for the next step.
The Neighborhood Model: Building Block for. the Development Areac
36
STEPFIVE: REVIEW AND ASSESS RELA-
TIONSHIPS OF EXISTING NEIGHBOR-
HOODS TO THE UNDEVELOPED PROPER-
TIES AND PROPERTIES AVAILABLE FOR
REDEVELOPMENT.
Once the existing centers have been located and
the five-minute walk zones identified, relation-
ships of undeveloped areas tO developed areas
will start to emerge. As stated earlier, the Center
is the focal point for the neighborhood. Ideally,
it is where a mix of uses and the highest density
and intensity of development would occur,
although a Center could also be a park or natural
area where people congregate. Outside the
center the uses may be mixed or may be residential.
If one applies the transect, a continuum of
density working out from a high-density center
will occur. The end result, though, will not be a
"neat circle" because the particular circum-
stances on the ground need to be reflected. For
example, a neighborhood might have no Fringe
zone or only a limited one, either because it
abuts other neighborhoods or has environmental
features that would preclude Fringe designation.
A neighborhood may abut the City of Charlot-
tesville or the Rivanna River or it may lie next to
an existing high-density commercial area.
The transect may be useful to help identify the
relationships that future development will have
to existing neighborhoods and physical features.
For instance, if a small undeveloped parcel sits
between a center and a low-density residential
area, the future use of the small undeveloped
parcel might be a medium-density residential and
mixed-use area or a General Area. Where an
under-used shopping center might exist, the
future use of this shopping center might be
proposed as abigh-density mixed-use development,
Once the centers are identified and relationships
start to emerge, the committee will create the
Development Opportunities Map. This Map
contains the circles that show potential for new
neighborhoods based on the Neighborhood
Model. The majority of circles will have a 1/4-
mile radius (a 5-minute walk from center to edge)
and will be located according to existing
development patterns or terrain.
Sometimes an area will not support residential
uses. In this case, instead of a neighborhood, a
"special district" will be formed. The
Charlottesville/Albemarle Airport, for example,
may be designated as a "special district" and
therefore would not have a 5-minute walk zone
for residences.
With existing neighborhoods, it is important to
propose relationships to undeveloped properties
thatretain the quality of life in the existing
neighborhoods. The flexibility of the "special
district" as well as the variety of types of centers
will allow a number of unique circumstances in a
Development Area to be accommodated. All of
these issues can be expressed on the Develop-
ment Opportunities Map.
STEP SIX: DEC]DE WHAT IS DESIRED FOR
THE UNDEVELOPED PROPERTIES AND
THE DEVELOPMENT AREA.
Now the true "planning" begins. The group will
have to discuss options for the undeveloped
properties and come to consensus on how the
developed and undeveloped properties should
relate to one another. For example, what are the
important characteristics of existing neighbor-
hoods that should be preserved? Where are the
places that should be enhanced as focal points
or centers of civic activity? How should existing
and future neighborhoods be connected? What
types of corridors should be retained and
improved? Where should natural features be
saved and where are places that those features
may be modified? What should the Fringes look
like? What density of development can reason-
ably be accommodated given the existing
neighborhood and the infrastructure improve-
ments needed to support new development?
What is the maximum population that the
Development Area can and should support?
What design features are important to the
Development Area?
These questions should be deb, hted in the
framework of the Neighborhood Model, keeping
The Neighborhood Model: Building Block for the DeVelopffient/!Ar~p~¢~
37
in mind the 12 principles expressed in Section 2.
The group also should consult Section 6, which
presents specific design approaches that meet
these principles.
The result should be a draft framework for how
the Development Area should be developed. It
might show~ for example, decisions that refine the
DeveloPment Opportunities Map. It also might
contain preliminary Development Area Statistics,
proposing units of residential, retail, office, and
other uses that can be accommodated (see
example Figure 4:1 from the Pantops study). The
result might be a bubble map expressing pro-
posed ideas for the Development Area.
STEP SEVEN: CREATE AND DETAIL A
DEVELOPMENT AREA MASTER PLAN.
Using the Development Opportunities Map as a
base, the detailing of the Plan can begin. The
level of detail for the Master Plan will depend on
the group formulating the plan. For some
Development Areas it may be appropriate to
provide details of block layout; locate specific
sites for civic, institutional, or religious build-
ings; and designate street and sidewalk types.
For other Development Areas, general planning
recommendations, perhaps working from the
design approaches given in Section 6, may be
enough.
The Development Area Master Plan should
show the proposed land use or density for the
Area as well as other features such as open
space preservation, road, sidewalk, and path
improvements, and facilities improvements. Sub-
plans, such as a Development Area Land Use
Plan, a Development Area Open Space Plan, and
Development Area Circulation Plan, and Devel-
opment Guidelines will provide detail for the
Master Plan. Additional sub-plans can detail
features such as block layout, right-of-way lines,
sidewalks, street trees, and lot frontages. The
level of detail will depend on the time the
committee wishes to devote to the plan, how far
out the committee is able to see into the future
and the level of commitment of the stakeholders
in the process. Figure 5:3 illustrates a potential
buildout of part of the Pantops area after a
Master Plan following the Neighborhood Model.
Development Area Land Use Plan
The Land Use sub-plan for the Development
Area should be based on the Comprehensive
Plan's recommended land use. It will show the
proposed land use and density in more detail.
Most of the neighborhoods designated should
not have special districts or specialized uses.
Exceptions might be districts that acknowledge
the umque nature of particular locations for
meeting the distinct needs of certain uses.
Infrastructure
Translating the Development Area Land Use
Plan into statistics, as shown in Table 4:1, will be
beneficial for infrastructure planning. The
statistics indicate the minimum and maximum
number of dwelling units and square footage of
commercial and industrial uses that the Develop-
ment Area can support. These statistics can
help determine the capacities of existing facilities
and services, and identify additional services
that might be needed. The facilities and services
should be planned in advance and efforts made
to have development occur concurrent with
them. A list of proposed infrastructure improve-
ments should accompany the Development Area
Master Plan.
Open Space Plan
Anbther sub-plan, the Development Area Open
Space Plan should highlight proposed public
and private greenspaces. It defines the natural
corridors to be preserved and/or enhanced, and
buffers to be retained or created. It illustrates
the relationship of these buffers and natural
corridors to the open space system of the
Development Area as a whole. The plan also
should show the location of other open spaces
such as small neighborhood centers, civic
spaces, and parks. Importantly, this plan .lays
out a vision for a greenspace system and
identifies lands that will be necessary for the
County to acquire or at least to reserve as the
opportunity permits. In short, it requires the
designation of certain lands to be left undeveloped.
The Neighborhood Model: Building Block for the Development Area-q
Also of importance, the Open Space Plan centers, lot lines within blocks and roof plans of
provides the basis for an integrated system of buildings to illustrate preferred development
open spaces, both natural and built, ranging styles for residents and builders alike.
from greenways to squares, and from school
yards to pocket parks. Figure 5:4 shows an Open i~ STEPEIGHT: PROVIDE IMPLEMENTATION
Space Plan for the Pantops Development Area.O STRATEGIES.
A Civic Space Plan may be desired for the
Development Area. It would show school and
library sites and public facilities of prominence.
Such a plan can help preserve suitable spaces
for these public uses, even if no program for
these spaces currently exists. This sub-plan may
be combined with the Open Space Plan.
Circulation Plan
Another sub-plan, the Circulation Plan, should
indicate present and proposed transit opportuni-
ties, major thoroughfares and connecting
corridors, bikeways, and trails. Attention should
be paid to existing corridors that will require
improvements as well as new thoroughfares
connecting neighborhood to neighborhood or to
major corridors. Figure 5:5 shows a Circulation
Plan for the Pantops Development Area.
Development Guidelines
The Design Approaches, outlined in Section 6 of
this document, provide examples of patterns and
guidelines that conform to the principles of the
Neighborhood Model. Some of the guidelines
will be incorporated into overall zoning ordi-
nance changes that help to change the form of
development in the Development Areas. Others
may be used in the creation of each Develop-
ment Area's design guidelines. The guidelines
will provide information to future developers on
the quality of new development in accordance
with a Master Plan. They will assure property
developers, County officials and residents that
future development in individual parcels wilt be
consistent with the Neighborhood Model.
The committee creating the Master Plan may
wish to produce'a plan illustrating a hypothetical
buitdout of the Development Area using the
Development Guidelines (See Figures 5:2 and
5:3). This plan would provide examples of
housing and building types, appearance of
Having determined what exists and what should
be, the question becomes, "How do we get
there?" An implementation strategy addresses
these issUes with a series of documents includ-
ing any recommended zoning changes and
capital improvement needs.
The Master Plan process envisions zoning and
subdivision changes to facilitate a changed form
of development and possibly new zoning
categories in the Development Areas~ Ideally, a
"by right" process for approval can be made for
proposals that are in conformity with the
Develppment Area Master Plan. This strategy is
very important to the success of the Neighbor-
hood Model. A developer is much more likely to
cream a new neighborhood with characteristics
desired by the community if he can do so "by
right," than if he has to rezone the property.
However, issues of the concurrence of infra-
structure and facilities must be balanced with the
level of "by right" development.
Concurrence may require an initial public and
private investment up-front to achieve middle
and long-term savings. This situation is counter-
balanced by better public service delivery, and
higher quality of life for all.
The Capital Improvements Plan (CIP), produced
annually by the County, prioritizes the capital
spending of the County. The Development Area
Master Plan should play a significant role in
developing the list of possible projects and
prioritizing the most urgent. Of particular
importance is the development of a CIP that
provides concurrence between the construction
of public facilities and the buildout of neighbor-
hood plans.
The Neighborhood Model: Building Block for the Devetol~mefit:~rA~r~~-
Section 5
Tim NEIGHBORHOOD MODEL Avm mo:
Pantops Prototypical Master Plan
For the purposes of illustrating the concepts of the Neighborhood
Model and the methodology for building a master plan, the
Pantops Development Area was chosen as the site of a
"prototypical" Master Plan. This area Was selected for its variety
of site conditions and in no way constitutes a decision by the
County to begin the actual Master Planning process with that
partiCUlar Development Area. The diagrams represented as part of
this "prototypical" plan are for illustrative purposes only. They
are intended to represent both a process for producing a plan, and
an method for implementing the Neighborhood Model on a real
Dev. elopment Area. However, these diagrams should not be
interpreted as an actual Master Plan for the Pantops area. In fact,
several development plans are in the review process by the
County or have been approved, but not yet constructed, which
Would prevent the proposals depicted here from becoming reality.
Recently approved site plans and subdivisions were not included
in these depictions.
4O
The Neighborhood Model: Building Block for. the Development Areas
The first map t6 be prepared should identify the existing features of the Development Area. As
illustrated in Figure 5:1 for Pantops, natural and manmade features are highlighted.
Figure 5:1 Existing
Conditions and
Features of Pantop
Area Map. Areas o)
Dark grey indicate
flood plains. Lighte~
grey areas indicate
slopes of 25% or
greater.
Park with
athletic fields
Shopping
center
River
State Farm
US 250 East
The second map in the Development Areas planning effort should be the Development Opportunities Map.
This map is used to identify existing and potential Centers based on a 1/4 mile walk zone. Figure 5:2 is
illustrated for the Pantops area. This map shows one way to identify relationships of uses on a pedestrian
scale for a Development Area.
The Neighborhood Model: Building Block for the Development Area~
Redevelopment -
Renovation of existing
retail space, infill of
empty parcels
establishment of a
green uniting an
otherwise disjointed
area.
Greenfield-
g a new
neighborhood
utilizing area
topography and
circulation
Classic Infill
Neighborhood-
infill c
neighborhood with an
extension along the
natural ridge and a
new focus to the
waterfront.
Neighborhood
TOD Inffil- a
neighborhood
centered on a rail
station at the end of a
proposed rail
extension. [Arail
station is known to
draw on a larger area,
a 10 minute walking
radius .]
Figure 5:2. Development Opportunities Map. The fzrst neighborhood that is circled is a
"redevelopment" neighborhood centered on an existing shopping center. This neighborhood is seen as
one that can redevelop and refill over time. Adjacent to this neighborhood, roughly one-half mile away to
the south, atop a ridge, is the center of another neighborhood. This "classic infill" neighborhood takes
advantage of existing infrastructure to add density and a sense of community to preexisting development.
Moving east is a "TOD infill" neighborhood. The presence of an existing rail line just across the Rivanna
River gives rise to the possibility of extending a spur across a bridge and up the ridge to allow a commuter
rail or light rail connection into Charlottesville, the University area, and Crozet. The circle around this rail
stop is drawn with a 1/2-mile radius, as it is assumed that high-quality rail fosters a walking distance of up to
ten minutes and therefore serves a larger neighborhood.
Across Route 250, additional new neighborhoods are shown. These new neighborhoods are built on
"greenfield" Or undeveloped land within the Development Area. They have overlapping edge areas and are
built on ridges. Stream valleys or swales form the edges between neighborhoods.
The Neighborhood Model: Building Block for the Development Area~
42
If the Transect were applied to a Development Area, a Land Use Plan might be created for the Pantops Area
that looks like Figure 5:3 below. It should be emphasized that a transect-based land use plan is but one w~y
to create the vision for a Development Area~ The key to creating a land use plan is creating pedestrian-
based compatible relationships between uses.
Figure 5:3. The Land Use Plan for the Pantops Development Area is based on the neighborhood
locations suggested in the Development Opportunities Map. Each of its neighborhoods, though different
in density and in configuration, share one similar characteristic. Each has a designated Neighborhood
Center containing a clear center marked by a public space framed by building lots. Some of the
neighborhoods are discrete from one another, surrounded in whole or in part by greenbelts, swales, or
stream valleys that can be made into parkways or left in a natural state. In this way, the neighborhoods still
enjoy a small scale and clear boundary despite an increase in density. Conversely, other neighborhoods
are connected to one another, creating higher intensity Core Areas, particularly along the Route 250
Corridor. Additional structured greenspaces throughout the Center provide civic amenitiqs such as public
spaces and recreational areas.
The Neighborhood Model: Building Block for the Development Areas
43
An open space plan illustrates areas that should be preserved or reserved for community enjoyment. This
plan shows where open,space could be designated for the Pantops Development Area in keeping with the
prototypical plan illustrated for Pantops.
Figure 5:4
Open Space
Plan for
Pantops
Open Space
The Neighborhood Model: Building Block,for the-Development Areac
A circulation plan should be created for each Development Area to help create interconnections between
existing and future development and improve connections withinexisting developments Figure 5:5
suggests one way to plan for interconnections based on a 1/4 m 1/2 mite walk zone shown on the
Development Oppommities Map. The most important features of the Circulation Plan are interconnecfions
and opportunities for transportation access that reduces reliance on the single-occupancy vehicle.
Figure 5:5.
Circulation Plan
highlighting
Road
Development
The Neighborhood Model: Building Block for the Develapment'A~o~S-~ ?., ~
The five maps in this s~tion have illustrated typical maps for a Development Area Master Plan. Each map
has been the result of a review of important features to a. Development Area. The plans reflect part of the
vision for the Development Area. Other maps and plans will be prepared as part of the Master Planning
process. They will illustrate different levels of detail that result from the master planning experience.
Table 5:1 below shows an example of possible population and mix of uses for the Pantops Development
Area. This example chart can help to project future 'school needs for the county, and needs for utilities and
services as well as help in the projection of revenues.
Table 5:1 Example of Development Area Statistics for the Pantops Development Area Plan
Based on the Plan Shown in Figure 5:3.
· Residential Residential RetailArea OfficeArea Research and
Units Units · (sqR) (sqft) Development
minimum maximum (sqR)
Neighborhood Fringe Zone 303 units 505 units 0 0 0
Lowest Density
Neighborhood General Zone 1,060 units 2,756 units 283,140 0 0
Moderate Density
Neighborhood Center Zone 258 units 860 units 326,700 473,715 0
High Density
Core Zone 546 units 546 units 52,272 686,070 0
Very High Density
Employment District 0 1365 units 0 0 2,776,950
Research and Development
TOTAL 2,167 units 5,486 units
(POP. +/- (POP. +/-
4,549) 12,634)
The Neighborhood Model: Building Block:for the Development Area~
46
The Neighborhood Model: Building Block for the Development Areas 47
Section 6
DESIGN APPROACHES
This section provides specific design approaches that
achieve the general concepts expressed in Section 2 and
Section 3. These approaches are not exhaustive; .developers
and others in the community can suggest additional ways
that individual projects can similarly meet the objectives of
the Neighborhood Model. Likewise, it is expected that the
Master Plans for individual Development Areas will
experiment with combinations of these patterns and identify
additional scenarios that might be appropriate in the
Development Areas. This section follows the same order as
the twelve principles:
1. Pedestrian Orientation
2. Neighborhood Friendly Streets and Paths
3. Interconnected Streets and Transportation Networks
4. Parks and Open Space
5. Neighborhood Centers
6. Buildings and Spaces of Human Scale
7. Relegated Parking
8. Mixture of Uses
9. Mixture of Housing Types and Affordability
10. Redevelopment
11. Site Planning that Respects Terrain
12. Clear Boundaries with the Rural Areas
The Neighborhood Model: Building Block, for the Development Ares,,
48
1. P~o~sym~ Om~s~° NEIGI-mORHOODS
The following techniques are offered to achieve the goal of having pedestrian-oriented
neighborhoods that let residents walk to work, to friends' homes, to parks, to shopping, and to
cultural centers. Other sections in this chapter also relate to creating a good pedestrian
environment, particularly 4/2,//3, #6, #8, and 4/9.
Figure 6:1 (righO A
concrete sidewalk placed
between a tree planting
strip and the street in a
netghborhood of single
family houses
Figure 6:2 (right) A
sidewalk of brick pavers
fronting an infill develop-
ment of townhouses in Old
Town Alexandria, lqrginia
Sidewalks
Definition: A sidewalk is a paved footpath, usually of concrete, parallel to a vehicular thoroughfare.
Suggested application of Sidewalks
Sidewalks should be provided along all vehicular thoroughfares except high-speed, limited access
highways.
· Sidewalks should typically be separated from the roadway by a planting strip, except in
commercial areas.
· Sidewalks should typically be provided on both sides of a street, except where there is no
development along one side of the street or wh6re
topography or vegetation precludes
provision.
· Sidewalk widths vary, depending on their
use; the range generally extends from 4' to
18'.
· In lower density residential areas, sidewalks
should be wide enough to accommodate
two people walking side by side (at least 4
feet)
· In commercial areas, sidewalks should
include the space commonly required for the
planting strip and be at least 9 feet in width.
In higher density areas, sidewalks should be
15 to 18 feet in width.
· Pedestrian crossings of roads should be
provided at grade, wherever possible, in
marked pedestrian crossings to continue the
paths across the street.
Appropriate at: All areas.
Figure 6:3 (right) Interlock-
ing pavers at a botanical
garden will last far longer
than asphalt in such high
traffic recreational areas.
The Neighborhood Model: Building Block for the Development Areas
49¸
Pedestrian Path
Definition: A pedestrian path is an off-road foot path that
connects places of activity. It is usually constructed of a
material different than concrete, such as asphalt, stone
dust, compacted gravel, mulch or bark. When an
impermanent surface is used, consideration should be
given to the need for and appropriateness of accessibility.
If wheelchair access is important to a destination,
a permanent surface meeting ADA requirements should be
provided.
Suggested application of pedestrian paths
· A pedestrian path may be used to connect neighborhoods together where a vehicular
thoroughfare is either impractical or unwarranted such as in a very low-density area and wher6
steep terrain makes a sidewalk difficult to construct.
· Pedestrian paths may be used as nature trails such as along a greenway
· With an urban scale of development, pedestrian paths may be used to augment a sidewalk system
when access to or through natural features is important. When augmenting a sidewalk system,
pedesh-ian paths should connect directly with the sidewalk in places that support access through
the development.
· Pedestrian paths through wetlands or on very steep slopes may have to be raised as a boardwalk.
Appropriate at: Large open spaces, parks, near natural features, greenways, or in enwironmentally
sensitive areas.
Multi-use Path
Definition: An off-road accessway for pedestrians,
bicyclists, and persons in wheelchairs. Such paths are
generally paved and fairly wide to accommodate the
different users of the paths at the same time.
Suggested application of Pedestrian Paths
· Multi-use path should be used where high volume non-vehicular traffic is expected.
· Multi-use paths may be used to provide off-rohd connections between high activity areas such as
a shopping center and a university center.
· Multi-use paths may also be used if different modes of transport are anticipated in_a
neighborhood.
· It may be necessary to separate groups or provide directional information on a multi-use path
through use of striping.
Appropriate at: High activity areas, recreational areas, school yards, and large parks.
Figure 6:4
Figure 6:5
5O
The Neighborhood Model: Building Block for the Development Are3~
Blocks
Blocks provide a design that produces many opportunities for a pedestrian friendly neighborhood.
Multiple vehicular routes can help reduce the width of streets and, when sidewalks are added, produce
more opportunities for pedestrian travel. Multiple vehicular routes can also help better distribute traffic
load on streets. Reduced traffic on a system of streets can also help enhance a feeling of pedestrian
safety.
Suggested application of Blocks
· Blocks require interconnecting streets which fit the Neighborhood Model; they may also act to
calm traffic
· Small blocks (300-400 feet) are more conducive to pedestrians than larger blocks (500-1000 feet)
· Smaller blocks (200-300 feet) are appropriate in Center areas
Appropriate at: All areas.
Figure 6:6 Illustration of a Block. More information
on block types is found in Principle 9 - Mixture of
Housing Types.
The Neighborhood Model: Building Block for the Development Areas
51
2. NEIam;omtoo0 FRIENDLY STREETS AND PATHS:
OPTIONS FOR THOROUGHFARES
To achieve the goal of having neighborhood friendly streets and paths, the relationship of
streets to neighborhoods must be considered. In Virginia counties using VDOT subdivision
street standards, traffic engineering typically deals with capacity of roads. With the Neighbor-
hood Model, the character and appearance of the street as well as the design speed and
capacity must be factored into street design. Character and appearance are determined by
streetscape elements, building front conditions, building use, and form. Capacity and design
speeds are determined by local street design standards. Design speeds generally should be
lower on subdivision streets than on arterials in the urban area.
Streetscape elements are important to neighbor-
hood design. Trees, usually planted in grassy
strips of land between the curb and the sidewalk,
provide a softened appearance to streets and
enhance the quality of the walk for pedestrians.
Trees also provide a barrier between the
pedestrian and a moving car Where sidewalks
abut a curb, trees can be planted adjacent tc the
sidewalk in the front yard to help cream a similar
effect.
The Neighborhood Model proposes that many
street interconnections will be made, which
should allow for narrower road widths than are
currently used. Narrower road widths and on-
street parking help to reduce travel speeds on
roads, which can make neighborhoods safer.
The following road types introduce elements of
"character" into the urban road system. Part A
of this section includes streets that fall within
neighborhoods and extend from neighborhood
to neighborhood. They are arranged from
highest volume and width to lowest. Highways
are outside of individual neighborhoods and are
required for high speed regional traffic. They are
represented in Part B of this section.
The Neighborhood Model proposes streets for
the urban area that have lower design speeds
than standard VDOT designs suggest. Certain
road improvements may require substantially
lower design speeds than the examples illustrate.
Figure 6:7 Massachusetts
Avenue in the Spring Valley
area of Washington, DC is am,
example of a Boulevard,
described on the facing
page.
The Neighborhood Model: Building Block for the Development Area=,
52
Figure 6:8 -
A Boulevard
A. Neighborhood Thoroughfares
Boulevard
Definition: A boulevard is a multi-lane thoroughfare
separated by several medians. A boulevard could
transform a highway on the Fringe of a Development
Area into an urban street in a General Area or Center.
Features of Boulevards:
· Suggested speed limit is 35 mph.
· Side medians can separate slower traffic and
parking activity from the through-traffic in the
center lanes. This arrangement creates an 'alterna-
tive to the "strip highway;" by allowing building
frontages, sidewalks, and pedes~'ian activity up to
the right of way.
Figure 6:9 shows how a boulevard relates to a
grid street pattern.
Suggested locations: Centers, Cores, and where neighborhoods adjoin.
The Neighborhood Model: Building Block for the Development Areas
Fringe Boulevard
Del'tuition: A fringe
boulevard is is a long-
distance thoroughfare,
traversing rural areas and
fringes of neighborhoods.
It can link neighborhoods to
each other.
Features of Rural
Boulevards:
· Suggested speed limit is
35 mph.
· Slower movement
service lanes allow
residences to be sited
along the road.
· Where service lanes are
used, a buffer should be
provided between
residences and the
higher speed travel way.
· The main road should
be kept relatively free of
intersections.
· Intersections should
occur primarily with the
service lanes.
Suggested location:
Fringes
53
Figure 6:10 shows a general
design of a Rural Boulevard.
56
TheNeighborhood Model: Building Block.for the ~Development Areas
Main Street
(Commercial Street)
Definition: A main street or commercial
street accommodates two-way traffic and
parallel parking. Diagonal parking may be
allowed and is appropriate for commercial
buildings with ground-floor retail space.
Features of Main Streets:
· Main streets have raised curbs and
closed storm drainage.
· Sidewalks are adjacent to curbs at a
typical width of 10- 18 feet,
· Trees can block views to storefronts
and are therefore not always desir-
able. When used, they should be in
planters and have clear trunks and
high canopies. A single species
generally should be used and a series
should be planted in alignment.
· Street furniture is desirable.
· Suggested speed limit is 15-25 mph.
Suggested location:
Centers and Cores
Figure 6:13 illustrates
a "Main Street" or
Commercial Street in a
Center.
The Neighborhood Model: Building Block for the D~/61~:~A~s~ - '
57
Neighborhood Street or Road
Definition: A neighborhood street or road
is a local slow-movement thoroughfare. A
neighborhood street is urban in character
and a road is rural in character.
Features of Streets
· Streets have an "urban" cross section
which includes curb, gutter, street trees,
and sidewalks.
Streets are used to establish an "urban
form" which supports densities of 3
dwelling units per acre or greater.
Parallel parking is allowed along the
shoulder of streets.
· Building fronts are aligned with small
setbacks.
·. Drainage system is closed.
· Suggested speed limit is 20 m.p.h.
Appropriate location:
Fringe, General Areas and Centers
Features of Roads:
· Roads use a "rural" cross-section
which includes open drainage ditches
and no curbs.
· Paths instead of sidewalks are used
adjacent to the drainage ditches.
· Setbacks can be irregular.
· Roads are used to characterize a more
"rural form" and are used in areas with
very Iow traffic volume.
· Roads are the "exception" rather than
the rule in the Development Areas.
Suggested location:
Fringes.
302- 3~
Figure 6:14
illustrates a
"subdivision"
street.
The Neighborhood Model: Building Block-for the Development Areas
58
Figure 6:15
Figure 6:16
Way (Small Street also known as a Queuing Street)
Definition: A way is narrower than a street or road; it is designed for "yield" movements.
Feature. s of Ways
Suggested speed limit is 15 mph.
· They may be one- or two-way.
· They are never striped.
· One car must pull over to allow for oncoming traffic to pass.
· Ways are appropriate for minor neighborhood streets: however, they should extend for no more
than two to three continuous blocks before ending at a T-intersection.
Suggested location:
Fringes and General Areas; at Centers on a limited basis
The Neighborhood Model: Building Block for the Dev~elopmel3t Area~ ~ _
Alley
Definition: An alley is a narrow access at the rear
of lots providing for service areas and access to
parking and utility easements. Alleys
accommodate yield movement.
Features of Commercial Alleys:
· Commercial alleys have no sidewalks and
little landscaping.
· They should be paved to accommodate
trucks and dumpsters.
Inverted crowns provide for center drainage
in alleys.
Appropriate locations:
Centers and Cores
Features of Residential Alleys:
· Residential alleys have no sidewalks.
· They should accommodatelow-lying
landscaping.
· The surface may be paved or, in low density
areas, gravel.
· The surface should be 10 - 14 feet in width
with a right-of-way of 20 - 24 feet in order to
accommodate utility easements.
· Garages and fences may be built at the right-
of-way line.
Suggested location:
Fringes and General Areas
10'-14'
Figure 6:18
illustrates the
cross-section of
an alley.
Figure 6:17
shows a residential alley.
The Neighborhood Model: Building Block for the-Development Areas
B. Other Thoroughfares
Figure 6:19
Figure 6:20 Diagram of highway treatment along 29
north in Hollymead. At major intersections, the
highway trans]brms to a Boulevard to create
neighborhood center or core area.
Highway
Definition: Highways are existing long-distance corridors designed for rapid-speed, high-volume traffic
flow. As such, they serve more than the Development Areas. Within the Development Areas~ the
Neighborhood Model calls for them to be altered to become more neighborhood-friendly streets such as
boulevards. Examples are U.S. Route 29 and U.S. Route 250.
Desired Features:
· Highways should be kept relatively free of intersections, driveways, and adjacent buildings.
· Highways should be buffered from adjacent development by a landscape strip.
· As a highway approaches a Center area, it can transform into a boulevard.
· A variation, of a highway is a Rural Boulevard.
· Design speed varies.
Suggested location:
Rural Areas. Acts as corridor to connect neighborhoods.
The Neighborhood Model: Building Block for the Development Areas
61
3. INTERCONNECTED STREETS AND TRANSPORTATION
NETWORKS
There are a number of different approaches to interconnect streets in neighborhoods and Develop-
ment Areas. Interconn~tions provide different routes for automobile traffic, which helps to better
distribute neighborhood traffic and to provide alternate access for emergencyr.vehicles. Other
transportation options help to reduce reliance on the automobile.
The £zrst set of options, "Interconnected Sweets," shows "grid" streets in their "pure" form. The different
options are not mutually exclusive, though, and can be combined. The list of permutations is infinite and
the road design in each neighborhood must be carefully considered to find the pattern or patterns that work
best with existing development, density deSired by the County, and terrain.
The second subsection describes "Other Transportation Networks." These options encourage travel by
means other than the automobile.
INTERCONNECTED STREETS
The Rectilinear Grid Pattern
Definition: The rectilinear grid pattern is a street system providing maximum road connec-
tions and some road hierarchy. It represents the classic grid street pattern used in many
street systems laid oUt at the mm of the century. This pattern is the preferred pattern in the
absence of natural features to prevent its use.
Characteristics:
· Provides opportunities for the creation of blocks.
· It allows for and promotes a variety of lot types within an easily managed menu of
options.
· A hierarchy of thoroughfares can provide opportunities for architectural treatment of
buildings at comers.
· Alleys can be loaded on both sides, providing efficiency in infrastructure.
· Some streets may terminate at T-intersections, especially in General Areas and Edges.
· It may have park spaces interspersed at regular intervals ormore randomly.
· Straight thoroughfares can enhance the character of rolling terrain.
· The pattern is easily expandable.
· Unless it is interrupted periodically, it can be monotonous, such as exists in Manhattan.
· It does not work well on steeply sloping terrain in cold climates.
· It must be seriously deformed to accommodate environmental features such as ravines.
I I
Figure 6:21 Example of a Rectilinear Grid
Pattern with residential streets, boulevards~
and parks.
The Neighborhood Model: Building Block for the Development Area,~
62
Figure 6:22 Exa~nple of
Diamond Grid Pattern that
provides interconnections' and
responds to steep terrain.
The Diamond Grid Pattern
Definition: The diamond grid pattern is a grid street system characterized by intercon-
nections at angles.
Characteristics:
· It can w0rk~well with steep grades; at extreme grades, a discontinuous pattern
may be justified.
· A variety of lot sizes are possible.
· It can produce spectacular and dramatic "hill towns."
· It can result in awkward intersections that are not in conformity with VDOT
standards; intersection safetv must be considered.
Alleys may he difficult to accommodate.
Some lots may be awkward in shape and in terrain, making building difficult and
expensive.
Siting of buildings relative to streets can be difficult. Effort must be made to
avoid the look of houses seeming to sit high above the street or houses falling
down a hill.
Figure 6:23 Example of
picturesque landscape pattern
following the terrain and
preserving environmentally
sensitive areas.
The Picturesque Landscape (Olmstedian) Pattern
Definition: Inspired by American landscape arc. hitect Frederick Law Olmsted's plan
for Riverside, Illinois, the Picturesque Landscape pattern is a loose and warped grid
able to respond easily to terrain and natural conditions.
Characteristics:
· It works well with steep grades and is highly responsive to terrain by absorbing
environmental features.
· The monotony of the grid is broken by deflected vistas.
· It provides for even dispersal of traffic throughout the network.
· Blocks are not easily created which makes it appropriate only for single-family
detached houses.
· It can be very disorienting to motorists, making it easy for them to get lost.
· There is no hierarchy of streets intrinsic to the concept.
· Lot sizes cannot be controlled.
· When used too often, this pattern can become monotonous.
The Neighborhood Model: Building Block for the Developme,p~,~S
The Rural Village Pattern
Definition: The Rural Village pattern is a loose network of streets that resembles a
slightly twisted and discontinuous grid street pattern with varying block sizes.
Characteristics:
It provides a series of imerconnections that are loosely organized rather than
systematic.
· T-intersections are commonplace, as are intersections at 85 degree angles.
· Sidewalks serve as pedestrian paths.
· It follows existing roads on the land which normally result from natural features.
· It easily responds to environmental features such as swales, streams and slopes by
avoiding them..
· Monotony is eliminated by deflected and terminated vistas.
· A street hierarchy provides opportunities for higher design speeds and long routes
for through traffic.
The street network provides for even dispersal of traffic.
· Building lots sometimes are larger than is appropriate.
· It can be used with new and existing development patterns.
· Blocks are difficult to design.
· It may provide too many intersections or intersections at angles too acute for VDOT
standards.
· It can be difficult to expand because it can avoid existing development.
Figure 6:24 Example of a rural
Village pattern showing loosely
organized interconnections.
The Curvilinear Grid Pattern
Def'mition: The curvilinear grid pattern is a modified grid that provides fewer connec-
tions than the Rectilinear and Diamond Grid and more easily adapts to the terrain.
· It can be used with new and existing development patterns.
Thoroughfares are curved and rnn parallel to the topography to accommodate
moderately sloped terrain.
· A variety of lots can be accommodated and designed.
· A hierarchy of thoroughfares can provide for architectural treatments on corners
for higher design speeds.
· Alleys are loaded on both sides, providing efficiency in infrastructure.
· Curving streets can provide another way to create visual interest.
· Paths (with stairways and ramps) may be included mid-block where grades prevent
vehicular access.
· The system is easily expandable.
· Curvilinear blocks can be challenging to the creation of lots for townhouses and
are more difficult to plat.
· It may reduce the character of sloping terrain by paralleling it.
· It can result in asymmetrical streets with uphill and downhill houses with retaining
walls.
Figure 6:25 Example of the
Curvilinear Grid Pattern that
runs mostly parallel to
topography.
The Neighborhood Model: Building Block,for the Development Area,q
Figure 6:26 Example of
Spiderweb Pattern that radiates
from a center or monument.
The Spiderweb or Star Pattern
Figure 6:27 Example of the
Stem Pattern of cul-de-sacs.
collectors, and arterials.
Definition: The Spiderweb Pattern is a grid pattern of streets radiating from a
center and interconnected mostly at right angles. It is a geometrically pure
pattern with a central focus and derives from the Italian Renaissance notion of
the Ideal City.
Characteristics:
It creates formalized central space.
Diagonal streets can create hierarchv for through traffic.
Streets may be positioned to respond to ridges and swales of terrain.
Traffic is dispersed evenly through the network.
The monotony of the grid can be interrupted by deflected vistas.
The street system can be disorienting and difficult for drivers to use.
It requ!res many special buildings, particularly at the center, in order to
achieve spatial definition.
The Stem Pattern
Definition: The stem pattern is characterized by a series of cul-de-sac streets
feeding onto collector streets and arterials. It is the pattern that characterizes
much of the conventional development in Albemarle County. This pattern is
not recommended for standard application in the Development Areas. It may
be appropriate in unique situations.
Characteristics:
· It is a completely hierarchical system and conforms to the existing VDOT
hierarchy of streets, terminology, and standards.
· It can be responsive to steep terrain.
· It can provide for a maximum number of lots on discontinuous streets.
· Where it was perfected in Radburn, New Jersey, it offered a secondary
system of pedestrian paths behind each stem of houses to separate
pedestrian from vehicular traffic.
· It can contribute to traffic congestion by the absence of an intercon-
nected network.
· Longer average vehicles miles traveled result from backtracking.
· A complete separation of land uses and housing types is intrinsic to the
pattern.
· The street hierarchy results in major collector roads lined with rear-facing
lots. usually as separate entry drives.
· Separate pedestrian Paths are rarely provided because of the assumption
that residents can.walk in the street for recreation.
· High design speeds and wide roadways can lead to excessive speed.
Figure 6:28 The stem pattern in
the Hollymet~d area.
The Neighborhood Model: Building Block,for the Development Areas
OTHER TRANSPORTATION NETWORKS
Bikeways
Def'mition: A bike way is part of a
safe, convenient, well marked and
easily understood network that may
include both on- and off-road
routes.
Features:
· A bike lane is a marked lane of
a roadway for the exclusive use
of cyclists.
· A bike path is an off-road
asphalt path used for both
recreation and travel.
Figure 6:29
illustrates a Bike Lane
· A bike route is a signed or unsigned area of any low-volume thoroughfare where cyclists feel
comfortable sharing the roadway with automobiles.
· The local thoroughfare network should supply the vast majority of low-volume, low-speed routes
for cyclists directly on the pavement, allowing cycling to daily activities.
In the rare instances where abutting cul-de-sacs are developed they should have a cycle-path
connection. A continuous local street system parallel to arterial streets is a preferred option for
cyclists rather than providing cycle lanes or separate paths on arterial roads.
On thoroughfares with projected traffic volumes of more than 3,000 vehicle trips per day (serving
over 300 residences) and near schools where long-distance commuter and recreational cycling are
undertaken, lanes should be marked specifically for bicycles.
Figure 6.'30
illustrates a Bike Route
Figure 6:31
illustrates a Bike Path
The Neighborhood Model: Building Block. for the Development Areas
Bus Routes, Vans, and Light Rail
Bus Routes
Definition: A bus route i~ a travel path for regularly scheduled multi-passenger vehicles. Operating
generally on existing roads, routes are readily identifiable by being well marked with convenient stops
and frequent service. Buses may operate regionally approximating Light Rail when using dedicated
lanes within the highway system. Bus routes are relatively inexpensive systems that may be phased in
small increments.
Features:
· Bus route designs should be considered during the making of the Development Area Master Plans.
Bus routes can be designed to link neighborhood centers together as well as to provide linkage to
Core areas, employment centers, and future light rail stops.
· Bus routes should be located on boulevards, avenues, rural boulevards, and commercial streets.
· Thoroughfares designed with bus routes should have appropriate widths and turning'radii.
· Bus stops should be located at convenient intervals to balance accessibility with running time.
· Bus stops should be located at potential destinations including schools, neighborhood Centers,
future light rail stations, the Airport, recreational areas, major retail areas, and employment centers.
· Bus stops should have visual surveillance from surrounding areas. Where possible, they should
provide a place to sit, shade, and shelter from the rain and snow. Waiting for a bus should be a
comfortable activity.
Van or Jitney Service
Definition: A van or jitney is a small multi-passenger vehicle running on shared lanes within the
general thoroughfare system.
Features:
· Vans and jitneys travel at low speeds.
· They follow a short looped route and can be made available for door-to-door service through
telephone requests.
· They can provide a feeder system to other types of mass transit.
· Vans and jitneys are the least expensive transit option and they can be phased in small increments
prior to providing a full bus route.
· They can travel on virtually all streets because of their small size.
The NeighbOrhood' Model: Building Block for the Development: Areas
~~ 67
Light Rail
Definition: Light rail includes multi-passenger
vehicles that run on tracks, sometimes within the
vehicular thoroughfare system and sometimes
within a railroad right-of-way. Light rail cars are
designed for both low and medium speeds and
can have half-mile (neighborhood) intervals
within an urban fabric and stops at two-mile
intervals in rural areas. The term "light rail" also
includes trolleys and street cars.
Light rail design should be considered
during the making of a Development Area
Master Plan. Even if current densities do not
support light rail, providing space in
boulevard medians and other rights-of-way
will not preclude provision of light rail in the
future. Centers and Employment Districts
can be destinations for light rail service.
ONE
LIGHTRAIL BUS
Figure 6:32 Example
of frequency of stops -
Light Rail System vs.
Bus System.
The Neighborhood Model: Building Block-for the Development Areas
The Neighborhood Model: Building Block for the Devel0phietit~Atea~
4. PARKS AND OPEN SPACE
In the Neighborhood Model, parks and open space are considered part of the public realm.
Because parks and open space fulfill such important functions, their quality, character, and
location must be considered.
Seen in this light, parks and open space should
be understood on a civic and environmental
scale. At one end of the scale are the large
environmental preserves and natural features
identified early in the Master Planning process.
These features include significant woodlands,
stream valleys and floodplains, springs, wet-
lands, and other systems of steep slopes. At the
other end of the scale are the small civic plazas,
village squares, playgrounds, pocket parks and
neighborhood greens. These spaces are within
neighborhoods. In between these ends of the
spectrum are areas like School yards, Commons,
Meadows, and stream valley parks.
The parks and open space options in this section
are not mutually exclusive. In fact, a mixture of
types may be appropriate to serve different
functions within the Neighborhood and the
Development Area. These options are presented
in order, from the most natural to the most formal,
from large to small, from active to passive. All
can play a role in establishing the public realm of
a neighborhood.
Regarding ownership, the Neighborhood Model
suggests that some parks and open space will be
publicly owned and others will be privately
owned. While the County may take ownership of
many of these public spaces, it is doubtful that
the County will wish to own all of them. It is also
likely that individual neighborhood associations
will wish to own and maintain small neighbor-
hood spaces as well as environmentally sensinve
land. While all of the parks and open space
options are meant to "appear" public, many will
remain in private hands. The larger, regional park
needs, established during the Master Planning
process will likely be met through County
acquisition, development, and maintenance.
Figure 6:32 At Celebration,
Florida, the requirement ro
provide a stormwater
management facility
becomes an opportunity to
provide an 6pen space
amenity within a boulevard
median.
The Neighborhood Model: Building Block for the Development Areas
70
The Greenway
Definition: A greenway is a corridor of open space that
follows a natural feature such as a stream valley,
floodplain, or swale. It may also follow the path of an
abandoned road or railroad bed. It usually contains a
path for pedestrians and/or bicyclists,
Features:
It can extend between villages and neighborhoods
as well as through them, connecting the country-
side to urban parks and squares.
It is desirable that greenways lead to destinations.
At narrower areas, buildings should front the
greenway which may be framed by thoroughfares.
At wider areas, buildings may back onto it. Where
privacy is desired, screening should be provided at
rear yards.
Landscaping for greenways should be appropriate
to the location, More formal landscaping would be
expected Within neighborhoods; more natural
landscaping would be expected between neighborhoods.
Figure 6:34 Example of a
central greenway.
Greenways generally follow natural features but can begin and end at Centers in the urban area.
The Greenbelt
Definition: A greenbelt is a continuous area
of open space at the edge of Development
Areas, communities, villages, or towns, It is
used to separate Development Areas from
Rural Areas by providing a "hard green
edge."
Features:
e Greenbelts ma3 contain environmental
and agricultural preserves.
· Greenbelts may also be recreational
areas, such as golf courses, regional
parks, and playing fields.
Figure 6:35 Example of a
~reenbelt surrounding a community.
The Neighborhood Model: Building Block for the Develo,p~i~i~eas,~- ~
Recreational Playing Field
Def'mition: A recreational playing field is a public space dedicated to organized sports in a community
such as baseball, softball, soccer, football, and lacrosse. The size of the playing field depends on the
sport.
Features:
Recreational playing fields can accommodate a single sport in a neighborhood or they can be
grouped together in a regional complex.
Recreational playing fields can be formally developed or large mowed areas. They can be sched-
uled formally or generally available.
Recreational playing fields can be developed in association with schools or separate stand-alone
facilities.
· Because of the potential size of a group of playing fields and the difficulty of obtaining large
acreages for large complexes in the Development Areas, recreational playing fields need not be
considered as only appropriate with school sites.
· Parking needs and restroom facilities for recreational playing fields should be considered with their
development.
I
NOTE:
ALL MEASUREMENTS
ARE MINIMUMS
x~- 160' x 360' - FOOTBALL (INCLUDES ENDZONES~
", F~- 165' x 300' - JR. HIGH SOCCER
x~- 195' x 330' - HIGH SCHOOL SOCCER
x~-225' x 360' - CHAMPIONSHIP SOCCER
Figure 6:36 Example of a
recreational playing field.
The Neighborhood Model: Building Block for the Development Areas
72
The Commons
Figure 6:37 Example of a
Eommunity commons
surrounded by homes.
Definition: The Commons. is a public park of 2 - 5 acres that is clearly defined, possibly irregular in
shape, and available for civic gatherings and unstructured recreation. A mix of residential, commercial.
and civic buildings front on all sides.
Features:
· Its landscape consists primarily of gassy areas,
paved or unpaved walks, and informally planted
shade trees.
· A Commons may be designed around an existing
natural feature such as a wetland or pond, a stand of
mature trees or even a knoll or swale. It may sit upon
slopes as steep as 20%.
A Commons may incorporate defined recreation areas
such as playing fields or playgrounds. A Commons
could incorporate a small outdoor theater.
Figure 6:38
Commons are surrounded primarily by retail and civic uses on the ground floor; however, residen-
tial uses clustered together also would be appropriate.
A Commons may incorporate stormwater retention. In such situations, side slopes should be no
greater than 5%.
The Neighborhood Model: Building Block for the Developiis~:rtf::~(eas..~ .......
73
The School Yard
Definition: A school yard is a public space generally
associated with a school and usually under the control
of the School Board. Iris an open area specifically
designed and equipped for larger scale recreati6n
associated with schools such as baseball, soccer, or
football.
Features:
School yards can provide recreational areas for
neighborhoods when school is not in session.
· School yards and large recreational playing fields,
where appropriate, should be separate. School
yards are not expected to provide the only playing
fields for recreational needs of the surrounding
neighborhoods.
· Because of the predominance of developable sites
in the Development Area that are too small to
Figure 6:39
Illustration of a schoolyard.
accommodate larger school yards, small school yards can help increase school site availability.
Development of small school yards in association with schools can help reduce the amount of
grading associated with large sites, and promote walking to school.
The Meadow
Definition: A meadow is a public space for
unstructured recreation. Meadows and heaths
were once under cultivation prior to becoming
part of a Development Area. '
Features:
· Meadows can be preserved on a developed
site by clustering development inone
portion of the site and leaving a portion of
the land undeveloped.
· Landscaping is usually informal and consists
of native plants and grasses that require
minimal maintenance.
· Meadows may be linked to Greenways,
Greens, or be placed adjacent to School
yards.
Figure 6:40
A Meadow adjoining a residential area
The Neighborhood Model: Building Block for the Development Areas
74
The Square
Figure 6:41 Example of a
block which functions largely
as public open space.
Def'mition: The Square is a public space usually no larger
than a block at the intersection of significant thoroughfares
used primarily for civic purposes. Buildings front it on all
sides.
Features:
Its landscape consists of lawns, paved walks, trees, and
civic buildings. All of these features are formally
disposed and require regular maintenance.
· Generally, squares are relatively flat with slopes no
greater than 6%.
· On occasion, a square may abut Greens or a Greenway.
It may provide a civic terminus to a natural feature.
· Squares may be surrounded by buildings with commer-
cial or residential uses on the ground floor.
The Green
Figure 6:42 Example of a
neighborhood green
surrounded by streets.
Definition: The Green is a defined open space within a neighbor-
hood or block for unstructured recreation, Building facades
surround it.
Features:
· ~ Its landscape consists primarily of grassy areas and paved or
unpaved walks and informally planted shade trees. It
requires minimal maintenance.
· A Green may be designed around an existing natural feature
such as a wetland or pond, a stand of mature trees, or even a
knoll or swale and it may sit upon slopes as steep as 20%.
· A Green may also provide the terminus for a Greenway or
provide an edge to a Meadow.
· Greens are surrounded primarily by buildings with residential
· . uses on the ground floor;, however, buildings with retail and
civic uses clustered together are also appropriate.
· Like a Commons, a Green may incorporate stormwater
management techniques.
The Neighborhood Model: Building Block for the Deve!.gp~ent~;~re~,,:~ . -
Figure 6:43 Illustration of a plaza
adjacent ro a commercial area.
The Plaza
Definition: A Plaza is a public space that is generally less
than half the size of a block located at the intersection of
important thoroughfares. It is devoted to civic uses and
commercial activity and is surrounded by buildings on all
sides.
Features:
· Its landscape is composed primarilY of durable
pavement and trees formally planted within the paving,
such as in grates. Little maintenance is required.
· Plazas are flat, except in rare circumstances.
· On occasion, Plazas may be open on one end towards
a view.
· Plazas are dominated by commercial and civic activity
on the ~ound floor.
Figure 6:45 Example of a
neighborhood green
surrounded by streets.
The Pocket Park
Definition: A pocket park is a
small park that often is a piece
of leftover space that a
conventional suburban
development would have
privatized or placed into
someone's backyard.
Features:
· A Pocket Park's shape
varies, but it is always less than 1/2 block in length.
· Landscape features of a Pocket Park will vary.
· Pocket parks can contain tot lots or be passive park
areas.
· Maintenance is performed privately if owned by a
Homeowners Association. If the space fronts on a major
thoroughfare, it is maintained publicly.
Figure 6:44 A small
pocket park .in Kentlands.
Maryland
The Neighborhood Model: Building Block for' the Development Areas
Figure 6:46 Illustration of an eyebrow
park splitting a street.
The E~vebrow
Definition: An Eyebrow is a green space created by the
splitting of a street. The space becomes an occupiable area
with one-way traffic on each side.
Features:
· The Eyebrow often accommodates a natural feature such
as steep terrain or a significant tree.
· It may require special approval by VDOT.
· Landscape features may vary.
Figure 6:47 Illustration of
a Close above and a cul-
de-sac below to show how
a Close can be used as a
public space.
The Close
Definition: A Close is a Green surrounded by a
driveway or a narrow street. Like a cul-de-sac, it
provides vehicular access to several buildings;
however, it also provides a socially useful green space
that is visually accessible to the neighborhood.
Features:
· Length of a Close can vary, but it should not
exceed the standards for the lengths of cul-de-
sacs. Width is determined by standard turning
radius requirements.
· Landscape features may vary.
The Neighborhood Model: Building Block for the Development..,. _ A~eas_ ....~
5. NEIGHBORHOOD CENTERS
Centers are the core of a neighborhood and may contain anything from a high-density mixed-
use area to a school, park,.places of worship, or major employment nucleus. The importance
of the Center is that it provides neighborhood focus and should be within a five-minute walk
from all other locations within the Neighborhood. Existing centers are identified through the
Master Planning process described in Section 4.
Approaches for the creation and retention of centers are described throughout this document. Most
importantly, the Center is a civic or public destination. As such, their appearance should be a major
part of their function and sidewalks and paths as well as streets should lead to these places. Several
different types of centers are illustrated below:
Figure 6:48 (left) The Town
Square in South Riding,
Loudoun County, Virginia. It
is civic space bounded by a
"Town Hall" (a community
building) and a variety of
residential structures.
Figure 6:49 (right)
Rendering of proposed green
in Pikesville. Maryland. The
space features offices over
retail. Across the street.
condominium residences
complete the space and
provide for the activities of
living, working ami
shopping.
Figure 6:50 Another
example of apartments over
retail including a mix of
low and mid-rise units.
This project is known as
Mizner Park in Boca Raton,
Florida.
The Neighborhood Model: Building Block for the Development Areas
The Neighborhood Model: Building .Block for the Development Areas
79
6. BUtLr GS ANI) SPACES OF HU V AN SCALE
There are many elements of buildings and spaces that contribute to the creation of a human
scale environment. Heights, setbacks, spatial enclosure, front and side yards, architecture,
and relationships of building heights to widths all play into the scale of development. The
following design approaches address how to create an urban form that functions Well for
pedestrians and contributes t6 making livable and appealing neighborhoods. It should be
noted that these design approaches are suggested ways of creating livable spaces. Use Of
any feature does not, in and of itself, create buildings and spaces of human scale. A human
scale development depends on the thoughtful and creative apphcation ofthe elements and
their relationship with the other principles of the Neighborhood Model.
In general, heights of buildings should be greatest at the
Centers and Cores and diminish gradually away from thos~
areas. Where a Center or General Area abuts a rural area
boundary, buildings may be fairly high up to the boundary,. The
important feature is that heights of buildings should relate to
the rest of the neighborhood and building proportions should
relate to the size of the human body. This means that combined
height and width (mass) of buildings should not be overwhelm-
ing. Larger buildings can use techniques that reduce their
perceived mass. For example, a change in material or texture
above the first or second floor can help to reinforce the base
(scaled to a human) while diminishing the portion above. This
technique is used at the old Monticello Hotel in Court Square in
Downtown Charlottesville. Other techniques include the use of
cornice lines above the second or third floor or setbacks at the
same location. Most important is the level and quality of detail
at the first and second floor, the areas most within the view of
the pedestrian.
Figure 6:51 Picture of 500
Court Square
Setbacks and Yards
Setbacks combined with architectural treatments can affect how a person feels when standing next to a
building. Used in proportion to the scale of a human body, building setbacks can improve the attrac-
tiveness and functionality of a building and area.
Setbacks and yards also influence the relationship of buildings on a lot and the relationship of build-
ings to the street. The use of the buildings determines the appropriateness of the setback or yard.
Buildings that function better closer to the street should have diminished setbacks and uses that need
larger front yards will have greater setbacks. For example, a retail store may need little or no front
setback to establish its streetscap6 and access, but a Single family detaChed home may need a front
yard with sufficient space away from the street for child or pet safety. This section on setbacks and
yards should be used in conjunction with the Lot Types described with Principle 9 - Mixture of
Housing Types.
The Neighborhqod Model suggests that deep front yards and setbacks take eyes away from the street
and create generally a less-inviting streetscape than shallow front yards. It suggests that shallower
front yards than are traditionally used with conventional development are appropriate in the County's
Development Areas.
The Neighborhood Model: Building Block ~for the- Development Areas
ARCHITECTURAL TREATMENTS WITH FRONT YARDS
A variety of architectural treatments with differing front yards are possible to achieve.
buildings and spaces of human scale. These treatments, ideally, would vary from street
block to street block. Some examples are presented below; however, there are other
designs that also help to achieve buildings and spaces of human scale that can and should be
proposed by designers with development proposals. As the community becomes more
familiar with the application of these concepts, consideration should also be given to replac-
ing the minimum front yard requirement with a maximum "build-to" line. As a concept to
help understand the techniques illustrated below, the following definition of Front Facade
"Build-to" line will be useful. It is provided as one concept of a way to describe how a
front yard or setback can be established.
FrontFagade "Build-to"line: The front faqade build-to line is the line in which the primary mass of
the from faCade should be set. It is measured from the edge of the right-of-way to the building. The
larger the primary mass of the front faqade, the greater the front yard should be. This line should be
consistent within a block, unless it is intentionally varied to achieve a more picturesque effect and/or
avoid unusual site conditions. Where the transect is applied, it may vary from the Fringe, General Area
or Center. Porches and bay windows should be able to project from the front facade into the area
between the primary mass of the building and the street.
Shop Front- Commercial Front
Definition: An architectural treatment primarily designed to promote retail activity, the shop front has a
shallow front yard (0- 10 feet). Typical of downtown buildings, this architectural treatment allows
pedestrians to walk right to the edge of a building if they choose, in order to "window shop".
Location of front fagade build-to line: The front faqade build-to line is at or near the edge of the right-
of-way. The entrance to the building is at the grade of the sidewalk.
Features:
It can be used for retail buildings with residences or offices on upper floors.
· It can accommodate an awning or cantilevered signage.
· It is not appropriate for single-family detached usage because its benefit is to invite large amounts
of pedestrian traffic.
Suggegted Locations: Centers, general, and retail areas
Figure 6:52: Shop Front
The Neighborhood Model: Building Block for the Development Areas
Colonnade Front- Commercial Front
Definition: An architectural treatment promoting retail activity, second stories of buildings overhang
the sidewalk and are supported by columns. The columns enclose the space of the sidewalk within a
colonnade.
Location of front faqade build-toline: The front facade build,to line is within the right-of-way. The
building is recessed on the first floor to allow for a sidewalk. The second story is located over the
sidewalk. The sidewalk should be completely absorbed within the colonnade to prevent pedestrians
from bypassing it. The entrance to the building is at the property line.
Features:
· It is appropriate for retail use and for civic buildings.
It requires special permission for placing structures in
the right-of-way.
· It is not appropriate for single-family detached residen-
tial use because its benefit is to invite large amounts of
pedestrian traffic.
Suggested Locations: Centers, mixed-use, and retail areas
Stoop Front- Residential From
Definition: An architectural treatment that
provides an urban front yard acceptable for
ground floor residential use. The "stoop" is a
small staircase that provides a "walk-up" to
the first floor of the residence. Privacy from
pedestrians walking by the house is assured
by raising the firs floor, while the stoop
provides an "outdoor seat" for the residents.
Location of front faqade build-to line: The
front faqade build-to line is 0- 10 feet from the
right-of-way. The entrance to the building is at
least 3 feet higher than the grade of the
sidewalk to assure visual privacy for windows.
Features:
Figure 6:53: Colonnade Front -
Commercial Front
Figure 6:54: Monument Avenue. Richmona'
It accommodates ground-floor residentihl uses including single family attached and detached
homes, townhouses, and apartment buildings.
Buildings using the Stoop Front may be intermingled with buildings using'the Shop Front.
Houses designed with Stoop Fronts generally do not provide off-street parking and are accessed
from a sidewalk.
A stoop front can be used with a "side yard" or "Charleston house", which is entered off of a side
garden. When used in this way, the front yards are generally diminished as 0 - 5 feet.
Suggested Locations: Centers and mixed use areas
The Neighborhood Model: Building Block-for the Development Area.~
82
Figure 6:56: Porch Front
Dooryard Front- Residential or Commercial Front - Uphill and Downhill
Definition: An architectural treatment providing for a paved or landscaped surface between the right~
of-way line and front faqade.
Location of front facade build-to line: The front faqade build-to line is 10-15 feet from the edge of the
right-of-way. Within this yard is a landscaped area. The main entrance to the building is either several
feet higher than the street or several feet lower, depending on the terrain.
Features:
· It is appropriate for residential or commercial uses in an "urban" setting.
· It can provide an elevated lawn, garden, or terrace in the area between the street and the door on the
uphill side.
· It can be effectively used for retail businesses.
· It can also be used for ground floor residences in single
family houses, townhouses, or aparlment buildings.
· In areas of steeply sloping terrain, it may be set as high as
4 feet above or below the sidewalk to absorb some of the
grade.
· When used on the downhill side, the area can provide for a
sunken "light court" between the sidewalk and the building.
· When used on the downhill side, the lower levels can
provide for residential uses, retail, uses, or office spaces.
· Use of the dooryard front may occur as uphill
sides on opposite sides of the street
Suggested LoCations: Centers, mixed use. and General Areas
Figure 6:55: Dooryard Front
Porch and Fence Front-Residential Front
Definition: An architectural treatment that provides a deeper front yard than a commercial use and
includes a fence in the front yard and front porch on residential buildings.
Location of front fagade build-toline: The front faqade
build-to line is 15 - 25 feet from the edge of the right-of-way.
Features:
· It provides an at-grade or moderately sloping
yard, garden or terrace to separate the use from
the street.
· Porches project away from the building between
the house and the street.
o. A fence, wall, or hedge can be placed at the right'
of-way line to demarcate the yard. When used,
walls and hedges should be set back 1-2 feet to
accommodate footings, roots, and maintenance.
· Porches should be at least 8 feet wide in order to
be useful. They may be 1-2 stories in height.
Suggested Locations: General areas and Fringes
The Neighborhood Model: Building Block for the Develop~mei3~r~s-~,:.:'.
Common Lawn Front - Residential Front
Definition: A front yard in which no special architectural treatment is applied to the front of the
building. The common lawn front is the most rural front possible in the Neighborhood Model. The
house is perceived as an object within space, and not as a container of space as in the other front yard
conditions.
Location of front faqade build-to line: The front facade build:to line is 25 - 40 feet from the edge of the
right-of-way. When the build-to line
reaches 40 feet, a front porch is not
necessary.
Features:
· It provides a lawn, garden, or terrace in
the area between the street and the door.
· It is suitable for "estate lots" or infill
lots on highly trafficked roads since
the larger setback provides a buffer
' from the traffic.
· It may be used where preservation of
trees in the front yards is desired.
Suggested Locations: Fringes
Figure 6:57: Common Lawn
Front
ARCHITECTURAL TREATMENTS WITH SIDE YARDS
As front yards influence the relationship of buildings on a lot and the relationship of buildings
to the street, side yards separate buildings from each other. Generally, in Centers or areas
of intense activity, buildings will be closer together and sometimes give the appearance of a
"downtown". At Fringes, houses will be set farther apart. The required distance between
buildings is determined by the Building Code with emphasis given to fn'e safety, In General
Areas and Fringes, consideration of side yard standards and landscaping must be given to
promote visual privacy in houses.
Side Yards in General
Issues with side yards relate to needs for fire safety and privacy. The Building Code mandates dis-
tances between buildings with consideration given to fire flows and building materials. As a rule, the
closer the buildings are to one another, the more fire resistant they must be. Generally, the more private
the use of the building, the further away-the buildingis from its next closest building. Retail commercial
buildings, may not need to be separate from one. another since they may draw on the same traffic;
houses, on the other hand, may need to be further away from one another to establish areas for
recreation on a lot.
Rather than set a rigid "side yard setback" standard, the Neighborhood Model suggests that the
Building Code dictate distances between buildings. By and targe~ standards to be used should promote.
fire safety and be large enough for plantings so that privacy canbe achieved through vegetation or
fencing augmented with vegetation.
The Neighborhood Model: Building Block for the Development Area,~
Side Yards at Corners
At street corners, the public's view of the front of buildings is very Important. Since buildings are
visible from two streets, two important principles are recommended for side yards at corners:
Side yards should allow for buildings to be set close to the street without interfering with sight
distance for vehicles.
Buildings should be constructed with consideration of the views from both streets.
The following recommendations are made for side yards at corners:
On the comer of two major streets,, a building "front" could be constructed on both streets to
provide a pleasing architectural feature, rather than the building having the appearance of being
"sliCed off" at the corner. (See Figure 6:58)
· On the corner of a major street and a minor street, consideration should be given to wrapping
porches around the side and extending the length of the building.
· On a comer of a major street and a minor street, an ancillary structure could be added so that it also
appears to front the side street (See Figure 6:59).
· Side yard setbacks on corner lots should be consistent with the front yard setbacks of other
buildings on the street on which the side yard is located. In other words, if a corner house with a
porch and fence front has a side yard with stoop fronts, then the side yard Of the house should
match the stoop front in size and will be considerably smaller than the front yard of the house.
Figure 6:58 Corner house at
Celebration hz Orlando.
Florida. A wrap around
porch assures an active
facade on both the front and
the side of the house facing
Figure 6:59 Corner house at
Kentlands. Maryland. An
accessory structure with its
own entry is seemingly
"grafted" onto the side to
front the side street. It aligns
with adjacent~structures
along the street.
The Neighborhood Model: Building Block for the Development Areas
,.;,: ~.?,,~.'~ .~, ~.~.~ ':~ ~
Spatial Enclosure
The Neighborhood Model suggests that spatial enclosure be employed to help create buildings
and spaces of human scale. Rather than regulate building heights in a neighborhood, the degree
of spatial enclosure could be regulated. This method focuses on the relationships of building
heights to distance between buildings.
Generally, spatial enclosure is determined by building height and tree canopy in relation to the
distance between buildings or the tree line and the street. A high degree of spatial enclosure is
created with shallow yards, tall buildings, and narrow streets, A low degree of spatial enclosure
is the result of open, deep yards, large distances between buildings and wide streets, Too little
enclosure or too much enclosure affects the feeling of comfort a person experiences in a place.
For instance, a person can feel overwhelmed in a place of high rise buildings where so much
enclosure reduces light, air, and the ability to see to the top of a building. Similarly, open areas
with wide streets can overwhelm by producing a expansive area only suitable for cars. Building
heights that relate to the distance between buildings, the addition of street trees, and building
recess lines can all be used to produce spatial enclosure.
Several examples of ways to achieve spatial enclosure are offered. They illustrate ratios of building
height to distance between buildings along a road. They also show how street trees and building recess
lines can be used to create the appearance of more comfortable urban places.
Figures 6:60 and 6:61: Spatial Enclosure of
1:2 as defined by buildings. In these illustra-
tions qf Charlottesville streets, the distance
between the buildings is approximately twice the
height of the buildings.
The Neighborhood Model: Building Block for the Development Areas
Figure 6:62: Spatial Enclosure of 1:3 as defined by buildings, In this illustration of a
Fredericksburg street, the distance between buildings i~ approximately three times the
height of the buildings, Any wider distance between buildings without street trees begins
to remove a sense of enclosure along the street.
Figure 6:63: Spatial Enclosure of 1:6 as defined by street
trees. In this photo of Monument Avenue - Richmond, street
trees reduce the perceived width of the street. The addition of
trees at intervals breaks up the space so that a feeling of
enclosure is created.
Face to face Dimension
Street
Figure 6:64: Spatial Enclosure of 1:2 uxing building recesses. In
this drawing, _the height and mass of buildings is diminished to the
eye by using a building recess at the second story. The width to
height ratio is retained by proportionate increases in distance and
building height.
The Neighborhood Model: Building Block for the Development Areas
7. RELEGATED PAm G
There are many ways to relegate parking in a development. Some of the ways deal with
design of parking areas and other ways deal with parking requirements and locations. This
section offers eleven ways to deal with design of parking areas and diminish needs for parking
spaces.
1. Locate parking areas behind and to the sides
of large structures.
Parking areas in communities are generally large,
impervious asphalt enclaves set between streets
and commercial or employment centers. To de-
emphasize the parking area and emphasize the
importance of the building, parking areas can be
placed in the back and to the sides of develop-
ment.
2. Locate residential parking behind the
principal line of the front facade or along an
alley.
Garages placed in front of houses dominate the
faqade, make casual conversations with pass-
ersby almost impossible, and remove eyes from
the street. Conversely, garages located behind
the principle line of the house or in an alley
enable windows, doors, and porches to be
located closer to the street. The result is a more
attractive streetscape and better visibility of
activity in the street. The garage or parking pad
set at least 20 feet behind the principle line of the
front facade allows cars to be out of the sidewalk.
The exception to this situation is where grades
are steep and a garage is placed in front of the
house and turned sideways so that the appear-
ance of the building rather than the garage door
dominates the front.
Figure 6:65 Typical
parking arrangements
place buildings as
objects surrounded by
parking.
Figure 6:66 Preferred
arrangement places
shops along the main
street and parking in
the rear.
Figure 6:67 (left). Garages
dominate these houses in
Fairfax Count3; Virginia and
remove the "eyes on the
street." Note that the front
yards are almost entirely
paved.
Figure 6:68 (right). By
contrast, recessing the
garages behind the houses
and using a shared driveway
(designed as a "Hollywood
drive") presents a much
more pedestrian-friendly
environment and allows
house windows to be closer
to the street.
88
The Neighborhood Model: Building Block for the Development Area~
Figure 6:69 V~ew of
mixed-use Center with on-
street parking.
3. Encourage the use and provision of parking
garages.
In high-density and high-intensity areas, such as
Centers, parking garages can accommodate
parking in a vertical rather than horizontal
manner. In mulfifamily residential developments,
parki'ng can be accommodated as tuck-under
parking where densities permit.
Use of parking garages reduces the total amount
of paved area. which allows for a site plan that is
more pedestrian-friendly. It also allows for an
increase in density, which may be appropriate.
Because parking garages can cost four to five
times as much per space to construct as surface
parking spaces, parking structures may need
incentives. Incentives to consider include:
Exemption from calculation of total gross
floor area of the parking structure .
The calculation of structured parking as an
improvement that is equal in Value to
surface parking for purposes of tax assess-
ment
· Tax credits
· Establishment of a public parking authority
to finance, operate, and profit from the
construction of garages
· County being responsible for the construc-
tion of parking structures, site acquisition,
and operation of parking facilities
4. Allow stand-alone parking lots or garages
At present, parking for a use must be located on
the same property as the use. Allowing for
stand-alone parking lots would provide better
opportunities for shared parking as well as a
more efficient land use. Parking lots of a
significant size should be designed in a grid, no
larger than the size of a typical block, so that
retrofitting is possible should redevelopment be
warranted. Additionally, they should have
defined pedestrian crosswalks and be land-
scaped heavily.
5. Consider increasing the distance from which
a use can be separated from its associated
parking.
Albemarle County requires that all parking
spaces for multifamily developments be within
100 feet of the front door. It requires that parking
spaces be no ~eater than 500 feet from the lot to
the front door of commercial or industrial uses.
Consideration should be given to increasing this
distance.
6. Count on-street parking toward parking
requirements.
A new streetscape proposed by the Neighbor-
hood Model allows for more on-street parking.
Allowing on-street parking to count as required
parking helps to reduce the additional asphalt
needed for parking areas. In retail businesses,
on-street parking is sometimes referred to as
"teaser" parking. It can slow oncoming traffic
and provide a buffer for pedestrians. Signage
directs motorists to additional parking areas in
the rear. In residential areas, on-street parking is
also desirable. A relatively narrow street with
parked cars acts as a natural traffic-calming
element and can provide for spatial enclosure.
7. Reduce minimum parking requirements to
coincide with common usage rather than
peak usage and consider maximum parking
allowances.
In a shopping center of 100,000 square feet, the
parking requirement to serve peak usage requires
5 spaces /1000 square feet, resulting in 500
parking spaces. A reduction to 4 spaces/1000
square feet Would~ save 100 spaces and reflect an
average (rather than peak) requirement lot: a
shopping center. At a cost of $2000/space, this
represents a saving of $200,000, as well as a
savings of land and stormwater containment. If
maximum parking areas are imposed, consider-
ation should be given to requiring non-asphalt
parking for parking spaces provided in excess of
the minimum.
The Neighborhood Model: Building Block for the Developme~{~r~as~ ....
8. Increase the opportunities for shared
parking.
Shared parking acknowledges that different
activities and functions require parking at
different times of the day or different days of the
week. For example, office space is used primarily
on weekdays, while churches are used most
heavily on Sunday mornings. Increasing the
opportunities for shared parking would reduce
the amount of paved area to be provided in the
Development Areas. Albemarle County already
provides opportunities for shared parking
through special permission from the Planning
Commission. Increasing the ease with which
shared parking is obtained also could be
beneficial.
9. Provide reduced parking requirements
where employers use Transportation
Demand Management (TDM).
Employers and developers of office structures
and retail developments can be provided
reductions in parking requirements if they
develop a plan to reduce the amount of single-
occupancy vehicles arriving each day. Such
programs as incentives for employees to walk,
bike, carpool, or use transit may count as part of
a TDM arrangement..All of these alternatives are
more likely with the Neighborhood Model.
Telecommuting may also be counted toward a
reduction in required parking.
10. Develop Centers around bus transit corridors.
Studies have shown that a 10% vehicle trip
reduction can be achieved by locating mixed-use
commercial and light industrial development in a
manner that includes residential uses within a 1/4
mile (5-minute) walk of a bus transit stop.
Successful trip reduction is achieved when at
least 30% of the floor area of mixed-neighbor-
hood centers around bus corridors and the FAR
of the commercial developmentequals 2.0. In
such scenarios, commercial uses include retail
and non-retail uses. The connections between
commercial uses, residences, and transit-stops
must be direct and safe. Secure bicycle parking
must also be provided at heavily used bus stops
and at places of employment. Even with no bus
service, a 7% reduction in vehicle trips can be
achieved using the model outlined. Such
reductions not only decrease parking require-
ments but also reduce traffic congestion and
save money on road construction and mainte-
nance.
11. Allowfor use of non.asphalt surfaces for a
portion of the required parking.
In parking lots at the Fringe or General Areas or
in single-use districts, consideration should be
given tO providing a percentage of the parking, as
pervious surface, Use of gravel, grass pavers, or
other pervious materials should be allowed
where the soils allow infiltration of stormwater.
Allowing non-asphalt surfaces to count as a
portion of required parking can provide for a
more attractive alternative as well as reduce
runoff.
Communi ,ty Description of Pro~ram
Olympia, WA Allows reduction in concert with public (bus) transportation.
Loudoun County, VA Allows reduction of up to 20% of the required parking for any use, building
or complex within 1000 feet of any regularly scheduled bus stop.
Hartford, CT Reduces minimum required parking in return for developer carpool and
(bus) transit encouragements. Table 6:1 Sample of
Orlando, FL Allows payment which support a TDM program in lieu of on site program. Communities that Reduce
Parking in Conjunction with
Montgomery County, MD Requires TDM program as part of site plan approval. Transit or FDM
The Neighborhood Model: Building Block-for the Development Areas
9O
8. MIXTURE OF USES
It is common practice in Albemarle County and throughout the nation to separate uses from
one another. Incompatibilities between uses was the primary reason why zoning regulations
were initially conceived. In its extreme, however, walking or bicycling to work has now
become almost impossible; and, people are realizing that different uses are not inherently
incompatible with one another. It is the way in which uses are conducted that creates impacts
and many of these impacts can be mitigated to allow for mixed commercial, residential, and
even light industrial uses in close proximity. Images in Figures 6:68 and 6:69 show how mixed-
use developments can thrive.
Figure 6:70 An
example of apartments
over retail shops in
Addison Texas.
The following approaches should be considered
to allow for mixed uses in Albemarle County:
Modify the Zoning Ordinance to allow for
and encourage mixed uses in residential and
commercial areas.
At present, the ability to have a true mixture of
uses is limited to a few "planned" districts in the
County. The percentages of commercial use in a
planned residential district and residential use in
a planned commercial district are low. A modified
zoning ordinance should allow for greater mixture
of uses.
Develop performance standards so that
light, noise, odors, and traffic from commer-
cial and industrial uses can be mitigated for
the residents nearby.
The Zoning Ordinance requires landscaping and
buffers to be placed between parking areas and
residential uses. These standards should be
reconsidered in light of the neighborhood model.
Impacts of traffic and noise from trucks should
also be considered when dealing with mixed
uses.
Figure 6:71
The Neighborhood' Model: Building Block for the Development'Areas
91
3. Allow for Higher Floor Area Ratios (FARs)
Commercial density is measured as the total
gross floor area of a structure O.area per floor
times the number of floors) divided by the total
area of a site. This number is called the Floor
Area Ratio, or FAR. increasing the FAR for a
development allows for more building area on a
lot. Figure 4:55 shows three different FARs and
the location for parking in relation to those
buildings.
The biggest detriment to achieving higher FARs
is the size of the parking lot required to serve the
intended activities. Thus, while commercial
densities are specified in the Zoning Ordinance.
they are determined just as much by land values
and the expectations of the commercial real
estate industry. Allowing for higher FARs will
require changes to the parking standards and
regulations in the County.
0.3 FAR
0.5 FAR
1.0 FAR
Figure 6:72 and 6:73
show a relatively low
FAR.
Figure 6:74 and 6:75
show a medium FAR.
Figure 6:76 and 6:77
show a relatively high
FAR.
The Neighborhood Model: Building Block for the Development Areas
9. MIXED HOUSING TYPES AND AFFORDABILITY
MIXED HOUSING TYPES
Mixing housing types successfully requires first understanding how housing translates into
density (dwelling units per acre). The Land Use Plan for the County describes two general
categories of density: Neighborhood Density contains a recommended range of 3 - 6 dwelling
units per acre. Urban Density contains a recommended range of 6 - 34 dwelling units per
acre. These two types of density generally translate into housing types. Low density housing
usually develops in a range of 1 - 2 dwellings per acre. The category of 3 - 6 dwelling units
per acre can range from small to large houses on relatively small lots to attached housing
(duplex-type units). Six units per acre usually .includes small_single-family homes and duplexes
or two unit attached housing. Over 6 units per acre usually results in townhouses, garden
apartments, and high density apartments. Figures 6:78 - 6:80 show some of these typical
housing types.
Figure 6:78 Six units per
acre is considered a small-
lot single .family house.
Figure 6:79 9 to 14 units
per acre suggests town-
houses.
Figure 6:80 20 units per
acre and above implies
multi-famdy housing
The Neighborhood Model: Building Block f6r the
93
To increase density to support expanding populations in the Development Areas and achieve a better
mix of housing, the following approaches are suggested:
Mix housing types within the same development.
Most new residential developments contain a
single type of housing. Single family residential
subdivisions generally have little variation in lot
size or housing type along a street or cul-de-sac.
Mixing lot sizes and housing sizes along the
same street and in the same block adds physical
variety to a street and increases density. Rather
than segregate incomes, it allows for a mixture of
incomes within blocks of a development.
Provide more :opportunities for variety of Blocks,
Lots, and Fronts.
Blocks play an imPortant role in the creation of
lots and pedestrian friendly environments. They
accommodate a range of building types and
densities and have the ability to support a variety
of uses. Several different types of blocks are
described and illustrated on the pages that
follow. These illustrations provide opportunities
fofdifferent housing-type mixes. Developers
should look toward the many creative and
imaginative ways to achieve different housing-
type mixes.
Townho~
~th
attached
Affordable
Small
townhous~
Manor
House,
6-7
Multi-
famil
Single family
40' lot,
detached
garag1
Single on /
family
50' lot
31ex,
attached
garage
detached garage
Figure 6.84 At King Fartn
m RockviIle. Md. each block
has a min. of 3 housing types
within it.
Figure 6.81 At
Wyndcrest. a new
community in Silver
Spring, Ma~.land, single
.family houses, duplexes
and townhouses ail share
the view of a
neighborhood green.
Figure 6.82 An example
of four different units and
unit sizes arranged to
resemble a family farm
compound suggests how
creative approaches can
be employed at all scales.
Figure 6.83 At Harbor
Town. a new community
in Memphis. Tennessee. a
typical street features a
garden apartment
building next to "shot
gun" houses (excellent
starter homes J, which are
in turn. next to small lot
single family houses, in
this case, "zero lot line
houses."
The Neighborhood Model: Building Block for the Development Areas
BLOCK'TYPES
Figure 6:85 The Elongated Block
The Elongated Block
Definition: An elongated block is a rectangular
block which is generally twice as long as it is
deep. It contains a central T-shaped alley.
Features:
· While its width is generally about 220 feet
wide, its length can vary from 200-, 600 feet.
· Depth of lots can also vary.
· It allows for an infinite variety of lot widths
within a block and flexibility to readjust the
product to the marketplace.
· The alley may be placed off-center resulting
in lots of different depths on either side.
· Land uses and densities may be changed '
across alleys (as opposed to thoroughfares).
· Blocks may be bent.
Varying the Block Length: The length of the
block can be adjusted to accommodate commer-
cial and pedestrian needs. One strategy would
be:
· Shorter towards the Center (200- 300 feet in
length)
· Longer toward the General Area (300- 400
feet in length)
· Longer still at the Fringe (400- 600 feet in
length)
Varying the Block Depth: Block depth depends
on the intended activity and requirements for
parking
· For low-density residential uses, such as
single-family detached units and attached
units, a block depth of 220 feet from r.o.w.
line to r.o.w, line provides for 100-foot-deep
lots and 20 feet of width for an alley.
· For townhouse and multifamily "plex" units
with "tuck under" parking, the lot depth
could be 70 feet. If like units are back-to-
back, the block depth can be reduced to 160
feet.
Commercial blocks and blocks accommodat-
ing mulfifamily buildings with parking lots
could be sized to accommodate an expected
parking load. Commercial blocks are usually
double the depth of a residential block:
however, this dimension should be refined
for the use.
Blocks that change function, land use and
density across alleys should be sized
according to the requirements of each land
use and density. This will result in alleys
that are off-center within the block, which is
appropriate.
The Neighborhood Model: Building Block for the Develepment ~'e~;.- ·
The Irregular Block
Definition: An irregular block is one whose
rectangular shape is varied and curved to provide
different length and width. The block size is not
prescribed.
Features:
· It has unlimited variations.
· It allows for changes in terrain.
· It is also known as the "org, anic" block
because it was originally created by a
subdivision of land located between well-
used paths. It achieves a picturesque effect
while negotiating sloping terrain and
irregular property lines.
· Frontages of adjacent blocks need not be
parallel,
· In the case of excessive block depth, it is
possible to use a Close to provide an open
center.
Retail Use
Irregular
Block
(with pocket
lark)
Multiple uses on a
block
Lots
Multifamily units
-- Elongated Block
Townhouse Lots
Neighborhood
Green
-- Regular Block
Irregular Block
(with center
open)
Figure 6:86 An illustration of a
possible plan for a neighborhood
combining regular and irregular
' blocks.
The Neighborhood Model: Building BloCk for the Development Arees
96
LOT TYPES
The residential lot allows for different types of housing and commercial structures as illustrated below:
Figure 6.8Z LOT TYPES: ESTATE LOTS, COTTAGE LOTS AND VILLAGE LOTS
Side Street
Side Street Build-to L .
Leadwalk
Shared Driveway
VILLAGE LOT
ESTATE LOT
Recessed Garage
COTTAGE LOT
Figure 6.88 LOT TYPES: LIVE/WORK LOTS, TOWNHOUSE LOTS AND
DUPLEX LOTS
Side Street__~.x'
LEX LOT
Side Street with Parking
TOWNHOUSE
LOT
Hollywood Drive
! WORK
LOTS
The Neighborhood Model: Building Block for the DevelOpmen~i~eaE~
~ 97
Figure 6.89 LOT TYPES: MULTIFAMILY LOTS AND PLEX LOTS
Side Street
Parking
Enclosing Fence o~all ' "'~
il~'.lex
--~" OVER
2" LOT
Figure 6.90 LOT TYPES: COMMERCIAL LOTS
tPad sites in front of"Big Box Retail"
Freestanding
Commercial
Structures
The Neighborhood Model: Building Block for the Development Areas
Possible Lot Features by Type
Width
Depth
Lot
40'-50'*
100-120'
Estate Lot
70'-90'
>110'
90-110'
Garage and
Parking
Can Back Up To:
Alley loaded
attached or
detached.
Consider
"Hollywood
Drives."
All lot types.
Alley or front
access.
If front access, then
garage must be
recessed (as in
Village Lots
Cottage Lot (when
estate lot is alley
loaded)
Village Lot
Estate Lot
Alley access
- attached or
detached
All but
Estate lots
Min. Side Yard:
**Max Width of
Primary Facade:
0' on one side.
10' on the other
side.
32'
5' min for structures
less than 2
stories
15' min for
structures
2 stories or
higher
Adjoined on
one side 5'
setbacks**
32'
The Neighborhood Model: Building Block for the Deve opment ~Areas
99
Mulfif~mil~
N/A
driveway
Commercial
N/A
Minimum 130'
determined by
parking
reqmrements.
Surface or structure
behind building
preferred. Some side
parking is allowed.
Multifamily Lots
Townhouse Lots
Live/work Lots
Plex Lots
Commercial Lots
* Add 8' to all side street lots.
** If Fire Suppression is provided. (sprinkler).
Lead walks are suggested at all houses (Lead walk - the path from the house to the sidewalk parallel to the street).
100
The Neigh!borhood Model: Building Block for the Development Areas
Figures 6:91 & 6:92
Wyndcrest, in Montgomery
County, Maryland gracefully
demonstrates a creative
approach to mixed income.
Plan courtesy of D/P-Z
Architects and Town
Planner~
Figures 6:93 & 6:94
North Village, a redeveloped
community in Alexandria,
Virginia features affordable.
multifamily units with the
look of large single family
homes. Some of these units'
residents receive public
assistance with funding.
AFFORDAB ILITY
There are several different approaches to providing affordable housing in the Development
Areas and these options are described below:
1. Scatter affordable housing throughout a
neighborhood rather than concentrating it
in enclaves
A mix of diverse housing, including affordable
housing is shown in Figure 6:91 and 6:92 which
shows it is possible to provide diversity within a
highly marketable development. The illustrations
of Wyndcrest: a contemporary development in
Sandy Spring, Maryland, contained single family
houses selling at over $300,000 in 1996 with
subsidized townhouses at $80,000 and a number
of products in-between. Wyndcrest was highly
successful both from the point of view of the
developer as well as from a community design
perspective.
Make affordable housing look like all the
other housing with the only difference being
in size
It is ~mportant that affordable housing loOk like
market rate housing. Not only does this provide
a dignified presence on the street, but it avoids
the stigma often associated with housing
developments that are clearly "affordable." This
"blending in" helps maintain overall property
values and allows for a variety of uses and
reuses over time. Figures 6:93 and 6:94 show a
proposal for several blocks known as "Noah
Village" in Alexandria, where market rate town-
houses are intermingled with apartments: in
"manor houses." These manor houses are
essentially buildings that look like large city
houses. Each manor house contains from 6 - 7
units, many of which are subsidized. Viewing the
ensemble from the street, it is impossible to tell
that subsidized or affordable housing is located
within the block.
The Neighborhood Model: Building Block for the Developmen~ Areas
Figure 6:95 This new
reside~we in the Orchard
V~llage neighborhood of
Chattanooga, Tennessee ts
part of a dignified group of
affordable housing. The
density is 6.8 units per acre.
(Image from Good
Neighbors: Affordable
Family Housing)
3. Encourage the construction of accessory
apartments in ancillary structures
While this method may never be the primary
source for the production of affordable housing,
it does offer a "namraI" method ofpro¥iding
units for certain consumers. University students
and young professionals, in particular, often find
this type of housing quite amenable, providing
an additional revenue stream for owners (See
Figure 6:96).
Figure 6:96
The Neighborhood Model: Building Block for the Development Areas
Figure 6:97 Original
shopping center.
Figure 6:98 Stage I: New
sidewaLCx and street trees
are added in addition to the
upper level apartments.
Curbside parking is allowed.
Figure 6:99 Stage 2: New
traditional streets are
provided with the addition
of a new mixed use
building. Illustrations
courtesy of the New
Jersey Office of State
Planning
10. REDEVELOPMENT
The main opportunities for redevelopment of land exist with existing commercial properties.
The main highways into the County, such as Route 29 North and Route 250 East have been
developed primarily as "strip" commercial centers. Parking lots, service stations, fast food
restaurants, shopping centers, motels, and offices are all laid out for easy automobile access.
Buildings are separated from the street by parking lots. For now, these properties may be
providing sufficient services for the community. In the future, though, they may be able to
provide even greater services or residential uses in areas served by utilities, road, and pedes;
trian infrastructure,
The Neighborhood Model suggests ways to
redevelop properties to achieve greater densities
and create better mixed-use environments.
Ten ways to redevelop properties to create mixed-
use neighborhoods and obtain higher densities
in existing development are suggested below and
illustrated in Figures 6:92 through 6:99.
I. Change the facade
2. Add upper level apartments or offices
3.. Modify the parking lot to make streets
4. Add sidewalks and street trees
5. Add curbside parking
6. Orient the buildings to the newly created
streets
7. Add green space
8. Add a bus stop or transfer station
9. Add a parking garage
10. Provide a community meeting place
In the photo-simulation to the left, a vacant retail
strip center facing a vast parking lot is trans-
formed into a vibrant mixed-use environment in a
two-stage redevelopment process.
On the following pages, photos and drawings
show how two redeveloped sites transform
underused areas into vital mixed-use Centers.
The Neighborhood Model: Building Block for the Development Areas
103
Figure 6:100 Existing Site Plan of Eastover Shopping
Center. It is dominated by a parking lot, which is rarely
more than half full.
Figure 6:101 Proposed Site Plan of Eastover Shopping
Center after redevelopment. Images courtesy of NeaI I.
Payton
Wetlands are restored
behind shopping center,
An opening allows access
to the wetlands
Shopping Center
neighborhood green
New bus transfer station
parking
Entry Ddve Narrowed and
Aligned with Storefronts /
Housing or Office space
above,
townhouses take
advantage of park amenity
road allows intercon-
nection with surrounding
neighborhood
In another example shown in Figures 6:100 and
6:101, the Eastover Shopping Center in Prince
Georges County, Maryland, was proposed for a
redevelopment with new streets that allow for
connections to existing residential neighbor-
hoods and newly restored wetlands. Coupled
with infill atop some of the parking, these
changes allow tl~e shopping center to become
more of a neighborhood Center. The provision of
~a bus transfer station, a village green and a
community hall, in addition to amix of housing
and offices above newly constructed commercial
blocks all contribute to the vitality of the
redeveloped site. These features help integrate
the shopping center into the larger neighbor-
hood.
104
The Neighborhood Model: Building Block for the Development Areas
Figure 6:105 (Right) New
Seabury Shopping Center
in Mashpee Massachusetts
(65 miles south of Boston)
was mostly vacant.
Figure 6:106 Renamed
Mashpee Commons, new
retail is oriented to the street
fitself newly created) on
street "teaser" parking
provides a buffer between
pedestrians and vehicular
traffic street trees and
benches add amenity to the
environment.
Mashpee Commons (Figures 6:105
through 6:107), in Cape Code, Massa-
chusetts, is on the site of and incorpo-
rates an abandoned K-Mart. In
Mountain View, California (Figures
6:103 through 6:104) a shopping mall
was demolished to create small-lot
single-family homes, apartments.
townhouses, and a retail center.
Intensification and redevelopment
must be balanced with a strong
sensitivity'to protecting existing
neighborhoods and recognition that
additional development is not appropri-
ate in every setting. Protecting existing
neighborhoods, though, does not
necessarily mean separating them
physically from other uses. Rather, the
scale of redevelopment and the nature
of uses should appropriately transition
to adjacent neighborhoods.
Figure 6:107 A bank at
the development's most
prominent intersection
evokes the tradition of
corner banks on Main
Street. Images from The
New Urbanism: Toward
an Architecture of
Community.
The Neighborhood Model: Building Block for the Development Areas
Figure 6:108 Existing site plan of
the "Crossings" in Mountain Fiew.
California showing the location of
the failed shopping mall.
Figure 6:109 Site plan for the
redevelopment of the "Crossings" An
18 acre site with small single family
homes and townhouses. 5% of the
homes are moderately priced as per
developer agreement. Densities range
from 21 to 40 units per acre,
Figure 6:110 View of ]st of the single
family homes completed.
The Neighborhood Model: Building Block for the Development Areas
106
11. SITE PLANNING THAT RESPECTS TERRAIN
Nestled in the Blue Ridge Mountains, Albemarle County is blessed with mountains, streams
and valleYs .that provide spectacular views and make it a place of beauty and tranquility. In
the Development Areas, those same mountains, streams, and valleys provide character but
also present significant challenges for development. The following recommendations are
offered for building on slopes in the Development Areas:
Figure 6.'111 A stair
provides a pedestrian
path system between
two streets.
Building on Slopes
. On slopes of 0 - 10 %:
· Most building can occur easily without
major regrading
· On Cottage Lots (40 feet wide) and smaller,
retaining walls maybe necessary with grades
above 7%
· The lower slope gradations can accommo-
date wider roads and boulevards
On slopes of 10 - 15%:
· Moderate grading may be needed to support
development
· On Village Lots (60 feet wide) and smaller,
retaining walls may be necessary at grades
above 10%
· The moderate slope gradation can accommo-
date mostly narrow and some wider roads
On slopes 15 - 25%:
· More care with grading is needed so that
extremely steep slopes are not created by
regrading
An open space buffer can be created
between the edge of a neighborhood as seen
from perimeter streets to absorb some of the
grade
On slopes 25% and greater:
· Extreme care should be taken when building
on slopes of 25% so slopes that are even
steeper than 25% are not created
· Development on steep slopes should be
considered with regard to its impacts on
significant systems of slopes as identified on
the County's Open Space Plan and the
Master Plan for the Development Area
* Development on steep slopes should either
take place at the low end of the density
range, or buildings should be of sufficient
size and configuration to take up the slopes.
· Viewshed impacts should be considered
when designing buildings on steep slopes
The County recognizes that not all steep slopes
should be preserved from development in the
Development Areas. Significant features
identified for preservation in the Open Space
Plan, as well as other environmentally sensitive
areas, should be mapped during the Master
Planning process. As described in Section 4, the
first map created should identify particular areas
of steep slopes, forested land, streams, and
stream valleys to be preserved to enhance the
quality of life in the Development Areas.
Steeply sloped areas, vegetated lands, and
stream valleys that are of less significance to the
character and quality of life in the Development
Areas will be identified during the Master Plan
process and made available for development. It is
The Neighborhood Model: Building Block for the Development Are~a:,s.~:¥ ~'::
107
the grading and reconstruction of the slopes that
affect neighborhood and environmental quality,
such as the health of streams. Simply put,
reconstructed slopes should be stable, safe,
easily vegetated (where vegetation is used
instead of retaining walls) easily maintained, and
attractive. The following.approaches are offered
for reconstruction of slopes:
Design Suggestions for Grading and
Reconstructing Slopes
"Feather" cut-and-fill slopes back into
existing grades to create a smooth and
natural appearance.
· When reconstructing slopes, minimize use of
2:1 slopes. Opt for 3:1 slopes and 4:1 slopes
that are easier to walk on, easier to establish
and maintain with vegetation, easier to
accommodate steps, and which are more
visually pleasing. On residential streets, 2:1
slopes at the edge of front yards may be
necessary in order to achieve the front yard
conditions outlined earlier in this section.
Such slopes should be heavily landscaped
for visual quality and ease of maintenance.
· Break up expanses of slope through "bench-
ing'' and changes-in vegetation.
· Where 2:1 slopes cannot be avoided, use
them sparingly and plant vegetative material
that is easy to establish and maintain. Grass
should not be used as the primary vegetative
cover on 2:1 slopes because of the difficul-
ties and dangers of mowing these steep
slopes.
· Where "feathered" grading would result in
extra site disruption and destruction of
existing vegetative cover, small retaining
walls on stepped terraces are preferable to
unnaturally steep slopes.
· Where retaining walls are used, generally
they should be small and benched rather
than large and imposing. Where retaining .
walls front a public street or sidewalk the
material with which they are faced assumes
great significance.
· Pay attention to safety when regrading
slopes. Regrading from a property line that
creates a steep slope can be hazardous for a
neighboring property owner.
Safety fences should be provided where
retaining walls are greater than 4 feet in
height.
Be careful when adding a fence to the top of a
retmning wall. It will look even taller than it is
and a smaller more benched wall may be more
appropriate. To avoid height inconsistencies
and promote safety, which is essential when
using of retaining walls, consider putting a
freestanding fence inside a retaining wall.
Use planters as decorative walls and break up
retaining walls with small benched sections.
Grading Suggestions for Steep Slopes and
Drainage
Drainage is a key problem when building on and
reconstructing slopes. The following suggestions
are offered to help minimize drainage problems:
· Diversion is the key to successful slope
drainage and stable grading. Surface runoff
must be intercepted and diverted.
· Swales or trench drains should be used at the
top of such slopes to divert drainage around
any buildings downhill.
· Attention should be paid to material used to
break up flow in drainage ditches. Rip-rap
solutions, although practical, can be unattrac-
tive and hazardous to pedestrians and playing
children. Other options including using
biofilters and lining. Paving can be used but is
often unattractive. It is better to numic natural
slopes and channels so that rip-rap, concrete, and
liners are not necessary.
· Properly planned and installed drainage structures
should be used to avoid "gullying" anddrainage
problems to downhill properties.
· Major fills are engineered structures and
should be treated as such. Diversion swales
should be included at the head and toe of all
regraded slopes to avoid "slumping."
· Correct shaping and placement of cut-and-fill
volumes is critical to avoid slippage.
· Low fills should be placed in separate
benched areas.
· High fills should have both an interception
gutter at their head and a heel drain with the
top of the fill pitched gently back towards the
interception gutter.
108
The Neighborhood Model: Building Block for the Development Areas
ROAD
Figure 6:112 l~oads
running parallel to the
terrain.
Figure 6:113 Roads
running perpendicular to
the terrain.
Design Suggestions for Retaining Vegetation
· Where grading is required, preserve mature
native vegetation wherever possible
· Treat nanve vegetation as a design and
marketing asset
· Protect it from compaction or injury d. uring
construction
· Retain native vegetation to blend new
development into the site and limit erosion,
slipping, and runoff from the site
Suggested ways of developing Streets,
Roads, and Lots on Steep Terrain
Where slopes are greater than 12-15 %
· Place roads parallel to the contours
· Parallel roads require extensive grading but allow
easy access m units and open views outward.
· Although parallel roads make lot development
easier, they tend to be less interesting visually
because they minimize the effect of rolling
terrain on creating character and diversity
within a neighborhood.
· Use of retaimng walls may be required at front
yards and at rear alleys which diminishes opportu-
nities for neighbor to neighbor interaction
· Roads parallel to the contours can be longer
which causes more disturbance
· Parallel roads can cause access problems if
used on too steep of terrain
The following recommendations are made for
constructing roads on sloping
terrain:
· Roads should be as narrow as is functionally
acceptable.
· In the steepest conditions, placing houses
only on the inside of the outermost streets
allows residences to front the roads along
the edges of Neighborhoods.
Roads placed perpendicular to the contours
· Roads perpendicular to the contours can
minimize the amount of grading needed but can
cause difficult access problems and limit views
· These roads tend to have considerable
character as houses step up the hill
· While retaining walls may be required between
adjacent houses in this model, social interaction
across streets and alleys is considerably easier
than along streets running parallel to the terrain
Use of these roads requires more flexibility in
housing types and locations of garages"
The Neighborhood Model: Building Block for the Development Areas -
~~ 109
Design Suggestions for Ends of roads on steeply
sloping land
· Greens and Closes should provide end
treatments for streets on steeply sloping
land
· Closes should always be linked laterally at
the earliest opportunity (See Figure 6:47)
Design Suggestions for Road Profiles
· As steeply sloping land should support low-
density development, a rural profile may be
appropriate for roadways in such areas.
· The rural profile roadway provides for grass
infiltration swales. This profile, however,
cannot be too steep; otherwise, the swale
will lose its infiltration properties.
Design Suggestions for Building Siting
on Steep Terrain
The following approaches to siting buildings on
steep terrain are offered:
· Buildings should be sized and located to
capitalize on views without negatively
impacnng views from afar.
· The crest of the hill and the top of the slope,
sometimes referred to as a "military crest"
may be used or created to preserve or
enhance views (See Figure 6:115).
· When views are from below, extreme care
should be taken to avoid breaking the crest
of the hill with the tops of buildings
· If breaking the crest of the hill is unavoid-
able, retaining a screen of existing mature
trees throughout the new development will
help to obscure the view.
· Buildings should fit into the existing grade
and step down the slope rather than mass
grading for building and parking slabs.
Building foundations can be used as
retaining walls to further minimize environ-
mental impacts
Terraced parking lots, small-scale frontage
buildings, and rooftop parking are all devices
which may allow even a "big box" retailer to
sit more comfortably on Albemarle County's
hilly terrain
Closes along
Figure 6:114 A residential close provides for a neighborhood green
while houses rest on the opposite side of the road overlooking the
river valley.
DEVELOPMENT
RURAL AREA
Figure 6:115 A "milita~ crest" at the top
of the hill is left vacant: buildings are
placed on the development side so that
roofs are not visible to the other side.
Figure 6:116 These
townhouses are stacked to
better use the topography.
"Uphill" units enter two
stories above "downhill"
units.
~. ,, . ,~ .. ~, The Neighborhood Model: Building Block for the Development Areas
110
Figure 6:117 Section of typical site along arterial road in Albemarle County. SuctJ sites are often developed with "big-box" retailers.
"fiat"
parking lot
/ Engineered slope graded
~ at 2:1 (a 50% slope)
Original hill profile ~. ~
Figure 6:118 Section of typical site after conventional development with "big-box" retailers.
/"Terraced" parking lot
Rooftop parking takes ~ ~ Mixed use buildings
advantage of grade and~ "Big Box" ~' / . ~ .
~ ~ ~. ~ / along xrontage road
reduces parking lot - -.~ -'- ,,='~ ..... -~ ...~ ~ ~
., ~-= ..... ~ -. / / absorb gr ......
graalng.~'~. ~ riO 'ginal hill ...... p~rofile~* ~':'- ' '~" / .,~.~ create boulevard~7~
Road
Figure 6:119 Section of typical site with "big box" retailer after alternative development corresponding to the Neighborhood Model
and closely sited on sloping terrain. Cut and fill is minimized and buildings and their parking lots act to retain earth and absorb
grade. Parking on the roof is an added expense for retail developers, but offers considerable grading benefits while reducing
tmpervious surface and minimizing walking distance.
3-Story Parking
"Big Box" /Garage
parking lot
Original hill profile/
Figure 6:120 Section of site where building mass takes
advantage of slope and provides structured parking for the use.
Figure 6:119 These garden apartments have been designed to use the
topography to their advantage. They sit on the hill so as to allow
parking underneath, in the back, atut street level entry in the front.
Image taken from Site Planning and Community Design for Great
Neighborhoods by Frederick D. Jarvis.
The Neighborhood Model: Building Block for the Development Area§.~.~-
111
12. CLEAR BOUNDARIES WITH THE RURAL AREAS
The Development Area boundaries are the places where the Development Areas meet the
Rural Areas. It is anticipated that, in most circumstances, development in the growth areas
will extend to the boundary so that the full potential of the Development Areas can be
achieved. A "blended edge" that is so frequently associated with sprawl is discouraged. This
section suggests ways in which the boundaries can be discernible and compatible with
their surroundings.
S~ream -- I~'~ - ZONE ~-~
MIDDLE:ZONE;
~ OUTIE~ ZONE
road
Figure 6:122 A ripartan
buffer alongside a stream
accommodates a road.
Where the Development Area Boundary is a
River or a Stream
Where the Rivanna River or one of its tributar-
ies such as PowelI Creek form the boundary of
the Development Area, a wooded buffer between
the watercourse and the developed area can
help to form a Greenway to provide an environ-
mental as well as recreational and civic benefit.
Ifa street is provided adjacent to a watercourse,
it is preferable to have residences up to the
opposite side of the road so that the view to the
watercourse is public. An urban park can also
be placed alongside a river or stream where
that watercourse forms the rural boundary.
Where the Development Area Boundary is a
Road
Where a Development Area boundary is a street
or road, the treatments may be "buffered" or
"Unbuffered." A buffered boundary could
consist of a heavily vegetated or landscaped
area of 50 - I00 feet alongside the roadway
inside the Development Area where property
dimensions permit such a buffer. This apProach
shouM not be used casually. The Development
Areas are limited in area and use of this
technique will reduce the net buildable area. It
may be used when surrounding residents are
concerned about encroachment of the Development
Area beyond its boundaries. (See Figure 6:124).
An unbuffered boundary creates an obvious
distinction or "hard edge" between a Develop-
ment Area and a Rural Area. Figures 6:116 and
6:120 show development up to and fronting on
the bounding thoroughfare. This treatment may
be appropriate for highly traveled roadways or
where a Development Area might be expanded, if
it is ever to be expanded. Wherever this solution
is used, it is important that no residences "back
up" onto these roadways. Where development
abuts a roadway, it is important that it act as a
"front door" to the community.
Figure 6:123
The residential
edge of a
proposed
neighborhood.
Houses front a
road that
parallels a
stream valley
and its buffers.
The Neighborhood Model: Building Block f(~r'the Development Areas
Figure 6:124 Alternate 1:
A landscaped and wooded
buffer screens new
development from existing
road
Figure 6:125 Alternate 2:
Development fronting an
adjacent thoroughfare.
Where the Development Area Boundary is a
Ridge
Where a Development Area boundary is a ridge,
such as the top of a watershed, care should be
taken to keep development below the ridge line. if
the ridge ~s significantly higher than the land on
the Developmen. t Area side of the boundary.
This treatment is sometimes known as a military
crest (See Figure 6:110). If the land on the
Development Area side is rolling, then the
heights of the building are of less concern and
the "hard edge" is created without any environ-
mental feature delineating the boundary.
Where the Development Area Boundary is the
City of Charlottesville
Where the City of Charlottesville abuts the
Development Areas and a watercourse is not the
boundary, neighborhoods adjacent to the City
should be considered in light of their ability to
join with other neighborhoods. In these situa-
tions, the County's neighborhoods would not
show a clear boundary.
Where the Development Area Boundary is along
a Power Line
Easements exist along power lines in all areas. In
Development Areas, where the boundary is a
power line, a 50-foot wooded buffer between the
easement and the building areas should be
provided for visual and physical separation.
Where the Development Area Boundary is a
Drainage Swale
Swales are natural drainage areas that make up
open space corridors, as described in Section 3.
They are the most advantageous areas for
groundwater recharge. As such, they should be
retained as or planted as a riparian buffer.
The Neighborhood Model: Building Block for the Development Areas
Section 7
GUIDELINES FOR IMPLEMENTATION
The Neighborhood Model is an important step towards
acheiving the County's vision of vibrant, attractive
Development Areas that will both help preserve the rural
character of the Rural Areas and offer a high quality of life
for all of the County's citizens. It is intended to be used as
a guide for planning the Development Areas. It provides
both a "sketch" for the'Development Areas as well as an
outline of how to arrive at a more refined vision tailored to
each individual area. To achieve implementation, several
more steps must be taken, as described on the following
page. It is important to note that the model is valid for the
County as it seeks to promote a high quality of life for
Development Area residents and property owners, even if
major changes to development regulations do not occur,
Master Plans are not created, or investments in infrastruc-
ture are not made.
114
The Neighborhood Model: Building Block for the Development Area~
Steps for Implementing the Neighborhood Model
1. Modify Zoning and Subdivision Ordinances
Many of the concepts and practices described in this document are not supported by
current zoning and subdivision regulations in Albemarle County. Largely rewritten in
1980, the ordinances generally promote a "suburban" rather than "urban" development
style. As a result, the regulations need to be rewritten to both support and promote a
pattern of development that is in keeping with the Neighborhood Model.
2. Fund and develop individual Master Plans for the Development Areas.
The Neighborhood Model provides the framework for the County to create functional and
appealing Development Areas that will attract the desired proportion of new growth in
the region. The Master Plans are important because only through extensive advance
work will development in these areas .take a form that is both attractive enough to provide
a high quality of life and compact enough to use the areas efficiently. This is especially
important for the "public realm" features such as street networks and open space.
Another important aspect of the Master Planning process is the involvement of citizens
and property owners in the design of their community. These citizens will contribute
their knowledge and desires and in turn will gain a greater understanding of the issues
and options for responsible growth.
3. Create plans to build infrastructure.
Regulatory changes, while essential, are not the only step required to achieve implemen-
tation of the Neighborhood Model. Equally important will be the County's strategy for
building the infrastructure needed for build out of the Master Plans conceived under this
model. Both physical and fiscal planning challenges abound. The County will have to
arrive at a policy to address the expectations of many of its citizens for concurrency, or
the provision of infrastructure simultaneous wi th new development.
The Neigh borhood Model: Building Block fo r the Development Areas ~}~ ..... ~ ~ ~ ~ ~..,~. ~,~:~
GLOSSARY
Accessory apartment A secondary and
subordinate dwelling unit on a
residential lot, which can be rented out
by the owner of the house. Accessory
apartments may be connected to the
house, be detached buildings, or be
located above detached garages.
Affordable Housing: Rental and "for purchase"
housing, which is decent, safe and
sanitary, and does not exceed 30% of
household income. Albemarle County
targets resources at the following three
income ranges having the greatest need
in 1999: Rental housing occupying 0-
80% of the median income and "for
purchase" hoUsing at 50 - 80% of the
current median income.
Average
daily traffiC: ADT The average total
numbers of vehicles that traverse a road
on a typical day, usually specified in the
ITE Traffic Generation Manual.
Bioretention A water quality practice that uses
landscaping and soils to treat urban
storm water runoff by collecting it in
shallow depressions before filtering it
through a fabricated planting soil media.
Cul-de-sac: A local access street with a closed
circular end, which allows for vehicle
turnarounds. As a rule, Cul-de-sacs are
discouraged in the Neighborhood
Model.
Close: An alternative to the cul-de-sac supported
by the Neighborhood Model, the Close
is a one-way loop road encircling a
public space, fronted by residences or
shops on one side
Density,
Gross: The maximum number of dwelling
units allowed within a particular parcel
of land, expressed in terms of dwelling
units per acre.
Density, Net: The maximum number of dwelling
units possible within a particular parcel
of land after subtracting the non
developable areas, e.g., flood plains,
wetlands, steep slopes, forest preserves
collector roads, and other open spaces.
expressed in terms of dwelling units per
acre, net.
Density Bonus: A form of incentive offered to
property developers to prowde some
combination of features consistent with
the Comprehensive Plan.
Excess Parking: Parking spaces that are
constructed over and above the number
required or predicted based on the
parking demand ratio for a particular
land use or activity.
Hollywood Drive: A one-lane driveway broken
into separate narrow paved areas for
each wheel with a strip of grass in
between.
Impervious cover: Any surface in the urban
landscape that cannot effectively
absorb or infiltrate ralnfail. In suburban
areas, streets and parking lots are the
two most significant components of
impervious cover.
Infill development: New construction on vacant
land within the Development Areas that
is surrounded or nearly surrounded by
existing development.
ITE Manual: Published by the Institute of
Traffic Engineers it provides nationwide
roadway standards.
116
The Neighborhood Model: Building Block for the Development Are--
Minimum LotSize: The minimum area of an
individual lot within a particular zoning
category as specified in the Zoning
Ordinance of Albemarle County.
Neighborhood: The building block for the
Development Areas, a neighborhood is
a mixed-use, mixed-income area limited
by walking distance, not by density.
The neighborhood is conceived to
fulfill ordinary human needs, including
those of transportation, employment
and shopping. The neighborhood is
served by a interconnected pattern of
transportation variously designed for
character and capacity creating a public
realm that is available to the pedestrian,
the bicyclist as well as the motor
vehicle,
Neighborhood Model: The guidelines that
describe the character of the
Neighborhood in Albemarle County as
defined in this document.
Network: A system of interconnected streets
and transportation options.
New Urbanism: A land development
methodology, that gained popularity in
the early 1990's that aims to use the
techniques of neighborho.od design
popular before the 1940's. It marries
these techniques to contemporary
technology, e.g., cars, rapid transit, etc.
Open Space: Land that is set.aside for outdoor
enjoyment and preservation.
Pavement Width: The width of the paved
roadway within a right-of-way.
Parking Lane:.A narrow curb lane ofien seven-
to eight-feet in width designed for
parallel "on-street" parking.
Parking demand: The number of parking spaces
actually used for a particular land use.
Parking, Off-street: Driveways or parking lots
within a properly.
Parking, On-street: Parallel parking typical of
traditional towns and villages, which is
frequently not counted toward
satisfying the required number of
parking spaces for a residence or a
business.
Parking ratios: An expression of the required
parking spaces that must be provided
for a particular land use, often stated as
aratio of x spaces per y units in
residential calculations or x spaces per
1000 square feet in non-residential
calculations.
Parking, Shared: When two uses such as office
and retail have peak parking loads at
different times of the day or week, they
can ofien share their parking with each
other and take advantage of the
underutilized parking at one of the
facilities. This has the effect of reducing
the total mount of parking and allowing
higher densities or a reduction in
impervious cover.
Queuing street: A narrowed street which
contains a single travel lane and which
may occasionally require an opposing
driver to pull over to allow an oncoming
vehicle to pass.
Redevelopment: The remodeling and
reconstruction of existing "strip
centers" and malls into more viable
commercial and/or residential areas.
Right. of-way: The design area of a thoroughfare
that includes the pavement width and
areas for sidewalks and utilities.
RuralAreas. A zoning and land use
classification that describes the
agricultural areas of Albemarle County
located outside of the Development
Areas.
i-'7
The Neighborhood Model: Building Block for the Development Areas
Setback: See Yard
Structured Parking: More commonly referred to
as parking garages, these are parking
facilities on multiple levels. Structured
parking reduces the land on a given site
that must be devoted to parking to allow
higher densities of development and
reduce the total land coverage of a
particular development.
Subdivision Ordinance: The regulations
governing the creation of new parcels
for development. It also specifies the
construction standards for roads,
drainage, utilities and other facilities to
serve a development or parcel.
Swale:
An open drainage channel or
depression explicitly designed m detain
and promote the filtration of storm water
runoff.
Traditional Neighborhood Development (TND)
or Neotraditional Development: A
compact, mixed-use development
typically containing a grid street pattern,
sidewalks, and street trees, reflecting the
vernacular pattern of human settlement
typical of development throughout the
United States up until 1939.
Transect: A cross-section of a Neighborhood
containing a mix of activities and
reflecting a continuum of intensity of
uses.
Transit Oriented Design (TOD): A type of
development consistent with the
Neighborhood Model designed to
encourage and facilitate transit
ridership.
Vehicle Miles Traveled (VMT): This is a
measure of the total number of miles
driven by every automobile within a
study area within a specified time
period, on any given day. VMTs are one
the statistics used to measure the
required road capacity.--Reducing
distances between residences and
shops and workplaces, mixing uses and
adopting a network pattern for
thoroughfares reduces VMTs over
conventional suburban development.
Yard:
The space in front, behind or to the side
of a building.