Urban Areas: Policy, Planning and Zoning Recommendations

URBAN AREAS
Policy, Planning, and Zoning Recommendations

U 1

URBAN AREAS:
General Recommendations

Our urban areas represent the greatest challenge for the future of Smart Growth. There is an
abundance of land and deteriorated buildings for redevelopment. The market drive for these
locations will be dependent on a larger regional strategy as well as high quality urban design,
streetscapes, green spaces and transit. It is critical that redevelopment efforts be focused into
specific urban neighborhoods and districts rather than diluted effort in all neighborhoods.
Portions of Hartford and one of its immediate sub-center areas, the Parkville neighborhood,
were selected to represent the “urban” section of the survey. Urban places represent the most
distressed areas of the survey, but also have the greatest potential for renewal and hope if the
ideas generated by this survey are implemented. Images and questions generated from this
section of the survey provide the basis for recommendations for future changes in the
Comprehensive Plans, Zoning and Design Regulations.
Recommendations include rehabilitation of existing structurally sound buildings, building
new housing and commercial buildings on vacant and underutilized land that fits an urban
character, improved sidewalks and streetscapes, creating new neighborhood parks, creating
parking and transit connections. Reinforcing existing neighborhoods and connecting them to
jobs, retail and recreation with transit, bicycles and walking is critical.

After infill and rehabilitation the
Existing conditions near the Capitol urban character of the street is
reclaimed

Parking lots provide the greatest “land bank” for future redevelopment. As cities
removed important street wall buildings, the city lost its human urban and dynamic
character for a more negative suburban character. The urban area must be reclaimed
and revitalized.

General Policies for Urban Areas U 2

URBAN AREAS:
General Recommendations for Urban Neighborhoods
Existing conditions today After Redevelopment

Housing units are vacant and deteriorated but appear to be in good structural condition.
The above units are across from a large park and therefore have a greater priority for
redevelopment. The streetscape is the most important design feature.

Improving the character of the street generates a positive sense of place.

Converting brownfields and underutilized land to parks is critical for the future.


Highest Rated Images - Urban Category
The highest rated images in the survey set the priority and fundamental planning policies for
urban areas. Based on the results, the first priority is for the greater “pedestrianization” of the
city and its neighborhoods through “greening” of the city in uses such as urban plazas,
streetscapes with trees and hedges, and small urban parks. Building rehabilitation and adaptive
re-use, as well as transit and bicycle lanes, are also top priorities.
Parks and Plazas Options: Urban Plaza
Image Value +8.0: Classic urban plaza Image 70

with trees, pedestrian walks, pedestrian +8.0 (sd 2.9)
lighting and raised landscaping. This plaza
offers pedestrians several seating options
including benches and the raised edges of
the planting beds.

Policy: Design plans to include new
plazas in neighborhood centers and
commercial areas.

Existing Conditions: Rehabilitated housing and streetscape
Image Value +7.8: Rehabilitated Image 62
streetscape with excellent semi-public edge, +7.8 (sd 3.2)
pedestrian scaled lighting of street with
rehabilitated “perfect sixes” housing.

Policy: Develop standards for
streetscapes and encourage rehabilitation
and preservation of building form.
Streetscape rehabilitation is as important as
the rehabilitation of buildings and must be
done concurrently.

Parks and Plazas Options: Neighborhood park
Image Value +7.8: Classic neighborhood Image 69
square surrounded by a combination of +7.8 (sd 3.2)
single and multiple family housing.

Policy: Design plans to include new
neighborhood squares and greens in each
neighborhood which could be the focus of a
new neighborhood configuration.


Highest Rated Images - Urban Category

Image Value +7.5: A new park created Housing Options: New park created from an old industrial site
from an old industrial site. The park has Image 68

features including a large water feature, +7.5 (sd 3.3)
open areas, and mature trees.

Policy: Redevelop vacant industrial
sites into open space and parks in
locations of the city that do not have
parks within easy walking distance.
Other areas could be reforested where
there is no current market for their reuse.
Leaving them as deteriorated ‘brown
fields’ will extend their negative impact
on the city.
Mobility Options: Provisions for on-street bicyclists
Image 78

Image Value +6.8: A commercial street +6.8 (sd 3.9)

with a dedicated bicycle lane provides
the opportunity for on-street bicyclists

Policy: Where possible, integrate
dedicated bicycle lanes into the street
fabric.

Redevelopment Options:Conversion of Industrial buildings to lofts and
Image Value +6.7: An example of Image 63 live-work units

urban rehabilitation. A former factory +6.7 (sd 3.9)
3.2)
site has been converted into apartments
or condominium units.

Policy: Where possible, revitalize
existing urban structures with adaptive
re-use.


Lowest Rated Images - Urban Category
The negative images in the survey can be viewed as “opportunistic neglect”. The need for
additional parking became more prevalent as the city dismantled its transit and society
became more auto dependent. These changes combined with demographic and economic
changes in the city. Negative images can be viewed as opportunities for renewal, if existing
conditions are developed properly. Redevelopment and improvement of these areas could be
a preview of the rebirth of the city and its neighborhoods.

Existing Condition: Surface parking lots in Downtown Hartford
Image Value -2.4: Large surface
Image 55
parking lots in downtown Hartford.
-2.1 (sd 5.8)

Policy: Realize that these are the
greatest “land bank” for future
development in the city. If to be used as
a temporary use, landscape standards
should be imposed.

Existing Condition: Corner parking lot in residential area
Image 57
Image Value -2.4: Corner parking lot in
-2.7 (sd 5.5)
residential area, surrounded by chain link
fence. Multiple family housing on either
side lack landscaping and trees. Compare
this image to the photo below, a computer
simulation of this image. With the
addition of street trees and landscaping,
the image value increases to +5.4.

Policy: Raise and establish design
standards for existing commercial areas
Screened parking lot with new streetscape
and residential neighborhoods. Include Parking Options:
Image 72
landscaping and edge treatments around
+5.4 (sd 3.9)
parking lots.


Simulated Development Options
Urban Category
The following image sets depict various development options for existing conditions in the
urban areas. For each set, an image was selected and modified by computer simulation to
explore various development options and their acceptability by the people of Hartford.
In most cases, images that captured generally negative or indifferent characteristics were
chosen for simulation. A variety of development options were then added to the existing
conditions to gauge what was acceptable and what was unacceptable for the redevelopment
of the Hartford Region. In some cases, however, the reverse was performed. Anton
Nelessen Associates (ANA) took images of Hartford that captured positive aspects of the
Region. ANA then simulated what those places might become if current development
patterns of sprawl and strip-commerce are allowed to continue.
From the VPS responses to these images, both existing and simulated, ANA was able to gain
a greater understanding of what types of redevelopment were appropriate for the city and
more importantly, how these images fit within a greater regional picture. In some cases, both
the “before” and “after” images were included from a set. These sets provide the most
accurate and convincing evidence of what the people of Hartford want and don’t want. In
other cases, only one or neither of the images from some sets made the final cut for the VPS.
These omitted image sets are still valuable to this report. When viewed in conjunction with
the results from the VPS and Community Questionnaire, the image sets provide additional
evidence and examples of development options for the Hartford Region.
These image sets and simulations are a proven method ANA has used in numerous of
projects similar to the Hartford Region study. When used in conjunction with the rest of the
VPS and Community Questionnaire, ANA is able to make informed, quantified
recommendations for the future development and redevelopment of the Hartford Region.


Neighborhood Center Options

Existing Conditions
• Neighborhood beginning
renewal in center but with
significant deterioration
• Poor pedestrian realm
• Lack of street furniture
• Lack of street trees
• Parking on sidewalk

(not rated in VPS)

Development Options—streetscape enhancements
(simulation)
• Rehabilitated buildings
• Enhanced pedestrian realm
• Addition of street furniture
• Addition of street trees
• Pedestrian crosswalk

(not rated in VPS)


Parks & Open Space Options

Existing Conditions

• Industrial “Brownfield” site
• Under-utilized land
• No screening
• Lack of landscaping
• Deteriorated surroundings

(not rated in VPS)

Development Options—same site as green space
(simulation)
Housing Options: New park created from an old industrial site
Image 68 • Conversion to large
neighborhood park space
+7.5 (sd 3.3)
• Screening added
• Landscaping
• Water feature


Residential Rehabilitation Options

Existing Conditions

• Deteriorated residential area
• Littered yards
• Poor pedestrian realm (note
people walking on streets)
• No street lamps
• Looks and feels abandoned

(not rated in VPS)

Development Options (simulation)
Existing Conditions: Rehabilitated housing and streetscape
Image 62

+7.8 (sd 3.2) • Revitalized residential area
• Enhanced pedestrian realm
• Street lamps
• Textured sidewalks
• Semi-public edge defined

General Policies for Urban Areas U10

Redevelopment Options

Existing Conditions
Existing Condition: Surface parking lots in Downtown Hartford
55
Image 55
( • Under-utilized commercial
-2.1 (sd 5.8) or mixed use space
• Adjacent to the Capitol
• Large surface parking lots
• No edge screening

Development Options—same street with improvements
(simulation)
: In-
Development Options:
60 In-fill new buildings downtown
Image 60
(

+5.7 (sd 3.9) • Regain Capitol image
• Multiple story, mixed-
use buildings
• Enhanced pedestrian
realm
• Edge screening


Urban Neighborhood Parking Options

Existing Conditions
Existing Condition: Corner parking lot in residential area
Image 57 • Unscreened parking lot
-2.7 (sd 5.5) • Poor pedestrian realm
• No street lighting
• No street trees

Development Options—same lot with new standards
(simulation)
Parking Options: Screened parking lot with new streetscape
Image 72

+5.4 (sd 3.9)
• Screened parking lot
realm
• Street lighting
• Street trees
• Textured intersection


Neighborhood Center Redevelopment Options

Existing Conditions
Existing Condition: Corner commercial use
Image 59

-0.3 (sd 5.9) • Under-utilized
commercial lot
• Poor landscaping
• No street trees
• Undefined crosswalks

Development Options – same lot with infill (simulation)
Redevelopment Options: In-fill on corner
Image 61

+5.4 (sd 4.3) • Mixed-use infill
realm
• Enhanced landscaping
• Street trees
• Defined crosswalks


Revitalization of Neighborhood Centers Options

Existing Conditions
Existing Condition: Neighborhood “main street” • Revitalizing neigh-
Image 56 borhood center
+0.6 (sd 5.7) • Poor pedestrian realm
• Lack of street trees
• Wide street
• No buffer for the
pedestrian

Development Options—same street with enhancements
(simulation)
Parking Options: Revitalized Parkville street
Image 75 • Revitalized neigh-
+6.6 (sd 4.1)
borhood center
realm
• Street lamps
• Street trees
• Defined crosswalk
• Bicycle lane
• Textured sidewalk


Recommended Planning Standards: URBAN Areas

Development Building Blocks: URBAN NEIGHBORHOODS
A primary recommendation that emerged from the cumulative analysis of the urban section of
the survey stated that the city needs to be further defined and planned as a series of
neighborhoods, with specific plans completed for each, as is being done for the Parkville
neighborhood. The following will provide a general guide.
An urban neighborhood is the primary development form for cities. An urban neighborhood
differs from a suburban neighborhoods in that it is typically of higher density and has more
compelling streetscapes. Each urban neighborhood should be identifiable. Urban
neighborhoods are separated by major streets, parks or natural features, or by a change in
character. The edge of each neighborhood should be within a five minute walking distance
from a mixed-use neighborhood core with a small park or other focus feature such as a transit
stop. Several neighborhoods can share schools, larger parks, and a larger sub-center. Each
must have direct access to the major urban downtown or central city. The periphery of the
neighborhood can be a lower density transition to another neighborhood or bounded by a
major avenue or boulevard, with civic or institutional uses, cemeteries, or large educational
institutions.
About 160 acres is the maximum size of a traditional neighborhood, although they can be
smaller. A size of 160 acres is formed by a circle with a radius of a maximum five minute
walking distance (1,320 feet) from the periphery to the center core of the neighborhood. The
minimum gross density of 8 dwellings per acre supports transit and a proper street building
wall. The net density, the number of units per lot, ranges from 12 to 32 units per acre in the
core to as low as 4 to 6 units per acre on the periphery.

Individual Neighborhood Diagram
5 minute walk
boundary

Core of urban
neighborhood

Transition Area to other
Urban Neighborhoods

Planning Standards for Urban Places U15


CHARACTERISTICS OF AN IDEAL URBAN
NEIGHBORHOOD

• Edges defined by
Boulevards, major
street or natural
feature.

• Center green or plaza.

• Mixed use commercial
with parking in the rear
located in the center.

• Highest intensity of
highest quality near
the center.

• Maximum five minute
walk to peripheral; from
the center.

• School within walking
distance of all homes in
the neighborhood.



The internal street pattern of a neighborhood must be laid out in an
interconnecting network of narrow, tree-lined streets, forming blocks. Rear lanes
or alleys, providing access to garages and rear lot storage, are highly
recommended. Specific street cross-sections are appropriate for each
neighborhood. Over the curb parking, (meaning the door swings over the curb or
the bumper crosses the curb--parallel and/or head-in parking) is required in the
core of the neighborhood. On-street parking is recommended as guest parking in
higher density residential areas.
A Street Regulating Plan, consisting of a modified grid, is recommended for each
neighborhood to help form developable blocks and the street structure. An
excerpt from an example Street Regulating Plan is included in the appendix.
The division of lots in each neighborhood should promote a range of lot sizes
with larger lots on the periphery. Lots and buildings of varying sizes help to
promote a range of family sizes, ages and income levels in a neighborhood and
also offer visual variety.
A network of bicycle paths/lanes and a continuous pedestrian network is required
for each neighborhood.
A consistent Design Vocabulary (illustrating building forms, materials, and
colors) should be used in each neighborhood. Buildings of civic importance
and those terminating the visual axis of major streets should have architectural
emphasis. An excerpt from an example Design Vocabulary is included in the
appendix.
A neighborhood possesses an identifiable center containing a public park, along
with non-residential and/or mixed-use buildings to accommodate required retail,
job, and civic functions. The center green (or park) must be large enough to
accommodate civic gatherings of the entire neighborhood. These public spaces
act as the focus or “front yard” of civic and/or religious buildings.
The area (square footage), resulting size, and number of the buildings in the core
should be in proportion to the number of residential units in the neighborhood.
At the minimum, a meeting hall, a mail sub-station (pick up and drop off), and
live/work units with several mixed-use or stand alone units must be provided. A
bus/transit stop must also be provided.



A Building Regulating Plan, which specifies the location and types of lots and buildings to
be developed, is also recommended. The building types from the survey to be included in
the Building Regulating and the Design Vocabulary are pictured below. To provide market
flexibility, building types for various portions of the plan may overlap. An excerpt from an
example Building Regulating Plan is included in the appendix.

Multi family apartments

Small lot single family

Mixed use retail and apartments


The recommended square footage of space for jobs within the urban neighborhood is based
on the ratio of jobs to housing. A minimum of 0.5 jobs per household is required. To
calculate the actual square footage of building space needed for each neighborhood the
number of jobs per household is multiplied by 150 to 350 square feet per job. Live/work
units, mixed-use and/or stand alone buildings should be located in the neighborhood core.
Home occupations, limited to a small amount of space and subject to parking restrictions,
are recommended either in houses or above detached garages on the same lot as residential
houses.
Example: One neighborhood @160 acres @ 8 DU per acre = 1280 dwelling units;
1,280 x 0.5 j/h = 640 jobs; 300 sq. ft per job = 192,000 sq. ft.
per urban neighborhood

Example of urban
neighborhood
retail area

A minimum of 12 square feet to a maximum of 25 square feet per housing unit is
recommended for the local neighborhood retail component. Neighborhood retail should be
limited to local service needs where and when possible. The national standard for
neighborhood retail is approximately 19 square feet per capita, which most experts agree is
overbuilt. According to Cushman and Wakefield, the ideal ratio is approximately 9 square
feet per capita. Because all retail needs cannot be met in each neighborhood, a lower ratio
of approximately 12 square feet per household is recommended to meet local needs.
Example: One neighborhood @160 acres @8 DU per acre = 1,280 units x 12 sq. ft/u
= 15,360 sq. ft. per neighborhood (minimum)
Retail and service facilities at a minimum standard must be provided, as they are as
important as basic infrastructure. They should be thought of as “vertical infrastructure” and
initially may have to be leased or rented at cost. Retail for neighborhoods could include
small restaurants, take-out food, and personal and business services.


A minimum of civic space at 300 square feet per housing unit must be provided in each
neighborhood. Required civic space is calculated by the square footage of land area, rather
than the square footage of buildings. Civic uses in a neighborhood are similar to those
found in a village; uses may include a community meeting room, a post office sub-station
(pick up and drop off only), day care, churches, an elementary school, etc.. These uses must
be situated at important visual locations in the plan of the neighborhood and must have
significant architectural presence. It is important to note that the school must not occupy
more land area than is allocated to civic uses. School site should attempt to be compact and
community-use based.

Because of the extensive
deterioration in many
urban neighborhoods,
there is an opportunity
to create these highly
desirable block parks as
the center focus of the
urban neighborhood.

Internal parks in a neighborhood should accommodate the active and passive recreational
needs of neighborhood residents. A minimum of 250 square feet of park space per residential
unit is required. The required park space is allocated both to the central green as well as
smaller residential parks located within a short walk of units on surrounding streets. Sports
fields and elementary schools, if required, should be located in the peripheral open space of
several neighborhoods.

Larger parks should be
located on the
peripheral of the urban
neighborhood. This one
is built on an older
industrial site.



“Multiple-Neighborhoods” is a term given to two to five adjacent neighborhoods. Individual
neighborhoods should accommodate their local retail, commercial, civic and park uses as
previously indicated. Each of these neighborhoods should relate to a larger city sub-center.
A lower retail ratio is appropriate for urban neighborhoods in close proximity to city a sub-
center. Each urban neighborhood can still have its own center with uses like small
supermarkets, services etc. The larger uses should be located in the sub-center.
The periphery of “multiple-neighborhoods” should have a transition to other neighborhoods
separated by a major street, park, natural feature etc. The separation between neighborhoods
should be apparent and distinct. The edge of several neighborhoods could be a “seam,” (a
planning term for a linear area between two similar districts or in this case urban
neighborhoods) formed by a major avenue or boulevard with civic or institutional uses. It can
also be a park or natural feature. Connections between the various neighborhoods are required
and must be pre-designed within the context of a specific plan for that urban neighborhood.
Parking is a critical need in the city. Much of Hartford was traditionally trolley based, and
the demise of the trolley combined with existing development and inadequate transit service
yield a parking problem. Primary parking must be confined to parking lots behind
commercial and mixed-use buildings where possible. Pocket parking that is well screened
and lighted and safe is required. Over-the-curb parking should be required in neighborhood
cores. As residential buildings get larger and more dense, parking can be provided in
multiple use parking structures within walking distance or in the case of new buildings, in the
lower level.

The conversion of these
older industrial buildings
into live/work spaces is a
great catalyst for the
redevelopment of an
urban neighborhood.



Two urban neighborhoods separated by a school and/or green site

Recommended Program Characteristics
Area: 80 - 160 Acres per neighborhood
Recommended Density: 8DU/ acre - 32 DU/ acre
Dwelling Units: 640 Minimum (to achieve positive streetscapes)
Net Units per Acre: 12 - 32 in the core, 4 - 6 at the periphery
Jobs to Housing Ratio
(@ 150 to 350 sq.ft./building
space per job): 0.5:1 - 1.25 :1
Internal Parks: 250 sq.ft./unit
Local Retail: 12 - 25 sq.ft./unit
Civic Space: 300 sq.ft./unit (minimum)
Water: Regional
Sewage: Regional treatment


Development Building Blocks: SUB-CENTERS

A city sub-center is an area of mixed-use, retail commercial, and service uses for a number of
neighborhoods. It differs from the Rural Center or a Town Center or a City Center. This
center serves multiple neighborhoods. It is called the city sub-center because it is not
downtown. The primary service area of a city sub-center also extends a 5 minute walk
(approximately 1,500 feet) from the end of the commercial district. It has a secondary service
area up to a 1/2 mile from the core (approximately a 15 minute walk or a short bicycle ride).
Beyond a five minute walk, most people will default to using a car. For those who default to
a car, the intention of the city sub-center is to keep the drive as short as possible. This is
facilitated by the provision of multiple access opportunities to the center, thereby minimizing
the impact on surrounding streets. A sub-center should not front directly on a major arterial,
but should be laid out parallel or perpendicular to it. By definition, a sub-center will be more
auto-oriented and therefore, must accommodate more parking. It is critical that each city sub-
center be connected to the primary City Center and the suburban Town Centers.
A city sub-center has a retail core extending from 1,000 to approximately 1,300 feet in length,
the prescribed walking distance for most retail areas. In the traditional sense, this can be
characterized as a “Main Street”, which contains mixed-use retail, services, and civic uses,
along with a green park or common as the focus of the sub-center. The mixed retail core can
be as deep as it is long or, in other words, it can be made up of several inter-connected blocks.
The block pattern of a center or sub-center is larger than traditional residential blocks. A 200
foot by 400 foot block size, with a larger combined module of 400 feet by 400 feet, is
recommended for larger service uses.

The core of the city sub-center should contain single use retail buildings, as well as
mixed-use buildings which have ground floor retail and/or services and housing or
offices above. Because modern retail uses are typically related to streets with high
traffic flows, it is critical that the proportion and character of the “Main Street” be
controlled. Parallel parking and high quality streetscape features must be provided.
Width and character of the street must be in proportion to the height of the building wall.


A city sub-center can range in acreage from 50 to 400 acres. 250 acres is considered the
largest optimum size for a linear “Main Street” type sub-center. The ultimate size and
configuration of the city sub-center is defined as a maximum five minute walking distance
from the periphery of the neighborhood to the beginning of ground level, mixed-use
buildings of the sub-center.
The internal street pattern of a city sub-center must be laid out as an interconnecting
network of blocks with streets that are tree-lined boulevards, avenues and streets. The
main street should be the principal street in the city sub-center. Commercial alleys should
provide access to parking lots located behind buildings. Over-the-curb, parallel and/or
head-in parking is required in the city sub-center core. In higher density neighborhood
residential areas surrounding a city sub-center, parallel street parking is recommended as
guest parking. Specific street cross-section illustrations are required for city sub-centers.
The core of the city sub-center should be surrounded by higher density residential units.
The optimum number of housing units in a full sized sub-center is dependent on the land
remaining, after retail, service, and civic components have been accommodated. The net
density of residential units, the number of units per lot size, ranges from 12 to 24 housing
units per acre/lot in and around the core and can be as low as 4 units per acre at the
neighborhood periphery. If mixed-use units are used in the neighborhood center/ sub-
center core, density can range from 4 to 50 dwelling units per acre in addition to the ground
level retail.
Residential subdivision and building types in the city sub-center should promote a range of
unit types, with higher density either in or immediately adjacent to the center core and
lower density on the edge. Lots and buildings of varying sizes and types help to promote a
range of family sizes, ages, and income levels of residents. A large number of housing
units in the central core promotes pedestrian activity and provides “eyes on the street”
security. A high percentage of rental units, as well as units for sale, should be provided.
Mixed-use buildings in the core offer the opportunity for multi-floor buildings,
contributing to the creation of a positive building wall and streetscape.
Every city sub-center must have an Urban Design Plan prepared for it and translated into a
Building Regulating Plan, which indicates the range of possible lots and building
arrangements.
A consistent Design Vocabulary (building forms, materials and colors) should be used
throughout the city sub-center. Buildings of civic importance and those terminating major
streets and/or forming visual axis should have architectural emphasis.
The city sub-center must contain a public park or plaza along with non-residential or
mixed-use buildings to accommodate required retail, service, job, and civic functions. The
center green or park must be large enough to accommodate civic gatherings of the attached
neighborhoods.



The area (square footage), resulting size and number of the buildings in the core should be in
proportion to the number of residential units within the primary and secondary service areas
of the neighborhood center/sub-center. A neighborhood center/sub-center must have a
substantial retail and office core. Retail and service uses should serve neighborhoods within
one to three miles from the center core. At a minimum a neighborhood center/sub-center
should have a full-sized supermarket and pharmacy (these require a market base of
approximately 3,500 housing units).
To calculate retail space required by a city sub-centers (and their surrounding neighborhoods)
for planning purposes, a ratio of between 20 square feet to a maximum of 40 square feet of
retail space per housing unit is recommended. Additional retail can be added to
accommodate a greater regional market. Ideally, retail at 20 to 40 square feet per housing
unit can be distributed throughout the service area (of surrounding neighborhoods), the
majority, however, should be located in the center/ sub-center. It is critical that the
surrounding neighborhoods, or service area, be connected directly to the center/sub-center
with on-demand transit, trolley or direct bus connections. Transit connections must be
located in the core of every neighborhood, near neighborhood retail, civic, and open spaces.
The national standard for retail is approximately 19 square feet per capita. However,
according to Cushman and Wakefield, the ideal retail ratio is approximately 9 square feet per
capita. Figured at 2.6 persons per household, the maximum ratio is 49.4 square feet per
capita while the minimum is 23.4 square feet per capita. Because each neighborhood cannot
provide all retail needs, a lower ratio of approximately 12 square feet per household is
recommended in surrounding neighborhoods, with the remaining square footage per unit in
the city sub-center.
A city sub-center should have a range of retail components including, but not limited to a
supermarket, pharmacy, hardware/paint store, restaurants, bars, liquor store, beauty and
barber, clothing store, shoe store, gas station, bank, etc. A sub-center could also have one or
more hotels, gyms, and cinemas.
Integrating jobs into the neighborhood fabric creates a city sub-center with greater market
appeal, ecological sustainability, and pedestrian appeal. Benefits of jobs located within
walking distance of where people live include the reduction of auto dependence, the reduction
of parking spaces, increased access of working parents to their children, and safer streets.
Working within their neighborhood is generally a first choice for people, while using some
form of public transit to get to the center/ sub-center, such as on-demand transit or trolley
service, will generally be their second choice.



The recommended square footage of space for jobs within a city sub-center is based on the
ratio of jobs to housing for the entire group of neighborhoods, including the residential
component of the sub-center. A minimum of 0.5 jobs per household is recommended in each
neighborhood with the remainder, at 1.0 to 1.5 jobs per household, in the common sub-center.
The actual square footage of building space is calculated by multiplying the number of jobs
per household by 150 to 350 square feet per job, not including parking. A small percentage
of the total number of jobs will include live/work units. Other jobs will be in mixed-use
and/or stand alone buildings. Home occupations are recommended either in residential
houses or on residential lots above a detached garage.
Example:
Four neighborhoods @160 acres @ 8 DU/ acre = 5,120 units
One sub-center @ 265 acres @ 6 DU/ acre = 1,590 units
Total = 6,710 units
Total square footage for jobs: 6,710 units x 1 job/household X 300 sq. ft. = 2,013,000 sq. ft.
A minimum standard of retail and service/job facilities must be provided. The recommended
square footage does not including parking uses, which must be provided at a maximum of 3
per 1,000 square feet of retail/commercial uses.
Civic space should also be included as a component of a sub-center. Civic space must be
provided at a minimum of 300 square feet per unit, calculated from the square footage of land
area onto which the civic buildings are located rather than in the square footage of buildings.
To serve as landmarks, these uses must be situated at important visual locations in the plan of
the sub-center and must have significant architectural presence.
Civic uses appropriate in a sub-center can include community meeting rooms, a post office
sub-station, day cares, religious institutions (church, synagogue, etc.), library branches, fire
and police stations, middle schools, etc.
Internal parks found in a city sub-center should accommodate the active and passive
recreational need of sub-center residents. A minimum of 250 square feet of park space per
residential unit is required. This is allocated both to the central public space of the sub-center
as well as smaller residential parks located within a short walking distance from surrounding
housing units. As with other development types, school sites must not consume the entire
allocation of park space within a sub-center. School space should be distributed in the sub-
center within a realm of park types.
On the following pages are a selection of zoning recommendations. The illustrations are key
components of the recommendations. ANA recommends that all zoning regulations rely
heavily on illustrations rather than words alone to convey the desired outcome.


Urban Areas – Zoning
This last section covers some zoning concepts that correspond
with the VPS responses. (Zoning regulations should include
illustrations)
TO ACHIEVE THIS DENSITY GRADIENT
THE FOLLOWING AMENDMENT IS REQUIRED
Density gradually decreases with distance from mixed-use
street. Major shopping experience should be concentrated in
1,000 to 1,200 foot increments.

MIXED-USE STREET
(COMMERCIAL, OFFICE, RESIDENTIAL)

RESIDENTIAL STREET
(MULTI FAMILY HOUSING)

RESIDENTIAL STREET
(SINGLE FAMILY HOUSING - SMALL)

RESIDENTIAL STREET
(SINGLE FAMILY HOUSING – LARGE)

Elements of a Typical Commercial/
Mixed-Use “Main Street”
Buildings front onto primary or secondary
streets
Parking lots are located in the rear or on
sides
Crosswalks at every major intersection
Street trees lined along both sides of the
street
Commercial center is focused on a “green”
area
Maximum walking experience is 1,000 to
1,200 feet

Zoning Recommendations for Urban Places U27


TO ACHIEVE THIS MIXED-USE STREET
THE FOLLOWING AMENDMENT IS REQUIRED:

• Mixed-use development is
encouraged and shall be
organized as follows:
Ground Floor: commercial or
office
Upper floors: residential or
office

• Maximum height limit of 4
stories or 48 feet, whichever
is less.
.

Exception: Public buildings may
exceed 48 feet, but not 4 stories

• Front yard not permitted.
.

Exception: Single-use residential
structures

• On-street parking (diagonal
or parallel) shall be required.



TO ACHIEVE THIS MIXED-USE STREET

• Off-street parking and loading
provided only in the rear yard.

• Side yard not permitted.

Exception 1: Single-use residential
structures

Exception 2: Where a non-
residential structure abuts a
residential property

• Streetscape along mixed-
use, commercial and
residential streets
consisting of street trees,
street lamps, textured
sidewalks, and crosswalks.



TO ACHIEVE THIS MIXED-USE PARKING DECK

Mixed-use Parking Deck
required for any parking
deck built along a mixed-
use street. It shall be
organized as follows:

Ground Floor: commercial
Upper Floors: parking

COMMERCIAL


TO ACHIEVE THIS BUSWAY
• On-street loading
provided only for public
transportation. A parallel
roadway may be built to
allow buses to load and
unload passengers safely
without slowing traffic on
the principal roadway.

• Passenger terminals (local)
permitted

• Passenger terminals
(intercity and local)
permitted



TO ACHIEVE THIS ON-STREET BIKE PATH

On-street bike paths
provided on all streets
and roads, with the
exception of
expressways, freeways
and parkways.



TO ACHIEVE THIS ALLEY

Alleys located at the rear of all lots. The above is rear lane to
access parking behind buildings.



TO ACHIEVE THIS RESIDENTIAL STREET(MULTI FAMILY HOUSING)

• Maximum height limit of 4
stories or 48 feet, whichever is
less
(Exception: public buildings may
exceed 48 feet, but not 4 stories)

• On-street parking required
• Off-street parking provided
only in the rear yard

• Front yard 2-6 feet
(for single-use residential structures)

• Side yard for attached
individual units: 0 feet between
units and 2-3 feet at edge of
block
• Side yard for blocks of
attached individual units
(usually 4-6 in a row): 4-6 feet



TO ACHIEVE THIS RESIDENTIAL STREET(MULTI FAMILY HOUSING)

Off-street parking also provided underneath buildings where
possible.



TO ACHIEVE THIS RESIDENTIAL STREET(SINGLE FAMILY HOUSING)

• Side yard 4-6 feet between
units and 8-12 feet at edge of
block
(for narrow lots 24 – 36 feet wide)

• Side yard 6-15 feet between
units and at edge of block
(for medium width lot 36 – 64 feet
wide)

• Side yard 15-25 feet
between units and at edge of
block
(for wide lots 64 – 100+ feet wide)

• Off-street parking provided
only in the rear yard



TO ACHIEVE THIS NEW PARK

New parks may be
developed from old
blocks of vacant or
deteriorated parcels in
neighborhoods



TO ACHIEVE THIS SCREENED PARKING LOT

Screening located on
all sides of any lot
containing 5 or more
spaces, consisting of a
masonry wall or solid
fence (4-6 feet), trees
(6” minimum caliper at
planting) spaced at
equal intervals of not
more than 20 feet, with
grass and/or
landscaping on
outside edge. The wall
or fence set back shall
be the same as the
front yard of the
district.



TO ACHIEVE THIS RESIDENTIAL LANE

Residential lanes located at the
rear of all lots, servicing private
garages (for single-use residential
structures).


Urban Areas: Policy, Planning and Zoning Recommendations

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