Virginia Beach, Virginia

Virginia Beach, Virginia u r b a n d e s i g n a s s o c i a t e s august 2012 Adopted by reference as an amendment to Virginia Beach Comprehensiv...
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Virginia Beach, Virginia u r b a n

d e s i g n

a s s o c i a t e s

august 2012

Adopted by reference as an amendment to Virginia Beach Comprehensive Plan August 28, 2012

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h i l lt op s t rat e g ic g r ow t h a r e a m as t e r p l a n

P R E PA R E D F O R

STEERING COMMITTEE

City of Virginia Beach

John E. Uhrin, City Council

Bruce Gallup, Gallup Surveyors and Engineers

Debbie Zywna, Planning, Project Manager

James L. Wood, City Council

Kristina Chastain, Captain George’s Restaurant

Robert A. Davis, Planning

Jeff Hodgson, Planning Commission

Sam Reid, Oceana Gardens Coalition Civic League

Jeryl Phillips, Planning

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Hilltop Strategic Growth Area Master Plan H I L LT O P S U P P O R T S TA F F

P R E PA R E D BY

Urban Design Associates The Miles Agency RCLCO URS Corporation VHB WPL

Robert Thornton, Planning Commission Jack Whitney, Planning Director Barry Frankenfield, SGA Manager Steve Herbert, City Manager’s Office Dorothy L. Wood, Virginia Beach Development Authority Ray Firenze, US Navy- NAS Oceana

Nancy M. Riedemann, Linlier Civic League Linda Serrette, Virginia Beach Friends School Christopher Felton, Saint Nicholas Greek Orthodox Church Preston Midgett, Resort Advisory Commission Elizabeth Friss, Mayor’s Youth Leaders in Action, Ocean Lakes High School

Deborah Kassir, Virginia Beach Vision

June Robertson, Sentara Virginia Beach General Hospital

Walter Potter, Potter and Company

Brock Potter Potter and Company

Mark Schaufer, SGA Office Richard Lowman Public Works Barbara Duke Parks and Recreation Peter Pommerenk Public Utilities Rob Hudome Economic Development Bill Johnston Public Works

ack now l e d ge men t s

1

3

INTRODUCTION

L A N D U S E A N D D E V ELO P M EN T C A S E S T U D I ES

A N A LY S I S

Building Heights Plan

5

X-Ray Exhibits

6

Development Standards

7

AICUZ and APZ /CZ Restrictions

41

50

I M P L EM EN TAT I O N S T R AT EG I ES

8

Public Outreach 9 Market Analysis

40

Development Case Studies

Portrait of Existing Conditions

38

Land Use Plan 39

4

E X EC U T I V E S U M M A RY

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Table of Contents

N E X T S T EP S

56

59

10

The Design Challenge

12

I L LU S T R AT I V E M A S T ER P L A N

13

I N F R A S T RU C T U R E N E T W O R K

14

Street Network Plan 15 Transit 25 Parks and Open Space Networks Plan

29

Conceptual Bikeways and Trail Network Plan 31 Stormwater Management

33

Sanitary Sewer Systems 36 Water Systems 37

ta bl e of c on t en t s

2

the city of virginia beach has identified Strategic Growth

Western Branch Lynnhaven River

Areas (SGAs) that have the potential to become future areas of eco-

Lynnhaven Bay

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Introduction

Broad Bay

nomic growth and unique identity within the City. Six of the eight at N eck Roa d

SGAs are located along the Interstate 264 /Virginia Beach Boulevard corridor and a potential future transit alignment. This corridor is the

The City has embarked on a series of planning studies for the SGAs that will provide visions for future growth. The strategic growth area plans will identify appropriate land uses, infrastructure

4

Gre

7

8 5

I- 2 6 4

needs, opportunities for private development, and civic amenities. The Hilltop SGA 7 is located in the eastern part of the City is served by an Interstate 264 interchange at First Colonial Road / C O U N C I L’ S 5 G OA L S

Mt. Trashmore Park Bow Creek Golf Course

Oceana Boulevard, in addition to Laskin Road, and Virginia Beach Boulevard.

1 Create financially sustainable City services 2 Grow the local economy 3 Become a competitive, first class resort for residents, businesses, and tourists

Lynnhaven Mall

This study was prepared within a multi-disciplinary, process-based approach to design in three phases: understanding, exploring, and

6

Londo

between the Lynnhaven SGA 6 and the Resort Area SGA 8. Hilltop

Strategic Growth Areas along the Virginia Beach Boulevard Corridor

Naval Air Station Oceana

4 Pembroke SGA 4

deciding. The Hilltop Strategic Growth Area Master Plan has been

5 Rosemont SGA 5

4 Improve the transportation system

a public planning process that unfolded over the course of several

6 Lynnhaven SGA 6

5 Revitalize neighborhoods and plan for the future

months with many public planning events to ensure a thorough and

7 Hilltop SGA 7

Source: A Strategic Plan to Achieve City Council’s Vision for the Future, December 2011

implementable Master Plan.

I- 2 6 4

g n B ri d e R o a d

ridor is predominantly auto-oriented and low-density development.

Indepe n d e n

to stable residential neighborhoods to the north and south. The cor-

ce B l vd.

commercial spine of the city, well served by road access, and adjacent

8 Resort Area SGA 8

See more about SGAs in the Virginia Beach Comprehensive Plan: http://www.VBgov.com/compplan

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in troduc t ion

3

Executive Summary

in 2011, the city of virginia beach commissioned Urban Design Associates (UDA) to prepare a Master Plan for the Hilltop Strategic Growth Area (SGA). The process involved extensive public © 2 012 u r b a n d e s i g n a s s o c i a t e s

participation and was guided by a Steering Committee of stakeholders and representatives from the community and the City. The UDA Team gathered in Virginia Beach to collect information and discuss the opportunities for redevelopment with citizens interested in the Hilltop SGA. After a period of analysis, the team conducted a design charrette at the Virginia Beach City Public School’s Laskin Road Annex in March of 2012 to prepare design ideas in an open studio. The purpose of the charrette was to prepare a series of design alternatives for the Hilltop SGA. The charrette events included focus group meetings, a public open house, and a public presentation of design concepts. The UDA team then refined the plan, working with the City, and presented draft recALTERNATIVE ALIGNMENT FOR TRANSIT ALONG L ASKIN ROAD

ommendations to the public in a May public meeting. The following is a summary of design principles that evolved out of the planning process that will guide the proper frameworks and strategies for implementation of the plan. 1 Build a network of streets to improve traffic flow

ILLUSTRATIVE MASTER PL AN

S T U DY A R E A

2 Provide trails and sidewalks for pedestrians and cyclists 3 Provide a mix of retail, restaurants, and office uses T H E H I L LT O P S G A P U B L I C P R O C E S S : K E Y M I L E S T O N E S

25–27 January 2012

12–16 March 2012

Phase 1 – Initial analysis and focus group meetings and Kick Off Public Meeting Phase 2 – Design Charrette

14 March 2012

Open House

15 March 2012

Public presentation of design alternatives

21–22 May 2012

Phase 3 – Final Public Presentation of Master Plan Recommendations

9–11 July 2012

Presentation of Master Plan Recommendations to Planning Commission and City Council

4 Build on existing health care, food, and adjacent recreational assets 5 Match quality of local businesses with equally memorable built setting 6 Provide additional transit connections to Hilltop 7 Comply with AICUZ land use zoning requirements 8 Reduce land areas devoted to parking and replace with more productive uses 9 Revisit and update old plans for roads and infrastructure 10 Incorporate an Urban Tree Canopy Program

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e x e c u t i v e su m m a ry

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the hilltop strategic growth area analysis process

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Analysis

began in January 2012 with information-gathering by the consultant team composed of The Miles Agency, URS Corporation, VHB, WPL, and UDA. The team began by meeting with City staff and the Steering Committee. A series of focus group sessions were also held where technical experts, community leaders, members of the business community, residents of nearby neighborhoods, and stakeholders were invited to share their experience with the consultants. These meetings covered a range of topics including transportation, utilities and infrastructure, environment and ecology, development, and leadership. The initial public meeting invited people to share their opinions about the area and their aspirations for the Hilltop area. In early 2011, the UDA Team met with the City and department experts in a special work session to explore planning issues common to Rosemont, Lynnhaven and Hilltop SGAs. These discussions were summarized in a memo for use during subsequent planning phases. This was reviewed to kick off the Hilltop SGA process in January 2012.

P L A N S A N D S T U D I E S A F F E C T I N G T H E H I L LT O P S G A

Following the January meetings, the consultants continued their

1 2009 Comprehensive Plan

efforts of gathering information and data. The team began to sift

2 APZ-1 /Clear Zone Master Plan

through the analysis information, better understand the possibili-

3 Bikeways and Trails Plan

ties of the Hilltop SGA, and explore options for implementation.

4 Virginia Beach Outdoors Plan 5 Mixed-Use Development Guidelines 6 Retail Establishment & Shopping Centers Guidelines

UDA summarized the public input from the first round of community meetings. UDA also prepared a series of analytical plans called

7 Virginia Beach Transit Extension Study (HRT)

X-Rays as well as a Portrait of Existing Conditions for the study

8 VDOT Arterial Roadway Improvement Plans

area. The study area boundary shifted from the original boundary sev-

9 Virginia Beach Capital Improvement Plan

eral times throughout the process to reflect public input and observed field conditions.

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a na ly sis

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ve Linkhorn Park Elem. School

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Portrait of Existing Conditions

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Linkhorn Bay

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Hilltop Shopping Center

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INSTITUTIONAL BUILDING

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S E M I - P U B L I C O P E N S PA C E

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Virginia Beach Boulevard

OFFICE BUILDING

P U B L I C PA R K S A N D O P E N S PA C E

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M U LT I - FA M I LY R E S I D E N T I A L BUILDING

INDUSTRIAL BUILDING

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St. Nicholas Greek Or th. Church Trader Joe's

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Laskin Road Annex

Good Shepherd Lutheran Church

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Whole Foods

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Charles Barker Toyota

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Marketplace at Hilltop

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of the area: streets, buildings, land use, vacant land, topography, and natural features.

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Freedom Fellowship Church

we can develop alternative concepts. It includes all of the elements

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bines information from several sources to provide a base from which

ana Bou

S T U DY A R E A

leva

UTILIT Y CORRIDOR

rd

POTENTIAL TR A NSIT LINE

PORTRAIT OF EXISTING CONDITIONS

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X-Ray Exhibits Understanding the fabric of the site is a key part of the design process. This is accomplished through a series of diagrams called UDA X-Rays® which pull apart information so that the site can be more clearly understood. Each x-ray describes not only a physical element of the area, but also potential issues to be resolved.

STREETS X-RAY The Hilltop SGA is dominated by arterials and restricted

PARKS AND OPEN SPACE X-RAY The open space system in the Hilltop

SET TLEMENT PAT TERNS X-RAY The Hilltop SGA is largely built

access streets. The local network within the SGA is tattered compared to the surrounding neighborhoods, limiting the number of choices drivers have for navigating the area. Large arterials break the SGA into isolated “silos” that are difficult for drivers, pedestrians, and cyclists to cross safely.

SGA is flanked by branches of the Lynnhaven River to the west and Linkhorn Bay to the east. A series of small parks, fields, and institutions serve the SGA, but typically they are disconnected from the waterways and from one another, lacking a system of trails and connected spaces. Few people are able to walk to local parks.

out of low-density, parking-lot intensive uses including retail shopping, restaurants, and services. Some smaller multi-family development is present in and around the Hilltop SGA study area.

RESIDENTIAL X-RAY Neighborhoods surround the shopping corridor

EMPLOYMENT X-RAY A diverse mix of retail options is available

PARKING X-RAY Virginia Beach was built to accommodate the

within the Hilltop SGA. Some neighborhoods were added to the SGA to recognize the need to integrate them into the thinking.

along Laskin Road, but some of the uses are under-utilized and past their design life.

automobile. Parking lots consume an enormous amount of what could otherwise be productive land while diminishing the health and vitality of the environment and watershed.

Other 8.3%

Streets 19.7%

Parking 47.0%

L AND USE DISTRIBUTION

Buildings 13.5%

Open Space 11.5%

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AICUZ and APZ /CZ Restrictions Development in the Hilltop SGA is limited, because the area is located within the zones designated as greater than 75 db by the Air Installation Incompatibility Use Zones (AICUZ) as well as the

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5D BN ois eZ one No ise Zon e

DB

Clear Zone (CZ) and Accident Potential Zones 1 and 2 (APZ-1 and APZ-2) in certain portions. Each designation has specific land use restrictions, with Clear Zones being the most limited and the APZ-1 zone following in limitations. AICUZ zones are organized by accident potential zones and noise levels, with increasing restrictions in higher noise contours. These overlays dramatically impact in the Hilltop SGA. For the most part, new residential redevelopment is prohibited beyond what exists today, therefore precluding a true mixing of uses or other development typologies that rely on significant residential uses. Tables describing all compatible land uses in AICUZ can be found in Article 18 of the Virginia Beach Zoning Ordinance (Appendix A of the City Code). Limited permitted residential growth restricts the mix of uses that can locate in Hilltop. The fewer the number of uses, in particular residential, the greater the burden on the transportation network. Mixing of uses should be maximized to the greatest extent to minimize local trips. CLE A R ZONE A P Z-1 Z O N E A P Z- 2 Z O N E NOISE ZONES

AICUZ ANALYSIS X-RAY The Hilltop SGA has a very unique dynamic regarding land use. Redevelopment areas are layered with various land use restrictions imposed by AICUZ. The adopted APZ-1 /CZ Master Plan identifies permitted uses in the most restricted areas and will be carried forth in this planning process.

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Public Outreach The first step in the Hilltop SGA Master Plan design process consisted of detailed analysis of existing conditions, collection of statistical data, mapping, development of analytical x-ray diagrams, site documentation, and site and precedent photography. In addition to this ‘hard’ analysis, the ‘soft’ analysis presented a picture of the perceptions and aspirations of the community and the stakeholders. This part of the process included meetings with the client group, Steering Committee, focus groups, high school students, interviews, and a public meeting. At each of these meetings, participants were asked

Green dots, representing the strengths of the Hilltop SGA, focused around open space and several of the shopping center areas.

Red dots signifying what the residents and stakeholders indicated as the weaknesses in the Hilltop SGA centered around transportation, the inefficient network of streets, and lower-end or vacant properties.

Blue dots representing the priorities and visions of stakeholders appeared throughout the Hilltop SGA study boundary, but focused on key redevelopment sites.

the same three questions: 1 What are the Strengths of the Hilltop SGA? 2 What are the Weaknesses of the Hilltop SGA? 3 What are the Visions and Opportunities for the Hilltop SGA in the future?

S T U DY A R E A S T R E N G T H S

S T U DY A R E A W E A K N E S S E S

S T U DY A R E A O P P O R T U N I T I E S

Proximity to amenities such as the hospital, beach, retail, schools, and churches;

Traffic volumes, intersections, and feeder roads for nonregulars;

An authentic pedestrian-first, “park once” environment;

Diverse mix of retail and nearby housing that is attainable for a diverse demographic, including military families, empty nesters, and young families;

No pedestrian and bicycle accommodation;

Presence of food with Stoney’s Produce, six grocers, and many local restaurants;

Unremarkable physical environment (“placeless”);

Plan for future potential transit corridor;

“Four Islands” of strip retail development divided by highway barriers;

Make transit centrally accessible;

Predominance of locally-owned small businesses and retailers; High-end retail destination within city; Access from Virginia Beach Boulevard and Interstate 264; Current transit service features two bus lines; Feeder roads for bicyclists and local traffic; and Ability to attract spending from Oceanfront tourism.

Navy jet noise and AICUZ restrictions on real estate development;

Number, frequency, and response time of emergency vehicles headed to hospital; Flooding from insufficient stormwater and drainage facilities; Access to transit, including the proposed location of LRT station; Lack of usable public open space; and

Development of a truly connected street network that takes pressure off arterials and breaks down divide between the four corners; Provide for parks, open space, and stormwater facilities;

Introduce a tree canopy program to mitigate stormwater and reduce parking lot impacts; Improve efficiency and quality of land use with more compact development and less prominent parking facilities; Diversify the Hilltop Experience (“plenty of places to spend money, need a reason to spend time”); Move “back of house” uses to APZs; and Capture more tourism spending.

“Back of house” uses along Virginia Beach Boulevard and south of Interstate 264.

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marketing specifically to medical users (though it is unclear if origi-

1 Established shopping destination with diverse retail base that

nally intended as such) has asking rents of $20–$24/SF full service.

enhances total sales potential rather than competing for a share of

This is a premium of 20–25% over asking rents at other comparable

limited spending

office environments nearby. While the provision of new, medical-spe-

diverse tenant base that chooses to locate in Hilltop, despite its

few North-South connectors (First Colonial Road) within the

dated building stock and configuration, rather than any particular

city. These key thoroughfares provide access to the region’s major

quality of the retail centers themselves.

economic drivers, including:

Other users, especially medical office, have clustered in and

› Sentara Virginia Beach General Hospital

nearby the Hilltop SGA because of its proximity to Sentara Virginia

› Naval Air Station Oceana

Beach General Hospital, which has historically been the primary

› Resort area and tourist destinations

hospital serving City residents and is currently the City’s only top-

» Proximity to a high concentration of affluent households in the City. EXISTING MARK ET CONDITIONS

Hilltop’s retail properties have consistently outperformed the overall Virginia Beach market. Though additional competitive market areas (such as Town Center) now offer newer environs at a similar cost to tenants, this has had little effect on Hilltop’s performance and its perception as a premier retail and medical office location within Virginia Beach. Hilltop commands a household audience and provides retail options across all expenditure categories; Town Center retail primarily offers restaurant and dining options for adjacent office employees and a nightlife crowd. New soft goods retailers looking to expand

rated trauma center. While the recent opening of Sentara Princess Anne Health Campus to serve the southern half of the city — where most new household growth has located — may increase competition for ancillary medical users and may prompt a re-shuffling of health services providers within the City, it does not pose a true threat to the expansion of a health cluster in the Hilltop SGA. In fact, it may promote the expansion of total medical and health services employment within the City. City-wide, especially in the Hilltop SGA, many medical office users have chosen to locate in building stock not constructed explic-

an example of a place that can achieve the next level of performance with thoughtful placemaking and physical planning improvements. Hence the recommendations below are founded on the following concept: rather than an entire reinvention, the SGA process should allow the area to become a “better version of itself ” that addresses the constraints that currently may prevent the area from functioning at its maximum efficiency. Based on market trajectories visible Capture of Medical Office Demand by SGA City of Virginia Beach 2011-2030 60% 50% 40% 30% 20% 10% 0%

itly for medical use. This indicates a market opening for true medical office space designed specifically for health care users rather than

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Hilltop SGA

Newtown SGA

2030

(I-264, Virginia Beach Blvd, and Laskin Road) and one of the

It in fact is likely under-performing relative to its true potential, as

2029

base location and demographic factors, but also to the unique and

2028

» Location at a key crossroads of three major East-West connectors

despite increasing transportation, access and planning constraints.

2027

of retail. Their enduring success can be attributed not only to its

2026

contributed to Hilltop’s current success include:

cal and location assets suggests that Hilltop’s successes have come

2025

a collective vacancy rate at or below 5% for over 1 million SF

2024

with ancillary office and industrial /flex users. Key factors that have

Finally, examination of property performance vis-à-vis physi-

2023

at the intersection of First Colonial Road and Laskin Road, have

2022

anchored by a strong collection and variety of retail developments,

better use.

2021

sistent with the citywide top of market. These properties, located

2020

Today, Hilltop can be understood as a diverse commercial district

likely require redevelopment of under-utilized sites for higher and

2019

4 Hilltop’s top retail properties achieve rents of $25–30/SF, con-

2018

challenge to future redevelopment.

tion of the total potential medical office demand through 2030 would

2017

3 Ideal location at the intersection of major transportation routes

2016

Virginia Beach. However, Hilltop’s current success is its greatest

cific office space therefore presents a near-term opportunity, realiza-

2015

2 Proximity to Oceanfront Resort and major tourist destinations

2014

established market area with a distinct identity within the City of

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choice for a first retail location. The reasons for as such are as follows:

2013

The Hilltop SGA represents a unique opportunity to enhance an

adapted to their unique needs. Available office space within the SGA

2012

C U R R EN T M A R K E T D R I V ER S

into the Hampton Roads market typically cite Hilltop as their top

2011

Market Analysis

Pembroke SGA

a na ly sis

10

issues that have hampered the evolution of the area and that allow it

ment in high quality, pedestrian-friendly streetscape can result in

ited room for upside potential that will drive private redevelopment

to reach its full market potential. Despite its positioning at the top of

a walkable street grid that may spur the existing market to assem-

absent physical improvements — failing to reinvest will likely mean

the market, the area is conceivably under-performing relative to the

ble and redevelop the adjacent parcels.

that Hilltop will likely endure in its current form — as a collection

potential of its market drivers. These underlying strengths should:

of auto-oriented strip retail centers with other commercial uses dis-

» Enhance the SGAs attractiveness to an even broader array of

› This should occur at under-performing sites within or near the retail core surrounding the Laskin Road and First Colonial Road intersection.

persed throughout. H I L LT O P S G A P O S I T I O N I N G

The area within the SGA boundaries should be considered as having two primary market positions, each of which is mutually-reinforcing: Premier Retail Destination

» Top regional retail destination serving local and regional households and attracting visitors from the Oceanfront. › Establish Hilltop as one of the luxury retail locations serving the entire Hampton Roads market › Create a pedestrian-friendly streetscape that provides an unparalleled shopping and dining experience » Located north of I-264 and centered on the First Colonial and Laskin Road intersection, and extending along the Laskin Road

regionally-attractive and destination retailers. » Attract a range of commercial developers who may be capable of executing land aggregation and complicated development deals as well as assume control or assist with the repositioning of existing assets in order to introduce higher quality that can increase Hilltop’s draw from city /region-wide to supra-regional. » Allow for the flexibility for medical offices to locate and expand within the Hilltop SGA.

› These areas are appropriate for this intervention because under-performing core properties have the strongest upside for enhanced marketability and value creation, and therefore could catalyze additional activity nearby. » Future development in this location should be a minimum of four to five stories and include vertical parking structures where appropriate. › Structured parking can free up additional developable land within the retail core — a location currently development-constrained by its surface parking.

R E A L ES TAT E S T R AT EG I ES

› Encourage a “park once” paradigm

Of all of the SGAs, arguably, Hilltop requires the least direct level of

› Prime the pump for future mixed-use or at least walkable development

pure real estate intervention or aggressive market enhancement simply because existing market dynamics preclude such strategies; exist-

» In order to jump start retail development, the SGA process must

ing properties are already desired locations for retailers and medical

also address the challenge of creating an internal street network,

office, and the surrounding demographics and economics are superb.

understanding the existing parcel boundaries and the land uses

Instead, this is an area where thoughtful planning, public realm,

that are likely to endure in the long-term. This process can also

investment, and transportation design could very well help the area

identify potential locations for eventual parking structures to

reach additional velocity, putting the opportunity — and responsibil-

serve commercial development.

Production, Distribution and Repair District

ity — squarely on planners and transportation officials to make the

› Potential future vision — regional high-end shopping.

» Branded service district that enhances the market dynamics of

right calls regarding public improvements.

› Benefit from beach /resort as well as household base

corridor, that encompasses the primary commercial developments for which the Hilltop area is known › This area has distinct market opportunities and will experience the majority of development forecasted within this SGA.

existing businesses and lower intensity land uses » Faces similar conditions to analogous districts within the previously studied Lynnhaven SGA » Located south of I-264 primarily along Virginia Beach Blvd, part of a continuous belt of light industrial that stretches through multiple SGAs The planning goal for Hilltop SGA should be to resolve physical

Effective strategies should focus more on creating a walkable grid of local streets, identifying potential parcel assemblages and market-

› Perfect complement to regional and supra-regional tourism strategy

ing these as prime redevelopment sites, and encouraging the forms

› Opportunity for department stores to upgrade overall retail

and types of development identified as preferable in the SGA plan.

› While many of these high-performing parcels may currently feel little pressure to reconfigure or add density, the SGA planning process should put in place these future access and parking plans for when market demands for denser development becomes clear.

These tenets can enhance the interaction between the SGA planning process and real estate market dynamics: » The SGA plan should identify a location in which public invest-

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to date — specifically the strong performance of the assets but lim-

hil lt op s tr at e gic grow t h a r e a m a st er pl a n: v irgin i a be ach, v irgin i a | aug us t 2 012 | u r b a n de sig n a ss o c i at e s

a na ly sis

11

Excessive surface parking and current zoning regulations have resulted in single, separate uses. This creates neighborhoods and places that are not interconnected and walkable and lends to the feeling of being in isolated “silos.” © 2 012 u r b a n d e s i g n a s s o c i a t e s

The Design Challenge From the responses and data gathered in the initial phase of the design process, several themes emerged that informed the design principles. The themes highlight several design challenges: 1 Break down the ‘silos’ created by Laskin Road and First Colonial Road 2 Create usable parks and open space 3 Develop easy-to-use transit 4 Bring back the tree canopy to deal with heat-island-effect and stormwater issues 5 Diversify the Hilltop experience to widen market appeal and accessibility 6 Expand the tourism market capture

Open space in the Hilltop SGA is limited and some existing open spaces are not functionally usable as either active or passive recreational space. The plan should appropriately determine functional parks and land suitable for development.

Building on existing strengths in the retail market will help to expand the tourism market in Hilltop.

Commercial areas in Hilltop are often lacking the tree canopy found in other parts of the City. Street trees provide for comfort, stormwater management, and reduction of heat impacts of such large paved areas. If street trees along street corridors are not possible, tree planting should be increased on commercial parcels to compensate.

Hilltop currently has an abundance of auto oriented retail. Many of these areas could be transformed to allow for a more diverse, pedestrian scaled experience.

hil lt op s tr at e gic grow t h a r e a m a st er pl a n: v irgin i a be ach, v irgin i a | aug us t 2 012 | u r b a n de sig n a ss o c i at e s

The design of the public realm around stops can give the perception that transit is inaccessible and hard to use.

a na ly sis

12

Firs

Illustrative Master Plan

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Linkhorn Bay

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Hilltop Shopping Center

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» Revisit and update old plans for road and infrastructure improvements.

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» Reduce land areas devoted to parking and replace with more productive uses; and

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» Improve multi-modal connections from the adjacent neighborhoods; » Comply with AICUZ land use zoning requirements;

an

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» Match quality of local businesses with equally memorable built setting;

» Provide additional transit connections to Hilltop;

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» Build on existing health care, food, and adjacent recreational assets;

I -26 4

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» Provide a mix of retail, restaurants, and office uses;

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» Provide trails and sidewalks for pedestrians and cyclists;

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DESIGN PRINCIPLES

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the beach.

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Marketplace at Hilltop

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convenient, regional retail destination that’s within close proximity to

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for enhanced transit service will help to evolve the Hilltop SGA as a

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nities. Targeted public infrastructure improvements and the potential

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utilized commercial property into a mix of retail and office opportu-

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businesses by transforming land areas devoted to parking and under-

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process. The plan expands the developability of many of the local

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principles identified in the analysis phase of the public planning

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

d

The Hilltop SGA Illustrative Master Plan is based on the design

ILLUSTRATIVE MASTER PL AN S I N G L E - FA M I LY R E S I D E N T I A L BUILDING

OFFICE BUILDING

PA R K I N G G A R A G E

M U LT I - FA M I LY R E S I D E N T I A L BUILDING

FLEX BUILDING

PA R K I N G L O T

W AT E R

S T U DY A R E A

P U B L I C PA R K S A N D O P E N S PA C E

POTENTIAL TR A NSIT LINE

NON - RESIDENTIAL MIXED USE BUILDING INSTITUTIONAL BUILDING

Hil lt op s tr at e gic grow t h a r e a m a st er pl a n: v irgin i a be ach, v irgin i a | aug us t 2 012 | u r b a n de sig n a ss o c i at e s

Note: Future street alignments will be determined in further studies, and will be based on property availability and feasibility.

fr a me wor k pl a n a n d k e y dev e l opmen t si tes

13

© 2 012 u r b a n d e s i g n a s s o c i a t e s

Infrastructure Network

the redevelopment of the Hilltop SGA as a well-connected, transit-oriented commercial center largely depends on the alignment and station location of the proposed LRT extension. As the last neighborhood stop on the LRT system between Norfolk and the ocean, the Hilltop SGA is uniquely poised to capture the retail and office growth that this system will allow. This infrastructure network plan proposes an updated street network that will better connect

STREET NET WORK PL AN

TRANSIT NET WORK PL AN

PARKS AND OPEN SPACE NET WORK PL AN

TRAIL NET WORK PL AN

STORMWATER MANAGEMENT PL AN

SANITARY SEWER AND WATER SUPPLY PL AN

residents and guests to local and regional destinations and allow for a choice of travel modes. The street network plan is supplemented by the proposed trail network, which will better connect neighborhoods to each other and residents to the proposed open spaces. At the core of this is an updated stormwater management and water supply plan which supports future growth and development in the Hilltop SGA. Cumulatively, these proposed infrastructure improvements will act to catalyze a better connected, more mixed-use Hilltop that is able to capitalize on its connectivity to the beach and region.

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Infr a s truc t ur e Ne t wor k

14

ld

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The configuration of streets and arterials in the Hilltop SGA is challenging for improving public accessibility with a neighborhood-

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hal

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

Street Network Plan

e

based network of walkable streets. Many surrounding neighborhoods

Linkhorn Bay

have cul-de-sac based street patterns. Laskin Road, First Colonial Ro ad

Hilltop Shopping Center

Lask

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4

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I- 26 4

TERTIARY

PROPOSED STREET NET WORK

SITE BOUNDARY

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V I R G I N I A B E A C H B O U L E VA R D

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Nor th Oceana Boulevard

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I-26 4

PRIMARY

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areas. Each proposed street section is drawn in detail on the follow-

STREET HIERARCHY

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each g in ia B O ld V ir

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ing pages to show optimum designs for all users.

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increasing the amount of trees within the surrounding commercial

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this is not achievable, then there should be a need to compensate by

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is important to increase tree canopy along every roadway corridor. If

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environment that is safe and conducive to pedestrians and cyclists. It

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Marketplace at Hilltop

Lask

Regency Hilltop Shopping Center

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to service growth. Landscaping has a major influence in creating an

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that can support urban, walkable environments that are positioned

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recommends improvements for major streets in the Hilltop SGA

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structure of development blocks and reconnect places. The plan

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ture network by defining a clear hierarchy of streets to establish a

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The Hilltop SGA plan seeks to address the current infrastruc-

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ate additional barriers between neighborhoods.

Win

Road, Virginia Beach Boulevard, the rail line, and Interstate 264 cre-

Note: The Street Network Plan components that are included in this Master Plan are concepts presented within the context of the overall vision that is desired to be achieved for the Hilltop SGA area. However, actual roadway alignments, cross sections (including number of lanes) and other geometric features can only be specifically determined during the design development process with the assistance of professional engineering analysis. These engineering analyses are required to evaluate and balance the full range of safety, technical, cost, environmental, and public input factors. DONNA DRIVE

REPUBLIC ROAD

N E VA N R O A D

LOC A L S T REE TS

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L A S K I N R OA D : E X I S T I N G C O N D I T I O N A N D

L ASKIN ROAD: EXISTING STREET SECTION FACING EAST

A P P R OV ED V D OT D ES I G N

Laskin Road is a major arterial which serves as Hilltop’s main east / © 2 012 u r b a n d e s i g n a s s o c i a t e s

west street and as one of four primary entrances to the oceanfront resort area. Currently the roadway consists of a four-lane divided road with adjacent bidirectional service roads which are separated from the main thoroughfare by planted medians. The current configuration of Laskin Road impairs the crossing of pedestrians and motorists alike; the only striped pedestrian crosswalk is located at its intersection with First Colonial Road.

160' R.O.W.

The approved VDOT design from 2000 removes the frontage roads and maintains the curb cuts, not eliminating or consolidating them in this design. VDOT proposes to consolidate the existing

AERIAL PERSPECTIVE OF EXISTING L ASKIN ROAD (LOOKING WEST) L ASKIN ROAD: APPROVED VDOT DESIGN FACING EAST

number of travel lanes and to add lanes at intersections for turning movements. VDOT further proposes to add cross walk striping and pedestrian signalization. The existing condition and VDOT approved design for Laskin Road both treat the road primarily as a vehicular throughway and not as a pedestrian and transit-friendly corridor. While the VDOT proposal will add capacity, it will further exacerbate the perception of Laskin Road as a barrier to pedestrian movement. Continuous right turn lanes may provide opportunities for on-road bike lanes and potential future transit. However, the “body language” of the design

160' R.O.W.

still privileges the car as the dominant user of the right-of-way. Planned capacity improvements to both First Colonial Road and Laskin Road, particularly at the intersection of these roads, will

AERIAL PERSPECTIVE OF APPROVED VDOT DESIGN FOR L ASKIN ROAD (LOOKING WEST)

provide more expedient transit of emergency vehicles to the hospital. Improvements will provide needed capacity at the intersection translating into reduced queues and improved speeds. The City should maintain its emergency vehicle preemption system to provide the quickest response times for emergency responders.

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L ASKIN ROAD: EXISTING STREET SECTION FACING EAST

© 2 012 u r b a n d e s i g n a s s o c i a t e s

H I L LT O P S G A P R O C E S S P R EF ER R ED L A S K I N R OA D D ES I G N A LT ER N AT I V E W I T H O U T T R A N S I T

In order to meet anticipated future traffic demands in a way that benefits all users, Laskin Road will consolidate its service roads to create six total travel lanes plus additional turn lanes. This allows for the creation of a buffer along the road which will accommodate bike lanes, walks, and landscaping. In addition to improvements along the proposed road, promoting safer and more efficient pedestrian access L A S K I N R OA D W I T H O U T

across the arterial will be accomplished by maintaining the median, placing crosswalks at intersections, and shortening crossing distances.

TRANSIT DESIGN CRITERIA 160' R.O.W.

» Max 6 through lanes preferred » Create a multi-modal arterial » Consolidate service roads and narrow travel lanes to create pedestrian accommodations on either side » Provide on-street bike lanes

PREFERRED ALTERNATIVE FOR L ASKIN ROAD WITHOUT TRANSIT: POTENTIAL SECTION FACING EAST (PENDING FURTHER STUDY)

» Provide a landscaped verge to create a buffer between the roadway and the shareduse path on either side » Limit dedicated right-turn lanes » Undergrounding of utilities

Note: Street designs are conceptual. Where possible, utilities should be undergrounded to provide room for pedestrian and cyclist accommodations. Street trees should be included in designs wherever possible. If conditions prohibit, tree cover should be compensated for on private development parcels. AERIAL PERSPECTIVE OF HILLTOP SGA PROCESS PREFERRED L ASKIN ROAD

160' R.O.W.

WITHOUT TRANSIT (LOOKING WEST)

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L ASKIN ROAD: EXISTING STREET SECTION FACING EAST L A S K I N R OA D W I T H T R A N S I T

A LT ER N AT I V E W I T H T R A N S I T

DESIGN CRITERIA

The illustrated Laskin Road with transit option is the preferred design alternative resulting from the Hilltop SGA process. This

» Max 6 through lanes preferred

design differs from the previous in that it utilizes a portion of the

» Create a multi-modal arterial

proposed buffer for the proposed LRT system. This option maintains

» Consolidate service roads and narrow travel lanes to create pedestrian and transit accommodations

the benefits of simplified lane configurations and increased pedestrian and cyclist safety while bringing a significant new transit connec-

» Provide on-street bike lanes

tion to the area. This further increases accessibility and modal choice along the road. Access to businesses on the south side of Laskin Road will be

© 2 012 u r b a n d e s i g n a s s o c i a t e s

H I L LT O P S G A P R O C E S S P R EF ER R ED L A S K I N R OA D D ES I G N

160' R.O.W.

improved by the enhanced network of secondary streets. North-south

» Planting strips, sidewalks, and crosswalks for a safe, urban transit-oriented district » Limit dedicated right-turn lanes

cross streets would intersect Laskin Road at regular intervals, allow-

» Consider reducing speed limit to max 35 mph

ing access points for entry into the blocks south of Laskin Road and supporting the City’s access management plans. The LRT would

» Allow for full intersections every 500 feet and limited intersections every 300 feet, including double left turn at First Colonial Road

bring additional shoppers, patrons, and visitors to the Hilltop area adding vitality and viability to the existing businesses. PREFERRED ALTERNATIVE FOR L ASKIN ROAD WITH TRANSIT: POTENTIAL SECTION FACING EAST (PENDING FURTHER STUDY)

» Undergrounding of utilities

Note: Street designs are conceptual. Where possible, utilities should be undergrounded to provide room for pedestrian and cyclist accommodations. Street trees should be included in designs wherever possible. If conditions prohibit, tree cover should be compensated for on private development parcels. AERIAL PERSPECTIVE OF HILLTOP SGA PROCESS PREFERRED L ASKIN ROAD

160' R.O.W.

WITH TRANSIT (LOOKING WEST)

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FIRST COLONIAL ROAD: EXISTING STREET SECTION FACING NORTH

© 2 012 u r b a n d e s i g n a s s o c i a t e s

F I R S T C O LO N I A L R OA D

First Colonial Road is a primary north /south arterial consisting of variable conditions with four-lanes and a median or six lanes, depending on the location. Improvements should be made to eventually provide increased pedestrian and bicycle accommodation.

F I R S T C O L O N I A L R OA D DESIGN CRITERIA

100' R.O.W.

» Max 6 through lanes preferred » Consolidate turn lane and median » Provide on-street bike lanes FIRST COLONIAL ROAD: POTENTIAL SECTION FACING NORTH (PENDING FURTHER STUDY)

» No dedicated right-turn lanes

158' R.O.W.

Note: Street designs are conceptual. Where possible, utilities should be undergrounded to provide room for pedestrian and cyclist accommodations. Street trees should be included in designs wherever possible. If conditions prohibit, tree cover should be compensated for on private development parcels.

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VIRGINIA BEACH BOULEVARD: EXISTING STREET SECTION FACING EAST

Virginia Beach Boulevard is a primary east /west road consisting of four-lanes in the Hilltop SGA. Unlike the Rosemont and Lynnhaven SGAs, Virginia Beach Boulevard in this area is scaled to be more pedestrian-friendly at its current size. However, planting strips, sidewalks, and on-street bicycle accommodations are suggested to make the road a more suitable safe and walkable environment. V I R G I N I A B E AC H B O U L E VA R D DESIGN CRITERIA

» Max 4 through lanes preferred 66’ - 85' R.O.W. (Varies)

VIRGINIA BEACH BOULEVARD: POTENTIAL SECTION FACING EAST (PENDING FURTHER STUDY)

» Significant increase accommodations for pedestrians and cyclists. » Planting strips and landscaping for safe, urban pedestrian-friendly environment » No dedicated right-turn lanes

Note: Street designs are conceptual. Where possible, utilities should be undergrounded to provide room for pedestrian and cyclist accommodations. Street trees should be included in designs wherever possible. If conditions prohibit, tree cover should be compensated for on private development parcels. 85' R.O.W.

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

V I RG I N I A B E AC H B O U L E VA R D

REPUBLIC ROAD: EXISTING STREET SECTION FACING EAST

© 2 012 u r b a n d e s i g n a s s o c i a t e s

R EP U B L I C R OA D

Republic Road, in addition to Donna Drive, is the only portion of the Hilltop loop road system that was installed to alleviate congestion at First Colonial and Laskin Roads. It is a two-lane, secondary street with an alternating left-turn lane. This street should be consolidated to include two-lanes of traffic with parallel parking on the retail side (south). By narrowing the lanes, more useful space is provided for bike lanes, walks, and landscaping. In some locations, it R E P U B L I C R OA D

may be possible to include a planted median in a wider section (see

DESIGN CRITERIA

Potential Section-Unconstrained). » 2 through lanes preferred 60' R.O.W.

REPUBLIC ROAD: POTENTIAL SECTION- CONSTRAINED FACING EAST (PENDING FURTHER STUDY)

» Improve the accommodations of pedestrians and cyclists » On-street parking for retail uses

REPUBLIC ROAD: POTENTIAL SECTION- UNCONSTRAINED

Note: Street designs are conceptual. Where possible, utilities should be undergrounded to provide room for pedestrian and cyclist accommodations. Street trees should be included in designs wherever possible. If conditions prohibit, tree cover should be compensated for on private development parcels. 60' R.O.W.

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80' R.O.W.

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DONNA DRIVE: EXISTING STREET SECTION FACING EAST

© 2 012 u r b a n d e s i g n a s s o c i a t e s

DONNA DRIVE

Donna Drive is a secondary street that runs parallel to Laskin Road, providing an alternate east/west route internal to the SGA. It is currently situated on the back side of many Hilltop SGA uses. If transit arrives and new development occurs, Donna Drive could become an active street with new buildings fronting onto it. As an active, urban, pedestrian-friendly street, Donna Drive may benefit from on-street bike lanes, wider sidewalks, and additional landscaping. Providing DONNA DRIVE

on-street parking, where permitted, is also

DESIGN CRITERIA

recommended. » 2 through lanes preferred » Provide on-street bike lanes 66' R.O.W.

DONNA DRIVE: POTENTIAL SECTION FACING EAST (PENDING FURTHER STUDY)

» Planting strips and landscaping between roadway and sidewalks for safety and improved appearance

Note: Street designs are conceptual. Where possible, utilities should be undergrounded to provide room for pedestrian and cyclist accommodations. Street trees should be included in designs wherever possible. If conditions prohibit, tree cover should be compensated for on private development parcels. 66' R.O.W.

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NEVAN ROAD: EXISTING STREET SECTION FACING NORTH

© 2 012 u r b a n d e s i g n a s s o c i a t e s

N E VA N R OA D

Nevan Road will provide an important north/south connection through the heart of the Hilltop SGA. A narrow median will provide safe access for pedestrians walking from various retail amenities on either side. As new buildings are built facing Nevan Road, the street will become an active public space, connecting local amenities with larger retailers moving to the Hilltop SGA. Nevan Road may also serve as an important access to the preferred transit station location N E VA N R OA D

at Laskin Road.

DESIGN CRITERIA

» 4 through lanes preferred » Create median 90' R.O.W.

NEVAN ROAD: POTENTIAL SECTION (PENDING FURTHER STUDY) FACING NORTH

» Provide on-street bike lanes » Planting strips, sidewalks, and crosswalks for safe and efficient access to retail amenities » Off-peak on-street parking spaces

Note: Street designs are conceptual. Where possible, utilities should be undergrounded to provide room for pedestrian and cyclist accommodations. Street trees should be included in designs wherever possible. If conditions prohibit, tree cover should be compensated for on private development parcels. 90' R.O.W.

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P R O P O S ED L O C A L S T R EE T A — 6 0 ' R O W FAC I N G N O R T H (I D E A L)

© 2 012 u r b a n d e s i g n a s s o c i a t e s

P R O P O S ED LO C A L S T R EE T S

The consultant team, along with the Public Works Department, designed a set of local, non-arterial street standards that are permitted within Hilltop and all Virginia Beach SGAs. These street sections should be considered for new streets designated in the Hilltop SGA plan.

LOCAL STREET DESIGN CRITERIA

» 2 through lanes preferred » On-street parking in ideal conditions P R O P O S ED L O C A L S T R EE T B — 5 0 ' R O W FAC I N G N O R T H (C O N S T R A I N ED)

» Planting strips, sidewalks, and crosswalks for safe and 25 MPH design speeds

Note: Where streets ROWs are on private property, improvements are to be made at the discretion of the property holder and should be performed in conjunction with redevelopment.

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24

In coordination with Hampton Roads Transit, the City of Virginia Beach is considering options for extension of transit service from the terminus of the Norfolk LRT to the Oceanfront. The study, part of the development of an Environmental Impact Statement, is considering four alternatives — light rail, bus rapid transit, enhanced bus service, and a no build alternative. The City of Virginia Beach recently purchased the former Norfolk Southern right-of-way, which extends from Newtown Road to Birdneck Road on an alignment that is generally parallel to I-264. This study will also consider connections from Birdneck Road to the Oceanfront. Current planning has anticipated a station in the Hilltop area that would be located off Potters Road roughly centered between London Bridge Road and First Colonial Road. Selection of the proposed location for the station was heavily influenced by Naval Air Station Oceana’s AICUZ restrictions. The only allowable location along the Norfolk Southern rightof-way was chosen as the Hilltop station location. Unfortunately, much of the Hilltop commercial area is not within walking distance. In addition, the proposed transit location on Potters Road does not add significant accessibility from a driving standpoint for park-andride users. These analyses led to the decision to explore alternative

© 2 012 u r b a n d e s i g n a s s o c i a t e s

Transit

EXISTING BUS ROUTES AND WALK ABILIT Y The area is currently relatively wellserved by HRT bus service yet the ability to access the service is hampered through an impoverished pedestrian experience. A change in street network and character will benefit access to bus routes and shuttles, encouraging stronger connectivity to nearby residential areas, retail amenities, and the proposed station. Riders should be accommodated wherever feasible with bus shelters along the various bus routes.

BUS ROUTE 20

CURRENTLY PL ANNED LRT STATION - POT TERS ROAD

BUS ROUTE 29

LOCATION

5 - MINUTE WALK FROM RAIL 10 - M I N U T E W A L K FROM RAIL

POTENTIAL LIGHT R AIL ALIGNMENT POTENTIAL LIGHT R A I L S TAT I O N 5 - MINUTE WA LK FROM BUS

5 - MINUTE WALK FROM RAIL 10 - M I N U T E W A L K FROM RAIL

POTENTIAL LIGHT R AIL ALIGNMENT POTENTIAL LIGHT R A I L S TAT I O N 5 - MINUTE WA LK FROM BUS

BUS ROUTE 32 5 - MINUTE WA LK BUS STOPS S T U DY A R E A

station locations which can add better access for all types of riders. The plan recommends studying a station location situated at the core of Hilltop. Much of the Hilltop SGA will be within a reasonable

The relocation of the station can be reinforced by coordination with

walk of the proposed station making it easily accessible to neighboring

major destinations and employers. A shuttle could run between NAS

amenities. Providing pedestrian links to the proposed station with street

Oceana and the LRT station provide daily access to the naval base for

and trail improvements is critical to transit-oriented economic develop-

military personnel and would bring a larger population through the

ment. The walkability analysis shows the areas that are most likely to

core of Hilltop to support the businesses and retail. Coordinated efforts

change over time with transit improvements. The proposed location has

between major employers, such as the Navy or Sentara Hospital and

the potential to serve as a catalyst for growth in the retail market, which

HRT, are a crucial component to successfully building the light rail rid-

will further build the character and quality of place over time.

ership. PROPOSED LRT STATION LOCATION - L ASKIN ROAD

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T R A N S I T A LT ER N AT I V ES

With little benefit coming from the currently planned station site, the Master Plan explores four possible realignments to be studied in further detail in HRT’s analysis. For the purposes of this planning exercise, only alignments within or near Hilltop were considered,

HILLTOP

HILLTOP 19TH

although other conceivable terminal alignments are plausible east of the study area. Alternative alignments may also exist to the west, providing opportunities to serve additional development and exist-

17TH

19TH

CON CTR

LYNNHAVEN

17TH

CON CTR

LYNNHAVEN

ing neighborhoods and businesses. The following alternatives explore alignments within the Hilltop SGA. In the following alternatives, where the transit route is proposed outside of the existing rail line right-of-way, there are opportunities for providing linear parks within this space. Such a linear park may also link to various neighboring properties where the City has begun to purchase land as part of the AICUZ program. Open space opportunities like these can provide important neighborhood connections and trail linkages throughout the Strategic Growth Area and its surrounding communities.

19TH 17TH

CON C TR

S T U DY A R E A

CURRENT ALIGNMENT

A LT E R N AT I V E A L I G N M E N T ( LY N N H AV E N PA R K W AY )

A LT E R N AT I V E A L I G N M E N T (LONDON BRIDGE ROA D)

S T U DY A R E A

CURRENT ALIGNMENT

A LT E R N AT I V E A L I G N M E N T ( LY N N H AV E N PA R K W AY )

A LT E R N AT I V E A L I G N M E N T (LONDON BRIDGE ROA D)

TR A NS IT A LTER NATIV E 1

TRAN SI T ALTERN ATI VE 2

Routing back to rail corridor. Alternative 1 begins rerouting the transit line (to the east)

Routing down Virginia Beach Boulevard. Alternative 2 follows the same route as

from the Norfolk Southern right-of-way onto Lynnhaven Parkway or London Bridge

Alternative 1 — Lynnhaven Parkway or London Bridge Road to Virginia Beach

Road traveling to Virginia Beach Boulevard. From Virginia Beach Boulevard, the route

Boulevard to Laskin Road to First Colonial Road down to Virginia Beach Boulevard.

would transition to Laskin Road and extend to First Colonial Road. From Laskin

The route extends eastward along Virginia Beach Boulevard from First Colonial Road

Road the route would move south on First Colonial Road to Oceana Boulevard until it

to Birdneck Road then jogs north to a station at the Convention Center then it travels

reaches the Norfolk Southern right-of-way where it would continue toward Birdneck

along 19th Street to Arctic Avenue, its terminal station. This alternative route may open

Road. The route would then extend along Birdneck Road to a planned station at 17th

up an opportunity for another station in the vicinity of the Hilltop SGA in the residen-

Street. It then continues to a station at the Convention Center on 19th Street. From

tial areas provided it is located outside of the AICUZ restrictions. This route may offer

the Convention Center this alternative route continues east along 19th Street to Arctic

slightly faster operation from Hilltop to the Convention Center by traversing a shorter

Avenue, its terminal station. This alternative may be able to make use of existing roads

route.

and bridges to reduce the cost of bringing the alignment to the core of the commercial

LYNNHAVEN HILLTOP

area in Hilltop. However, the added delay of introducing transit to these corridors may bring forward the need for exclusive lanes for the transit vehicles.

CURRENT TRANSIT ALIGNMENT UNDER STUDY BY HRT FOR VIRGINIA BEACH TRANSIT EX TENSION STUDY

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L ASKIN EAST HILLTOP

HILLTOP 19TH 17TH

19TH

CON CTR

LYNNHAVEN

17TH

CON CTR

LYNNHAVEN

WALK AND TRANSIT ACCESS TO PROPOSED HILLTOP STATION LOCATION

S T U DY A R E A

DRIVE ACCESS TO PROPOSED HILLTOP STATION LOCATION

CURRENT ALIGNMENT

A LT E R N AT I V E A L I G N M E N T ( LY N N H AV E N PA R K W AY )

A LT E R N AT I V E A L I G N M E N T (LONDON BRIDGE ROA D)

S T U DY A R E A

CURRENT ALIGNMENT

A LT E R N AT I V E A L I G N M E N T ( LY N N H AV E N PA R K W AY )

A LT E R N AT I V E A L I G N M E N T (LONDON BRIDGE ROA D)

TR A NS IT A LTER NATIV E 3

TRAN SI T ALTERN ATI VE 4

Routing parallel to I-264. Alternative 3 follows the same route from London Bridge

Routing down Birdneck Road. Alternative 4 takes the same route as Alternatives 1, 2,

Road to the core of the Hilltop SGA — Lynnhaven Parkway or London Bridge Road

and 3 from Lynnhaven Parkway or London Bridge Road to the core commercial area

to Virginia Beach Boulevard to Laskin Road to First Colonial Road. It deviates from

of Hilltop Road — London Bridge Road to Virginia Beach Boulevard to Laskin Road.

Alternatives 1 and 2 by coming off First Colonial Road onto I-264 where it travels

From the Laskin Road station Alternative 4 deviates from the other alternatives by

down to Birdneck Road. From Birdneck Road the route travels to 17th Street where

traveling down Laskin Road from First Colonial Road to Birdneck Road. Alternative 4

there are stops just east of Birdneck Road and then one at the Convention Center.

offers a station at Laskin East on Birdneck Road. Alternative 4 travels down Birdneck

Similar to Alternatives 1 and 2 there is a terminal station along 19th Street at Arctic

Road to 17th Street where it has a station then there are stations at the Convention

Avenue. Alternative 3 offers the shortest and most likely the most expedient route

Center and at Arctic Avenue. Alternative 4 takes advantage of a long section of Laskin

between the proposed Hilltop station in the commercial area and the proposed station

Road that offers a wide existing right-of-way which may accommodate the transit line

on 17th Street just east of Birdneck Road. Alternative 3 will require some substantial

without causing severe traffic congestion.

bridging to get from First Colonial Road to I-264 which is elevated over First Colonial Road. The section of I-264 that Alternative 3 traverses is a six-lane facility. There is a possibility that the transit route could use one of the lanes of I-264 without causing substantial delay on I-264. This alternative will minimize the interruptions on the arterial street network in comparison to the other alternatives.

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LAS K I N R OAD

AERIAL PERSPECTIVE OF HILLTOP SGA PREFERRED L ASKIN ROAD ALTERNATIVE WITH TRANSIT (LOOKING WEST)

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The Open Space Network in the Hilltop SGA seeks to build upon the existing natural resources of Hilltop in order to expand access

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

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Parks and Open Space Networks Plan

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to public open space through an interconnected system of parks and

Linkhorn Bay

trails. This will be accomplished through the creation of several new Ro ad

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Regency Hilltop Shopping Center

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1 Victory Garden

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ing parks could include the following park types:

Note: Future road alignments will be determined in further studies, and will be based on property availability and feasibility.

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along and in addition to the existing street network. New and exist-

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parks as well as the addition of bicycle and pedestrian pathways both

ana Bou leva rd

EXISTING ACCESS TO OPEN SPACE (10 MINUTE WALK)

PROPOSED PARKS, INSTITUTIONS AND OPEN SPACE

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P U B L I C PA R K S A N D O P E N S PA C E

DE V ELOPMEN T BLOCK

W AT E R

S T U DY A R E A

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VICTORY GARDEN

STORMWATER PARK

POCKET PARKS

Through the coordinated design of a park system and a stormwater management program as green infrastructure, the Hilltop SGA will have to reclaim more of its natural flood control system. Instead of relying solely on the existing network of storm sewers and paved ditches, green infrastructure would supplement this system by providing major outfall areas and stormwater treatment for broad sections of Hilltop’s development. This would minimize the burden on individual sites that are more constrained.

Pocket parks provide a place for people to sit outdoors and socialize or relax in urbanized areas. They are accessible to the general public and facilitate connections to adjacent uses. They provide street or block definition and they are often placed around a monument or are in relation to public art. They are typically created on available small parcels or irregular pieces of land. Functions include spaces for relaxation, meeting friends, taking lunch breaks, reading a book, or play areas for children. They typically provide seating, shade, lighting, planting, focal features, and articulated pavement patterns.

© 2 012 u r b a n d e s i g n a s s o c i a t e s

PA R K T Y P ES

As part of the public open space networks plan, several suggested park types have been developed. These types range from passive, such as pocket parks, to productive, such as the student farm and victory garden. In addition to these, the stormwater outfall park will capitalize on existing, under-utilized open space in order to educate the public about and help to preserve the delicate and unique wetland ecology of the region. All of these types will provide new and enhanced opportunity for residents and visitors to both connect with and more fully utilize the city’s natural ecology.

Victory gardens were originally created to provide self-sufficiency during war-times and to support the nation’s war efforts. Today, victory gardens are associated with urban sustainability and are used to capture the military culture of the past and build upon the successful programs of WWI and WWII. People may grow food at home or in shared public spaces in order to provide local food supplies to families and charities. The gardens could be educational opportunities for students, young and old. Victory gardens may include informational kiosks for the general public, instructional kiosks for gardeners, and places to sit and observe activities. They are a good alternative to otherwise developmentrestrictive parcels or where land is currently unproductive. They could provide a much needed staple for the community and pay tribute to the military legacy of the area.

The Hilltop Victory Garden also has the opportunity to provide for informal recreation off of a regional trail system that runs east-west through the site. In order to ensure a Victory Garden is successful, strong private-public partnerships should be established with neighboring organizations for implementation and long term maintenance.

Note: The proposed uses are subject to refinement when the planning process for implementation of the plan is put in motion due to restrictions associated with their location in the Accident Potential Zone - 1 (APZ-1).

By making a stormwater park a public amenity, residents and visitors could learn about stormwater treatment trains, water quality, pollutant removal, and better management practices. A stormwater park would serve not only as a utilitarian facility, but also as a public open space. This type of park would serve primarily as a regional stormwater management facility but with an added emphasis on public access and design composition. These types of spaces would need to be championed by private businesses within the local watershed and potentially initiated by public-private ventures.

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These types of parks can occur on either public or private property and could be managed by a variety of organizations, such as public, private, partnership, and even nonprofit organizations.

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30

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The Conceptual Bikeways and Trail Network Plan advances the adopted Virginia Beach Bikeways and Trails Plan of 2011 by provid-

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

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Conceptual Bikeways and Trail Network Plan

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ing a comprehensive trail system which will further increase connec-

Linkhorn Bay

tivity between neighborhoods and destinations. This will be accomRo ad

Hilltop Shopping Center

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» Wide sidewalks

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ON - ROAD BIKE L ANE WITH S H A R E D U S E PAT H

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ON - ROAD BIKE L ANE WITH WIDENED SIDE WA LKS

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* For definitions of specific types of facilities, please reference the City of Virginia Beach’s Bikeways and Trails Plan, 2011

ce

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proposed residential and commercial development.

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tions between existing and proposed open and green spaces as well as

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and First Colonial Road. This plan also provides significant connec-

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of on-road bike lanes along Virginia Beach Boulevard, Laskin Road,

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in the Virginia Beach Bikeways and Trails Plan with the inclusion

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This plan prioritizes bicycle routes of regional importance mentioned

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plished through a combination of on and off-street bicycle facilities.

S T U DY A R E A

BIKEWAYS AND TRAIL NET WORK DIAGRAM

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B I K E WAY A N D T R A I L T Y P ES

By ordinance, Virginia Beach allows bicycles on all sidewalks except in Town Center and the Resort Area. In the Hilltop SGA, facilities should be large enough to accommodate both pedestrians and cyclists at the same time. A mix of both on-road and off-road bicycle facilities should be considered throughout the Hilltop SGA. The on-road facilities should include signed shared roadways, wide outside lanes, and marked bike lanes. The off-road facilities should include shared-use paths and wide sidewalks. See the City of Virginia Beach’s Bikeways and Trails Plan for detailed descriptions of each. V E H I C U L A R T R AV E L L A N E

BIKE L ANE

11' min

4'-5' min

B I C YC L E L A N E S

» Striped and signed for exclusive use by cyclists » One-way

CURB BUFFER AND ZONE A N D GUT TER PL ANTED VERGE

2'

5'

S H A R E D U S E PAT H

S H A R E D O U T S I D E T R AV E L L A N E

8'-10' min

14' min

S H A R E D - U S E PAT H S

» Minimal street crossings » Two-way travel for cyclists and pedestrians

» Segregate motorists from cyclists

» 4' min. buffer between street and path

» Bike-safe drainage inlets

» Typically asphalt

» Pavement markings (solid white stripe, arrow, and helmeted cyclist)

» Positive drainage » 8'–10' wide path

CURB BUFFER A N D ZONE A N D GUT TER PL ANTED VERGE

2'

S I G N E D S H A R E D R OA D WAYS ( W I D E O U T S I D E L A N E S)

» Bike route signs or “Share the Road” signs » Provide continuity /connect to roadways with designated bike lanes » Bike-safe drainage inlets » 14' min. wide outside travel lanes

» 4'–5' min. width bike lanes in addition to 11'–12' min. width motor vehicle travel lanes

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4' min

WIDE SIDE WA LK

6'-8' min

W I D E S I D E WA L K S

» Typically concrete, but may be pavers » For pedestrian use although bicycles are allowed » Positive drainage » 4' min. buffer between street and sidewalk recommended » In spatially constrained areas, sidewalk may abut street » 6'–8' min. width

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Stormwater Management

C I T Y- W I D E P O L I C I ES

The major strategy for stormwater management in Virginia Beach has been the use of wet ponds to provide a control on the release of

velopment efforts and future urban growth, and has classified these areas as Strategic Growth Areas (SGAs). The patterns of land use envisioned in the SGAs are intended to concentrate development vertically more than horizontally, and thereby have the potential to reduce impervious surfaces to promote infiltration and percolation of runoff stormwater. There is a significant potential to reduce impervious surface cover during redevelopment. Based on the land use and land cover data for the SGA plans completed and adopted to date, the ability to convert large areas of impervious lands to pervious lands is feasible. This represents a major reduction of the impervious area within the SGAs over the course of TMDL implementation. Stormwater management strategies and policies are evolving in Virginia Beach in accordance with upcoming changes in state and federal water quality requirements. The Hilltop SGA area was developed without the benefit of a stormwater management plan and with a minimum of stormwater management facilities. The addition of facilities for the control of both water quantity and water quality consequently offers a challenge and an opportunity. Redevelopment will require an overall district stormwater plan with improvements by both the City and the property owners to mitigate the lack of existing controls and prevent additional negative impacts to the receiving waters of the Eastern Branch of the Lynnhaven River and Linkhorn Bay. Redevelopment will also provide the opportunity to serve as a model and a testing ground for the use of a combination of low impact development strategies along with shared area-wide stormwater management systems and repair of natural buffers along the open waterways.

stormwater (quantity control) and to allow for settlement of sediment

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The City has identified several areas in which it will be focusing rede-

for water quality control. Approximately 80 percent of the impervious area in the City is currently treated via the use of wet ponds. Stormwater management is particularly challenging in the City due to its location on the coastal plain adjacent to the Chesapeake Bay, the North Landing River, Back Bay systems to the south, and the Atlantic Ocean. This flat terrain creates a reduced hydraulic head, while a high groundwater table increases the migration of pollut-

OPEN SPACE AND DRAINAGE INTEGRATION

ants. Fortunately in the Hilltop SGA, due the presence of the ‘Pungo Ridge’ geologic formation, groundwater is relatively low and infiltration capacity is generally high. This SGA area lends itself well to more progressive techniques in stormwater management. However, tidal outfalls and storm surge will cause flooding, no matter how well the drainage system is designed. With a full outfall system, additional surface water from rainfall events build up with nowhere to go. Low impact design strategies are being implemented in Virginia Beach to treat the pollution at the source as much as practical. Reduction of impervious surface with localized storage and infiltration are important. A combination of infiltration and wet marsh

STORMWATER TREATMENT TRAIN

stormwater facilities will assist with the uptake of pollutants and filtration of sediment in the Hilltop SGA, helping to improve water quality. Use of treatment trains should be implemented as practical. Treatment trains include low impact development techniques upstream at the pollutant source, which are anchored with regional stormwater management facilities downstream. Treatment trains combine multiple stormwater treatment devices in a series to increase pollutant removal. While the treatment train approach is fairly new to stormwater management it has been in place for decades to treat sanitary sewer effluent at treatment plants.

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H I L LT O P S G A C O M M U N I T Y S T O R M WAT ER FAC I L I T I E S

A regional approach to stormwater management is beneficial for

The Hilltop SGA is a highly developed area with large expanses of

property owners, stormwater network managers, and the environ-

impervious surface by way of roadways, parking lots, buildings and

ment. It presents the opportunity to provide facilities in the best

walkways. There is approximately 80% impervious cover with little

locations within the sub-watershed area, reducing the need for each

stormwater management or water quality controls in the Hilltop

property owner to provide major stormwater storage on each site.

SGA. However, the Hilltop SGA is unique in that it generally con-

It also allows the most appropriate means of addressing water qual-

tains subgrade soils with the high infiltration capacity. Subgrade soils

ity treatment on each site; and allows for the increased efficiency of

consisting of primarily sand provide opportunities for a wealth of

regional storage facilities that, if properly designed, can serve as an

infiltration facilities using the earth as filter and reducing runoff at

overall area amenity. A sub-watershed approach served by a central

the source. However, an overall strategy for implementation of rede-

wet pond was successfully implemented at the Virginia Beach Town

velopment of the area should include a general strategy of reducing

Center; however, additional site-specific low impact development

impervious surfaces as well.

strategies were not utilized. City development of regional facilities

Reduc tion in Imper vious Area Per vious Pavement in Sur face Parking Areas

munity amenities in several ways. They can provide a green space

ment with the redevelopment on individual parcels providing maxi-

network for shade, visual relief from large expanses of pavement, and

mum water quality treatment as a part of their site design.

even recreational use through adjacent trails and seating areas. They

Floodplain Management Stream Restoration Stormwater Storage

Retention Basin Enhancement Wetlands Restoration Retention Basin Enhancement Per vious Pavement

Per vious Pavement

Reduc tion in Imper vious Area Bioretention in Landscape Areas

Stream/Wetlands Restoration

Stormwater management facilities can serve as organizing com-

in each SGA can provide much of the stormwater quantity manage-

Reduc tion in Imper vious Area Bioretention in Landscape Areas

Stream/ Wetlands Restoration

can also be incorporated into hardscapes and public areas, providing variety, interest, and even artistic treatments. They can help reduce pollutant load by limiting the use of high-maintenance turfgrass.

PROPOSED STORMWATER MANAGEMENT INCLUDED IN THE HILLTOP SGA

FUTURE S T O R M W AT E R

A design strategy for both public and private spaces will be important to creating an interesting environment while comprehensively addressing the challenging State stormwater management criteria.

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R EG I O N A L A N D S U B - WAT ER S H ED S T R AT EG I E S

© 2 012 u r b a n d e s i g n a s s o c i a t e s

T R E AT M EN T M E T H O D S A N D P ER F O R M A N C E S TA N DA R D S

Based upon the local conditions, the primary types of non-region-

F O R O N A N D O F F - S I T E D E V ELO P M EN T

al stormwater facilities in the Hilltop SGA should be rain gardens,

A much wider range of stormwater management strategies will be

shallow bioretention areas, and shallow swales with managed mead-

necessary to meet current and future stormwater treatment require-

ow plantings, constructed wetlands, restored natural buffers (Riparian

ments. General guidelines and strategies for addressing these require-

Buffers), and stream restoration. Some other types of stormwater

ments should be provided as a part of the redevelopment standards,

facilities that could be of use in the Hilltop SGA area, due to the well

but it is most important to allow flexibility in the design methods

draining soils, include the use of sand filters, small-scale infiltration

used for any particular development. This will encourage creativity

facilities, and amended soils with underdrainage.

and allow the application of methods and devices developed in this emerging field. Allowing landowners to work together jointly to provide regional stormwater management for multiple sites will also be important. The most critical standard is the requirement to incorporate stormwater management strategies and design from the beginning, incorporating them in the initial concepts for redevelopment and refining them throughout the design and construction process. This will maximize the use of stormwater management facilities as a public space amenity. Redevelopment strategies that will contribute to good stormwater management include: » Reduced impervious surface through the use of structured parking, pervious pavement, maximized managed turf area, and green roofs » Rainwater capture and water reclamation techniques, including the use of above-ground and underground storage, including their

SOIL GRADES IN THE HILLTOP SGA

GRADE A SOILS

Grade A soils are characterized by soils with high infiltration and transmission while Grade B soils are characterized by moderate infiltration and transmission rates. Both Grade A and B soils lend themselves well to infiltration based stormwater management. Grade C and D soils are characterized by lower infiltration rates. Infiltration based stormwater management can still be utilized, but actual infiltration will be much more difficult to achieve.

GRADE B SOILS GRADE C SOILS

potential use for irrigation, and constructed water features. These include such elements as rain barrels and cisterns » Maximum use of bioretention and vegetated surface water collection » Disconnection of rooftop drainage from below ground piping systems

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There are two issues to be considered when evaluating the existing

Eight sanitary sewer pump stations serve the Hilltop SGA, all

sanitary sewer system serving the Hilltop SGA relative to improve-

of which are located directly within the SGA planning area bound-

ments needed to serve increased development in the area — the con-

ary. The pump stations were designed and constructed to serve the

veyance system and the pump station capacities.

assigned development based on build out projections at the time

Whereas the Hilltop SGA is mostly served by sanitary sewer

© 2 012 u r b a n d e s i g n a s s o c i a t e s

Sanitary Sewer Systems

without consideration of rezoning or major redevelopment. Most of

systems, and the receiving HRSD mains and treatment plant have

the stations are scheduled to be replaced by 2040 according to avail-

capacity to accept additional flows, the collection and pumping sys-

able records. Replacement of existing pump stations may be required

tems have capacity limitations. Due to the age of the infrastructure,

where redevelopment results in significant increases in sanitary sewer

groundwater and rainwater can infiltrate through the piping and

flows. Following the adoption of the Hilltop SGA Master Plan, the

into manholes, leading to reduced capacity for conveying sewage.

City Department of Public Utilities will update the Sanitary Sewer

Even though the system functions adequately during dry weather,

Master Plan based on the projected future densities. The revised

problems arise during rain storms. Excessive infiltration and inflow

Sanitary Sewer Master Plan will identify the upgrades that are

(I&I) can cause pump stations throughout the interconnected and

required to adequately serve the redeveloped Hilltop SGA.

pressurized system to exceed capacities and lead to Sanitary Sewer Overflows (SSO). As required by the Special Order by Consent issued by the Virginia Department of Environmental Quality, the Department of Public Utilities will rehabilitate deficient collection systems over the coming years. During the rehabilitation effort, appropriate allowances will be made for future growth projected in

SEWER LINES INCLUDED IN THE HILLTOP SGA

this plan.

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P S L O C AT I O N

E XISTING SE WER

PS SERVICE ARE A

FUTURE SE WER

Infr a s truc t ur e Ne t wor k

36

© 2 012 u r b a n d e s i g n a s s o c i a t e s

Water Systems Public water service exists throughout most of the Hilltop SGA within existing rights-of-way. Three parallel arterial water mains run along Laskin Road, which, along with a large ground storage tank and pumping station west of the boundary, provide ample capacity for increased development in the Hilltop SGA. There are also several large mains within First Colonial Road and Virginia Beach Boulevard. Some realignment of smaller water mains may be required to conform to the future road grid system, which will not only help to meet the demands of the increased domestic and fire suppression needs for the development, but also provide redundancy in the system.

WATER LINES INCLUDED IN THE HILLTOP SGA

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E X I S T I N G W AT E R M A I N

P R O P O S E D W AT E R M A I N

Infr a s truc t ur e Ne t wor k

37

the Hilltop sga is widely recognized as the premium shopping destination in Virginia Beach. Customers from affluent neighborhoods to the north, the resort district to the east, and the broader city via I-264 and Laskin Road are attracted by Hilltop's unique blend of national brands and locally owned shops and restaurants. Hilltop’s prestige is inconsistent with its environment, a strip center, suburban environment with heavily congested roadways. To reinforce its “top of market” status, Hilltop must address several challenges. These include traffic congestion, an environment hostile to pedestrians and cyclists, a landscape dominated by parking lots, and buildings that have long surpassed their design life. Improvements to Laskin Road and First Colonial Road will introduce new possibilities for incrementally building a network of local streets. These new streets will improve access and visibility to property along Laskin Road and First Colonial Road and greatly relieve congestion by distributing traffic onto the new streets. Coming with the streets will be sidewalks, crosswalks, landscaping and lighting that will transform Hilltop into a walkable district. Over time, existing retail buildings will be replaced with new retail buildings built facing the new streets. The suburban pattern of highways lined with parking lots and strip centers will gradually give way to a new pedestrian friendly mixed-use district. With the new block structure, developers should introduce plazas and small parks as focal points for shopping and dining. As the market permits, structured parking will free up land currently used for surface parking, allowing increased density and revenue from redevelopment. The potential for locating a transit station in the center of this vibrant district has been illustrated in this study. The introduction of transit could accelerate redevelopment and investment.

© 2 012 u r b a n d e s i g n a s s o c i a t e s

Land Use and Development Case Studies

L AND USE

HEIGHTS

CASE STUDIES

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l a n d use a n d dev e l opme n t c a se s t u di e s

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Land Use Plan Linkhorn Bay Fi rs tC Ro

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Hilltop Shopping Center

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Virginia Beach Boulevard

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School Bus e v Parking ar d

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Nor th Oceana Boulevard

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Upper Wolfsnare Plantation

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West Lane

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» Open Space: new open space opportunities. » Industrial /Flex: Production, distribution, and repair uses.

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» Institutional: existing institutions are designated for this land use.

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Friend’s School

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Parish Day School

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Laskin Road Annex

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St. Nicholas Greek Or th. Church Trader Joe's

Good Shepherd Lutheran Church

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Whole Foods

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Charles Barker Toyota

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Marketplace at Hilltop

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Regency Hilltop Shopping Center

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» Non-Residential Mixed-use: a mixture of retail, office, and other non-residential uses.

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proposed for the Hilltop SGA:

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compatibility with the AICUZ restrictions, the below land uses are

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Freedom Fellowship Church

on its role as a unique, regional destination while reinforcing land use

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ety of retail, restaurant, office, health, and recreational uses. To build

» Residential: existing residential areas will remain with limited redevelopment. AICUZ restrictions restrict expansion or densification of residential uses beyond what is currently zoned for such. Should the existing residential be redeveloped into new residential, at an equal or lesser density than currently exists, the new residential shall contain housing at different price points, including affordable housing.

on

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

ol

The Hilltop SGA is home to a wealth of local businesses with a vari-

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Hilltop SGA Permitted Land Use Plan Areas Use L AND USE PL AN NON - RESIDENTIAL MIXED - USE

INSTITUTIONAL

INDUSTRIAL

RESIDENTIAL

O P E N S PA C E A N D S T O R M W AT E R M A N A G E M E N T

S T U DY A R E A

hil lt op s tr at e gic grow t h a r e a m a st er pl a n: v irgin i a be ach, v irgin i a | aug us t 2 012 | u r b a n de sig n a ss o c i at e s

(% of Total)

Area (ac.)

Projected Total Buildable Residential FAR SF Units / ac

Mixed-Use

36%

265.5

1.5

17,349,259



Residential

16%

120.2





10,12 & 18

Institutional

4%

31.7

0.5

1,380,137



Industrial

7%

51.2

0.5

668,882



Open Space

14%

106.7

Infrastructure

23%

174.1

Total

100%

749.4 Acres



19,398,278 sf



l a n d use a n d dev e l opme n t c a se s t u di e s

39

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Firs

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Permitted maximum building heights are shown in the following diagram. Most building heights in the SGA area remain unchanged

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

Building Heights Plan

e

from current zoning at 3 stories. Permitted heights increase along

Linkhorn Bay

Laskin Road and First Colonial Road, with a maximum of 5 stoRo ad

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Hilltop Shopping Center

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Virginia Beach Boulevard Nor th Oceana Boulevard

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West Lane

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FLEXIBILITY OF BUILDING Upper Wolfsnare Plantation

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Target

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The City may accommodate this flexibility through zoning overlays or development incentives.

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Some flexibility in building heights should be permitted to respond to market demands.

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Friend’s School

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Parish Day School

HEIGHTS

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Laskin Road Annex

Good Shepherd Lutheran Church

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St. Nicholas Greek Or th. Church Trader Joe's

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Whole Foods

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Charles Barker Toyota

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Marketplace at Hilltop

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Regency Hilltop Shopping Center

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F ir s t

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entertainment uses with upper floor office uses.

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H il lt o p

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mixed-use development that can combine ground floor retail and

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station. Greater building heights will allow developers to consider

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areas that will be within walking distance of the potential transit

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ries. These greater heights correspond to non-residential mixed-use

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S T U DY A R E A

BUILDING HEIGHTS PL AN

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40

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Firs

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The planning process, site analysis, and master planning of the Hilltop SGA yielded detailed design concepts that may be used as

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

Development Case Studies

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case studies to show how prototypical sites might redevelop over

Linkhorn Bay

a number of years. The case studies provide an overview of the Ro ad

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Friend’s School

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S O U T H E R N G R E E N W AY A N D I N N O VAT I O N Z O N E

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Upper Wolfsnare Plantation

Nor th Oceana Boulevard

I-26 4

Virginia Beach Boulevard

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West Lane

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I -26

Southern Boulevard

R E G E N C Y H I L LT O P S H O P P I N G C E N T E R

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» Marketplace and Kroger

" K M A RT BLOCK "

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St. Nicholas Greek Or th. Church Trader Joe's

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Hilltop Shopping Center

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» Kmart Block

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Whole Foods

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Marketplace at Hilltop

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» Southern Greenway and Innovation Zone

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Hilltop SGA Master Plan are:

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to the public realm. The six case studies that are defined within the

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providing memorable, usable gathering spaces and help contribute

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streets, which can enhance the value of the private development by

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viding small open spaces and landscaping in parking lots and along

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ignated area. In all of the case studies, there is an emphasis on pro-

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quality and character of development that is envisioned in the des-

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H I L LT O P S H O P P I N G C E N T E R

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MARKETPL ACE AND KROGER

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" TA R G E T B L O C K "

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S T U DY A R E A

CHARACTER AREAS PL AN

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l a n d use a n d dev e l opme n t c a se s t u di e s

41

" K M A R T B LO C K "

Laskin Road

Laskin Road

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Jack

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

Laskin Road

F ir s t

Hilltop Square Shopping Center block includes a Kmart, US Post Office, Cash Converters, Wendy’s, Taco Bell, a car wash, an auto parts retailer and other restaurants and retail establishments. Storefronts are set back around a large surface parking lot, which is typical of suburban, drive-to retail. Only a portion of the parking lot in front of Kmart is used, the rest of this vast land sits empty. Hilltop residents love shopping at Kmart, several residents walk from close by residential neighborhoods. This block has the potential to become a vibrant and walkable shopping center.

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KEY PRINCIPLES E X I S T I N G D E V E L O P M E N T: 410 , 0 0 0 S F D E V E L O P M E N T A S S H O W N : 1, 4 8 0 , 0 0 0 S F

» Enable the buildings to come to the street

4

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4

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4

PHASE 1

PHASE 2

PHASE 3

The vacant parking lot along Donna Drive is reconfigured to accommodate a center green, sidewalks, and a drive with parallel parking around the median. The tree-lined green surrounded by small retail footprints will create a formal entrance to the shopping center. The street trees and proper sidewalks along this new street will create a desirable address for retail and enhance the pedestrian environment.

Retail buildings are added around the center green to create a public space. The new shops and restaurants will benefit from the high traffic volume of the remaining anchor. The parking lot is redeveloped with buildings addressing Donna Drive. A parking garage is built to serve the new uses. The garage is located in mid-block, behind retail, screened from public right of way. However, it is visually and physically accessible to Kmart shoppers through an access drive.

A new street connecting the First Colonial Road to Jack Rabbit Road is introduced. This new connection will improve the circulation in the shopping center. New retail buildings addressing the streets are added with parking located within the new blocks. Hilltop Square Shopping Center is fully transformed into a vibrant shopping center and incorporated to the rest of Hilltop shopping district as infill redevelopment continues on incremental parcels on the north Donna Drive. The site is developed with new retail buildings fronting Donna Drive and Laskin Road and parking is accommodated on-street and in mid-block.

» Incorporate parking into on-street spaces, surfaces lots and decks, both hidden away from the street » Provide safe access from both sidewalk and parking areas. » Set up potential LRT station location

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

KM ART B LO C K

AERIAL SHOWING EXISTING CONDITIONS OF KMART SITE

AERIAL SHOWING PHASE 2 OF KMART REDEVELOPMENT

AERIAL PERSPECTIVE LOOKING SOUTH OVER POTENTIAL KMART REDEVELOPMENT CASE STUDY AREA WITH COMPLETED REDEVELOPMENT

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H I L LT O P S H O P P I N G C EN T ER

The Hilltop Shopping Center is best positioned for redevelopment as there is a current demand for its existing retail and it is within ne el La woo

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incremental changes to produce an interconnected street network.

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local residents and visitors to come together as one community.

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These special places will create a vibrant environment that entices

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accessible spaces that are surrounded by a variety of shop fronts.

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These streets will define a clear block system for a mix of uses. The focal point of the redevelopment will be a sequence of unique and

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

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close proximity to surrounding neighborhoods. The plan calls for

Laskin Road

Laskin Road

PHASE 1

PHASE 3

The large block of parking with retail buildings interspersed is divided to create a better network of secondary streets. The focal point of the first phase of redevelopment is the linear green that creates an entrance into the new development.

The final build-out of the Hilltop Shopping Center is a redevelopment that is legible and accessible. Public spaces interrupt the blocks to create special nodes throughout the plan that are anchored by the existing YMCA, new big box retail, and smaller, local businesses. To accommodate the new development, the plan proposed three parking garages to serve the new district in addition to street parking. With an improved street network and buildings that front on all sides of the block, the Hilltop Shopping Center has transitioned itself from surface parking lots and big box retail uses to a more urban retail district at the center of the Hilltop SGA. Laurel Lane should be reconfigured to separate neighborhood traffic from commercial traffic. However, pedestrian connections and sidewalks should align with blocks to provide access to the new retail amenities for residents.

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KEY PRINCIPLES

C o lo oad n ia l R

E X I S T I N G D E V E L O P M E N T: 4 7 0 , 0 0 0 S F D E V E L O P M E N T A S S H O W N : 510 , 0 0 0 S F

» Interconnect street grid » Create a formal entrance

Laskin Road

» Provide a variety of public spaces » Orient= buildings to the street » Replace surface parking with parking garages » Place surface parking midblock behind buildings

PHASE 2

The larger retail blocks are transitioned to a more urban block types through the placement of local roads to better accommodate access to retail amenities. This newly defined framework encourages a more walkable environment for pedestrians, encouraging shoppers to park-once and not "depend on the car as a shopping cart." To lessen the impact of the redevelopment, a landscaped median is added to Laurel Lane to create a buffer between the front yards of the adjacent residential and the parking lot side of the retail properties.

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

H ILLTO P S HO PP ING C E NT E R

PERSPECTIVE OF THE REDEVELOPMENT OF THE HILLTOP SHOPPING CENTER

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PHOTO SHOWING EXISTING CONDITIONS

l a n d use a n d dev e l opme n t c a se s t u di e s

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M A R K E T P L AC E A N D K R O G ER

Located at the corner of Laskin and First Colonial Roads and within close proximity to a proposed transit line, this area is a prime locaover time to be better organized and support a more urban character that is walkable and accessible for all users. With a mix of office, resd u Rep

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» Situate buildings close to the street

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» Interconnect street grid

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E X I S T I N G D E V E L O P M E N T: 3 0 2 , 0 0 0 S F DE V ELOPMEN T AS SHOW N: 4 6 2,0 0 0 SF

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ment center and transit-ready development.

KEY PRINCIPLES

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Market, Michaels, and Total Wine, this area is an emerging employ-

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taurants, local retail shops, and major anchors such as Whole Foods

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PHASE 1

PHASE 2

PHASE 3

To provide a better network of streets and alternative routes for local traffic, a road is designed to run north, connecting Laskin Road to Republic Road. The existing stormwater pond is formalized to capitalize on the opportunity of a new pedestrian thru-way and development frontage. A new street also is built to connect to the neighborhood to the north to the assisted living center and Republic Road.

New retail is built along the formalized water feature and the edge of the blocks to create a more urban streetscape and begin to conceal surface parking. A parking garage is placed next to the Kroger and within close proximity to Whole Food's to allow development of excess surface parking.

A mid-block promenade between Laskin Road and Republic Road is designed to create a distinct retail address that is ideal for outdoor seating and visitors to congregate. A redesigned water feature and passive greens add to the uniqueness of this space, connecting the shopping district to a new office development north of Republic Road. An added parking garage will free up space for additional retail development and will increase the density and utilization of this property.

» Link office and retail uses » Create a mid-block pedestrian connection » Replace surface parking with parking garages over time » Place surface parking midblock behind buildings » Connect to surrounding uses » Create central open space and dining terrace

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

tion for a range of non-residential uses. This design can be phased

“ TA RG E T ® B LO C K”

Located across from one of the proposed LRT stations, this address First

First

Colo

Colo

velopment orients buildings to face along First Colonial Road and

nial

nial

Donna Drive to better provide a safe and accessible retail address

Road

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for an increase in vehicular and pedestrian traffic that will come as a result of the potential transit station.

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KEY PRINCIPLES E X I S T I N G D E V E L O P M E N T: 15 0 , 0 0 0 S F DE V ELOPMEN T AS SHOW N: 3 3 0,0 0 0 SF

» Interconnect street grid

© 2 012 u r b a n d e s i g n a s s o c i a t e s

is a prominent corner within the Hilltop SGA. The proposed rede-

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PHASE 1

PHASE 2

A new street is introduced to better connect the street grid, distribute traffic, and minimize the volume on surrounding local roads. The new street terminates at the front entrance of the Target and is anchored with new retail buildings at either end. The new retail buildings minimize the view of surface parking and conceal a new parking garage that will serve Target shoppers.

The final build-out of the Target Block includes new retail buildings along the edges of First Colonial Road and Donna Drive. To provide greater visibility for Target and the new retail uses, a road is extended through the northern block of the site to Laskin Road. Parking is located mid-block and hidden behind the buildings. Trees and landscaped areas soften the redevelopment and help to reduce surface runoff around the paved lots.

» Line buildings along major roads » Replace surface parking with parking garage » Place surface parking midblock behind buildings » Provide landscaped areas for water runoff » Connect to Laskin Road

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REG E N C Y HI LLTOP SH OP P ING CE NT E R

E X I S T I N G D E V E L O P M E N T: 2 6 8 ,10 0 S F D E V E L O P M E N T A S S H O W N : 415 ,7 6 0 S F

» Use layout of existing parking drives and lots to transform into a network of streets and a central green space for gathering » Replace some surface parking with decks that service retail and office uses

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© 2 012 u r b a n d e s i g n a s s o c i a t e s

D ri ve

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KEY PRINCIPLES

R eg en cy

R eg en cy

Located north of Laskin Road at the western edge of the SGA, The Regency Hilltop Shopping Center provides a key opportunity both for the creation of a neighborhood and regional destination for retail shopping, high-quality office space, and beautiful passive park space. The redevelopment of this shopping center can occur in stages, allowing viable businesses to remain while a public realm is created around them. The Recency Hilltop redevelopment represents one of the high potential areas for mixed-use and walkable redevelopment.

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PHASE 1

PHASE 2

The first phase of development creates of a new street grid and a central space from the existing layout of parking drives and lots. Once this new framework is in place, the northern and southern strip buildings can be redeveloped into a new anchor, flanking retail buildings, and a structured parking deck. This would allow all of the out parcels and the anchor at the west of the property to remain. The small park space creates a gathering area for outdoor seating and other types of activities. In this first phase, the large green area at the rear of the property can be used for stormwater collection for the development with minimal upgrades.

The second phase of development creates a complete retail environment and a new publicly accessible open space amenity. Once the core of the site has been established as a viable retail site, the out parcels can be redeveloped with street-facing perimeter blocks. This will reinforce the street grid and creates a true destination for neighborhood and destination shopping. Finally, the existing anchor can be redeveloped into an ideal corporate office site with an attached structured parking deck. The large green area in the rear of the site can be developed into an open space that functions both as a publicly accessible park and a functional sustainable stormwater treatment and management facility. This could be achieved through public and private cooperation and would take full advantage of the opportunities of the site.

» Phase development to allow for viable redevelopment over time » Create a publicly accessible storm water park at the rear of the site, overlooked by a highly desirable office site

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SO U T HE R N G R E E NWAY A ND INNOVAT IO N ZONE V ir g in ia

Potential realignment of the light rail alignment north into the Hilltop SGA would create opportunities for reclamation of Cityowned former rail right-of-way for a strong east-west greenway. To strengthen this greenway, the existing ball fields west of First Colonial Road may be moved to a new park south of the greenway, which could also incorporate victory gardens and other types of passive recreation. The land currently occupied by the ball fields can be made available for development with uses complementary to NAS Oceana.

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KEY PRINCIPLES E X I S T I N G D E V E L O P M E N T: 19 1, 9 5 0 S F D E V E L O P M E N T A S S H O W N : 5 41,15 0 S F

» Create greenway along the City-owned right-of-way with multi-use paths. » Create a large park that connects to the greenway with relocated ball fields, a victory garden, and passive recreation uses.

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PHASING

The phasing of the greenway and development opportunities in this case study would be dependent on studies. Public initiatives to relocate the ball fields and create this large park connected to a critical greenway would then catalyze private development in the blocks north of the former rail right-of-way. This development may create an innovation zone where offices or businesses needing flex or light industrial space can locate with easy access, proximity to retail uses, and linkages to a greenway system.

» Capture valuable land west of First Colonial Road for office or flex development » Locate uses that are compatible with the APZ-1 and CZ Master Plan and AICUZ

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F R O N TAG E L A N D S C A P E

COMMERCIAL

Defining standards for treating frontage landscape for a mix of uses can provide a clear public and private delineation, maximizing of a building’s exposure to the street, and articulation on how one is to enter and use a building. The physical elements of a streetscape (paving, trees, street furniture, lighting, and signs) along with the comfort and convenience of people have a major importance in the design of the frontage landscape and creating a quality environment. Retail addresses within the Hilltop SGA should be lined with

S TA N DA R D S 1 Prioritize the street experience 2 Provide shaded circulation 3 Provide small setbacks 4 Create large sidewalks for pedestrian walkability, outdoor seating, and landscaping. 5 Provide lighting, signage, and landscaping that is reflective of the addresses.

shopfronts, outdoor cafe seating, and other commercial uses. These addresses typically carry a higher volume of traffic so it is encouraged that wide sidewalks are placed to accommodate this variety of activity. Wider sidewalks also allow for shopfront building elements such as commercial awnings and signage to reinforce retail and entertainment nodes and interest pedestrians along the street. These addresses have minimal setbacks so that the buildings’ doors are placed upfront and directly next to pedestrian activity.

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Development Standards

5 Benches should be located in pairs and should be positioned for

Street furnishings are an essential component of the Hilltop SGA.

conversation and good views. When curb side, benches should

Items such as benches, bike racks, trash receptacles, pet waste sta-

face the storefronts and away from the streets in urban environ-

tions, and bollards will establish the human scale within the larger

ments. They should be located to not impede pedestrian flow and

setting. Combined with site lighting, planting, and signage, these

be coordinated with shade when exposed to a southern aspect.

components help to define the nature and character of the pedestrian

Benches should be located on level concrete pads for stable seat-

experience while providing convenience, safety and comfort. These

ing and ease of maintenance beneath. All transit stops should

are the details that will help create a sense of place and to establish

include at least one bench in addition to trash receptacles.

the Hilltop aesthetic for Virginia Beach. 1 Street lighting, benches, trash receptacles, and bike rack amenias business and residential neighborhoods, may have differing

the equivalent should be used.

2 Benches, trash receptacles, and bike racks should be located regu-

2 Proper frequency and affixed to the ground 3 Help to define the pedestrian realm and provide amenity for alternative forms of transportation

They should be carefully situated near the street but behind the entrance planting and walkways. Clusters of “Inverted U” racks or

their materials, colors, and forms throughout.

GENERAL CRITERIA 1 Located appropriately within the public realm of streets

6 Bike racks should be located at every park and commercial area.

ties should be coordinated for coherent character. Sub-areas, such themes, but these themes should strongly reflect each other in

STREET FURNITURE

7 Transit shelters are street furnishings that should be designed to infuse public art into the streetscape. 8 Public art should be incorporated in pedestrian and bicycle ame-

larly, be sturdy designs intended for heavy use and be affixed to

nities as elements that can create a comfortable, safe and attractive

the ground surface.

public realm.

3 Iron or concrete bollards should be used to protect and define important pedestrian-oriented areas. 4 Trash receptacles should reside in an area convenient for trash pick up and be discrete as viewed from vehicular and pedestrian traffic. They should be located at street intersections, near retail storefronts, and in community and neighborhood parks. The receptacles should also be coordinated with plant material and strategically positioned behind walks or near entrance planting.

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S T R EE T F U R N I S H I N G S

4 To encourage ease of usage, natural areas should have well defined

Signage for the Hilltop SGA is critical for establishing a themed

sign posts for trail lengths, destinations, and place names as rel-

identity to the entire community or to sub-communities of the over-

evant.

all SGA. They are also necessary for completing the extension of the

5 Educational sign markers are critical to identifying and interpret-

buildings to the street. It may be difficult for a pedestrian to see the

ing history and natural systems for trails and open space. These

name of a store if the building sign is the only means of identifica-

should be strategically sited as trail systems are developed.

tion and the entrance to that store is too high above the pedestrian areas. Pulling additional identification signs out and toward the pedestrian areas is an essential ingredient to creating a sense of place. Additionally, signs that repeat font types and styles for a particular business help to orientate the pedestrian by defining one business space from another. While building signage deals primarily with identification, other sign systems in the SGA will play a critical role in defining the environment and creating legibility and identity in the planned community. Directional and way-finding signs for themed developments

6 Interpretive signs along pedestrian linkages should be used to point toward and announce culturally significant sites, such as the Upper Wolfsnare Plantation, well before a pedestrian arrives at

paths. 8 Sign graphics should be capable of rendering high-resolution full

eters for conducting these activities.

lasting and resistant to graffiti, fingerprints, dirt, oil, and other

Way-finding and Regulatory signs as appropriate.

4 Encouraged materials include painted wood and sheet aluminum

bicyclists can make important decisions before venturing on new

weather conditions. They should have UV coatings that are long

2 Light poles and building columns may be used for mounting

3 May be mounted on light poles and suspended from buildings

and nodes along trail systems so that pedestrians and casual

events, and operational or regulatory signs provide important param-

such as temporary advertisements or sandwich board signs.

2 Well designed and graphically clean

7 Map-type graphics panels are critical to point out destinations

color images, photographs, colorful diagrams, and bold text in all

lighting designs as much as practical, except for incidental signs

GENERAL CRITERIA 1 Appropriately located to be readable and accessible to pedestrians

these destinations.

provide support for a community’s daily activities as well as special

1 Site signs should be incorporated with the planting, paving, and

SIGNAGE

substances, and they should be strong and durable if not virtually unbreakable. They should comprise one solid continuous piece or several interlocking tiled pieces for larger signs. 9 Sign frames and bases should not be prone to peel, fade, crack, or rust.

3 Materials such as select grade painted wood or sheet aluminum are encouraged for site sign faces as well as graffiti and tamperresistant materials. Other highly durable sign materials such as ceramics, aluminum, steel, acrylic, or fiberglass should also be considered for use.

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E X T ER I O R S I G N AG E

Tool-less entry fixtures are recommended for ease of mainte-

Lighting in the Hilltop SGA is variable. Most street lights are high

nance. The City has used the Cooper-type fixture for their lighting

pressure sodium lamps in cobrahead fixtures, while private business

style on various developments. This is one of the more modern lights

lighting is a mixture of metal halide, mercury vapor, and high pres-

offered by Dominion Virginia Power (DVP). This fixture would lend

sure sodium on a variety of fixture styles and pole heights, building-

itself well to the Hilltop area. Any similar light fixture recommended

mounted lighting notwithstanding.

would be well suited to reflect this style; however, selections are often

Light fixtures otherwise provide for the safety and accessibility

LIGHTING

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LIGHTING

limited to DVP standards. Any special lighting fixture in a public

of outdoor spaces at night. Fixtures should be selected for lighting

right-of-way that deviates from their inventory will require a special

capacity as well as for architectural quality that will lend a sense of

lighting agreement with DVP if they are to maintain these lights.

place and articulation to the SGA. To the maximum extent possible, light fixtures should be selected for consistency throughout Hilltop. They should be designed as cutoff fixtures to minimize light pollution and glare. They should also offer a true color rendition in lieu of yellow (high pressure sodium) street lights. If desirable, some lights may be timer controlled to discourage late night access to parks and trail systems as well as to conserve energy. LED lighting is recommended for this SGA. These types of

GENERAL CRITERIA 1 Architectural design which adds to character and sense of place 2 LED, dark-sky lighting 3 Tool-less entry fixtures for easy maintenance

street lights should have the following specifications: » 4100 Kelvin (color), 80 to 100 CRI » Bulb Life: 100,000 to 150,000 hours » Wattage: 80 to 100 (max) » Lumens: 6800 to 8500 (determines brightness) » Max Min: 10 FC or less (less equals more uniform lighting)

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PA RK ING LOT A ND S T R EE T T R EE C A NO P I ES

E X I S T I N G A S P H A LT D R I V E A I S L E 12 ” C O N C R E T E B A N D

In an urban environment, soils under paved areas are highly compact-

P R O P O S E D P E R M E A B L E PAV E R S PROPOSED TREE ISL AND WITH 6” CURB

ed. This limits the amount of water, oxygen, and nutrients available to plant material including trees. This also limits tree root growth causing trees to be stunted or to die prematurely. There are some options that are available for use in areas with highly compacted soils that will allow adequate moisture, oxygen, and nutrients to reach the root zone of trees. One option is the use of structural soils. Structural soils under pavement support the pavement load, but also provide an ideal soil environment for tree root establishment. The additional root space encourages deep root growth away from the pavement surface, eliminating problems associated with pavement displacement. Existing parking lots could be retrofitted by using a combination of structural soils and permeable pavement without displacing any parking spaces. Small, diamond-shaped tree pits could be installed in the upper corners of parking spaces allowing only a small diagonal portion of the parking space to be removed. Placing structural soil and permeable pavement within the parking spaces directly surrounding the trees will allow tree roots to grow as required for healthy trees. This will help support an urban tree canopy, especially in Hilltop which has a high percentage of paved area.

MULCH CONCRETE CURB TOPSOIL P E R M E A B L E PAV E R S OPEN GR ADED BEDDING COURSE # 5 7 O P E N G R A D E D B A S E A G G R E G AT E # 2 O P E N G R A D E D S U B - B A S E A G G R E G AT E 5 0/ 5 0 TOPSOIL STRUC TUR AL SOIL MIX STRUCTURAL SOIL EXISTING SOIL

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Primary addresses throughout the Hilltop SGA are environmentally SE

impacted and aesthetically limited by the presence of many large

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parking lots. Redevelopment of these parking lots with the use of

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standards will ensure a better potential for future development and create an environment that is not a hindrance to pedestrians or the high quality character of the Hilltop community.

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PA R K I N G S TA N DA R D S

GAR AGE PR

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C O N D I T I O N E D S PA C E

A R C H I T E C T U R A L LY T R E AT E D FA C A D E

FUTURE DE V ELOPMEN T SITE

FUTURE DE V ELOPMEN T SITE ORIGINAL BUILDING FUTURE DE V ELOPMEN T SITE

FUTURE DE V ELOPMEN T SITE

FUTURE DE V ELOPMEN T SITE

S U R FAC E L O T S TA N DA R D S

W R A P P E D G A R AG E S TA N DA R D S

S TA N D A L O N E G A R AG E S TA N DA R D S

» Generally located at the rear or to the side of buildings

» Located generally in the middle of the block

» Free-standing

» Buildings provide screening along primary streets; shade trees, landscaping, and low walls provide screening along secondary and tertiary streets.

» Liner buildings provide screening along public right-of-way

» Architectural treatment of garage's facade should be screened from public right-of-way

» Minimal visibility should occur along primary streets. » Wayfinding methods should be clear for access of pedestrians and vehicles.

» Minimal visibility should occur along primary streets. » Pedestrian entry articulated in the facade’s composition

» Pedestrian entry articulated in the facade's composition

» Naturally ventilated

» Naturally ventilated

(1)

(2)

(3)

Large parking lots can be divided into future development blocks to permit maximum flexibility for denser development to take place. Parking should be designed to correspond with service requirements of the block, leaving land for building pads that can be accommodated incrementally over time. As development occurs, tree-lined streets and buffered landscape edges will create a protected environment for pedestrians. Parking lots and garages should be placed out of public view but still easy to access.

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Implementation Strategies

the Hilltop SGA Plan includes a series of implementation concepts that will involve both the city and private property owners. Improvements will evolve over several years and occur incrementally. The following strategies will assist the community in a coordinated approach to redevelopment:

I M P L E M E N TAT I O N S T R AT E G I E S ZONING

» Consider: District-level flexible zoning tied to SGA programs; overlay zones, including transit-ready, transit-oriented development; retrofitting some SGAs with new zoning, tying list of permitted /prohibited uses to physical forms. S P E C I A L A S S E S S M E N T D I S T R I C T S (S A D)/ S P E C I A L S E R V I C E D I S T R I C T S (S S D)

» Outline costs of necessary physical improvements by phase, and model SSD contributions against improvement costs. » Explore legality of Floor Area Ratio (FAR)-based SAD. » Run financial modeling of SSD by each SGA. TA X- I N C R E M E N T F I N A N C I N G ( T I F )

» Update zoning regulations based on the SGA plan recommendations » Consider tools for redevelopment including Special Assessment Districts, Special Service Districts, Tax Increment Financing, Business Improvement District, and Parking Management » Create a BID or similar organization to allow property owners and tenants to work together to manage community events, maintain the district, and plan for the future. » Revisit design assumptions for scheduled improvements to major

» Analyze fiscal impact of proposed development at the SGA level.

arteries including Virginia Beach Boulevard, First Colonial, and

» Model the contributions of a TIF, with contingency, in conjunction with SSD for multiple phases of infrastructure investment.

Laskin Road.

» Shape infrastructure investment to lessen percentage of public contribution over time while increasing percentage of private contribution. B U S I N E S S I M P R OV E M E N T D I S T R I C T ( B I D)

» Embrace BIDs as a way to advance the goals of the SGA effort. » Cultivate leadership in the Hilltop SGA to become a BID, preferably in conjunction with plan adoption.

» The VDOT design for Laskin Road is old and outdated and should be redesigned with consideration to the recommendations in this study. PUBLIC AND PRIVATE INITIATIVES

» Continue to explore alternative transit alignments to better serve Hilltop’s prime commercial area.

PA R K I N G M A N AG E M E N T

» Model funding of parking via stacks of TIF, SSD, fees and compare results of fiscal impact study against cost of parking delivery and potential sources of revenue. TIERED INCENTIVE PROGRAM

» Explore proper incentive structure as well as terms for compliance participation; test market program with developers and property owners. » Incorporate incentive program into SGA implementation /roll-out. » Reconcile any tax-driven incentives with TIF and SSD.

» As improvements to Laskin Road are implemented and redevel-

P U B L I C I N I T I AT I V E

The Hilltop SGA will require a coordinated effort of public and private investment to achieve full potential. The public investment in open space and transportation infrastructure not only create an improved public realm but will allow for full return on the accompanying private investment.

P R I VAT E S T R E E T I N I T I AT I V E P R I VAT E D E V E L O P M E N T I N I T I AT I V E

opment of commercial property evolves, build a new secondary and tertiary street network to improve mobility and access in Hilltop. » Implement the city wide trail system as roads and streets are rebuilt to new standards.

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Note: Where shown initiatives are on private property, improvements are to be made at the discretion of the property holder and should be performed in conjunction with redevelopment.

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The city will be responsible for key infrastructure improvements including transportation management and street design, improve-

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Public Investments

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ments to pedestrian and bicycle infrastructure, utilities, and transit

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parking in public /private ventures in order to increase open space

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4 Develop a parking strategy for Hilltop and introduce structured

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roads and improve traffic flow and safety. Improvements to First

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Virginia Beach Boulevard

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PUBLIC INVESTMENTS DIAGRAM

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Private property owners are encouraged to participate in the redevelopment and improvements to Hilltop by creating a new street

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Private Redevelopment

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framework to improve mobility and accessibility. With this improved

Linkhorn Bay

access, land owners will have the ability to redevelop their properties to create a more pedestrian friendly centers at higher densities. Ro ad

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Target

redevelopment projects that enhance value of retail and mixed-use 5 Work with the city to develop a district parking strategy.

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Friend’s School

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developments and enhance the open space network of the SGA.

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4 Provide publicly accessible open spaces and landscaping within

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new planning standards for the district.

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commercial structures with new buildings placed according to

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vehicles, pedestrians, bicycles, furnishings and landscaping.

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capacity, will be planned and built at the discretion of the prop-

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in this plan, which require the relocation of structures or parking

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ondary and tertiary street network. Tertiary streets that are shown

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P R I VAT E D E V E L O P M E N T I N I T I AT I V E

PRIVATE REDEVELOPMENT DIAGRAM

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Next Steps

the redevelopment of the Hilltop SGA will consist of several key moves which will allow for the gradual redevelopment of individual blocks and neighborhoods. Chief among these are the reconfiguration of Laskin Road, the potential transit station location, and the alignment of the LRT. Each of these will shape the type of private development possible and ultimately the character of the Hilltop SGA. The recommendations for the street network will further allow for increased connectivity throughout the site. Concurrent to the adoption process, the City should be actively pursing a strategic growth strategy that positions the Hilltop SGA to target growth appropriately, relative to the other SGAs. SUMMARY OF NE X T STEPS

» Adopt the Hilltop SGA plan » Revisit zoning regulations to permit redevelopment of property in the Hilltop SGA » Develop a comprehensive stormwater management strategy for the Hilltop SGA » Establish implementation and positioning strategy for all SGAs and develop segmentation approach for each » Create necessary development mechanisms to encourage public and private investment

ILLUSTRATIVE MASTER PL AN

» Establish strategies for reconnecting street network throughout entire SGA » Conclude analysis of transit stop location and rail alignment alternatives » Conclude the analysis of Laskin Road alternatives » Develop a parking management strategy for Hilltop » Develop corridor master plan that coordinates, sequences, and prioritizes public investments between Newtown and the resort area » Update the Sanitary Sewer Master Plan based on projected future densities to adequately serve the redeveloped Hilltop SGA.

hil lt op s tr at e gic grow t h a r e a m a st er pl a n: v irgin i a be ach, v irgin i a | aug us t 2 012 | u r b a n de sig n a ss o c i at e s

ne x t ste p s

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