Virginia Beach, Virginia

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1 lynnhaven strategic growth area master plan Virginia Beach, Virginia u r b a n d e s i g n a s s o c i a t e s february 2012 Adopted by reference as an amendment to Virginia Beach Comprehensive Plan MMMM DD, 2012

2 Lynnhaven Strategic Growth Area Master Plan PREPARED FOR City of Virginia Beach PREPARED BY Urban Design Associates The Miles Agency RCLCO URS Corporation VHB WPL STEERING COMMITTEE John Uhrin, City Council Glenn Davis, City Council Jeff Hodgson, Planning Commission Christopher Felton, Planning Commission Steve Herbert, City Manager s Office Barry Frankenfield, SGA Office Manager Jack Whitney, Planning Director Dorothy Wood, City Development Authority Ray Firenze, US Navy-NAS Oceana Wayne and Cheryl McLeskey, McLeskey and Associates Beno Rubin, Point O Woods Civic League Tom Barton, Beach Ford Rev. Robert Paylor, London Bridge Baptist Church Ellen Sneed, Eureka Park/ Pinewood Gardens Civic League Michael Barrett, Virginia Beach Vision LYNNHAVEN SUPPORT STAFF Jeryl Phillips, Comprehensive Planning Coordinator and Project Manager Robert A. Davis, Comprehensive Planning and Project Support Mark Schnaufer, SGA Office, Transportation Planning Richard Lowman, Public Works Michelle Chapleau, Economic Development Cheryl Smith, Housing and Neighborhood Preservation Barbara Duke, Parks and Recreation Peter Pommerenk, Public Utilities Bill Johnston, Stormwater Management, Public Works Philip Roehrs, Public Works acknowledgements 1

3 Table of Contents INTRODUCTION 3 EXECUTIVE SUMMARY 4 ANALYSIS 5 Portrait of Existing Conditions 6 X-Ray Exhibits 7 Constraints Analysis 8 Public Outreach 9 Market Analysis 10 LAND USE AND CHARACTER AREAS 46 Land Use Plan 47 Building Heights Plan 48 Character Areas Plan 49 IMPLEMENTATION STRATEGIES 58 NEXT STEPS 62 APPENDIX 63 The Design Challenge 12 ILLUSTRATIVE MASTER PLAN 13 INFRASTRUCTURE NETWORK 14 Street Network Plan 15 Transit 28 Parks and Open Space Networks Plan 30 Conceptual Bikeways and Trail Network Plan 33 Conceptual Bike Trail Types 34 Conceptual Waterfront Trail Types 35 Conceptual Pedestrian Bridge Types 36 Stormwater Management 37 Sanitary Sewer Systems 40 Water Systems 41 Landscape Elements 42 table of contents 2

4 Introduction the city of virginia beach has identified Strategic Growth Areas (SGAs) that have the potential to become future areas of economic growth and unique identity within the City. Six of the eight SGAs are located along the Interstate 264/Virginia Beach Boulevard corridor and a future transit alignment. This corridor is the commercial spine of the city, well served by road access, and adjacent to stable residential neighborhoods to the north and south. The corridor is predominantly auto-oriented and low-density development. 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 needs, opportunities for private development, and civic amenities. Independence Blvd. Western Branch Lynnhaven River Lynnhaven Bay I-264 Great Neck Road 7 Broad Bay I The Lynnhaven SGA 6 is located in the center of the City east of COUNCIL S 5 GOALS 1 Create financially sustainable City services 2 Grow the local economy 3 Become a competitive, first class resort for residents, businesses, and tourists 4 Improve the transportation system 5 Revitalize neighborhoods and plan for the future Source: Strategic Plan to Achieve City Council s Vision for the Future Rosemont SGA 5 and is served by an Interstate 264 interchange and three major crossing arterials. Lynnhaven has been designated as a potential future transit stop. This strategic growth area is attractive to businesses seeking easy access to transportation and serving the vast residential neighborhoods that surround it. If built, the addition of transit would increase the value of Lynnhaven as an area of future economic development at higher, more efficient densities. This study was prepared within a multi-disciplinary, processbased approach to design in three phases: understanding, exploring, and deciding. The Lynnhaven Strategic Growth Area Master Plan Mt. Trashmore Park Bow Creek Golf Course Lynnhaven Mall Strategic Growth Areas along the Virginia Beach Boulevard Corridor Naval Air Station Oceana 4 Pembroke SGA 4 5 Rosemont SGA 5 6 Lynnhaven SGA 6 7 Hilltop SGA 7 8 Resort Area SGA 8 has been a public planning process that unfolded over the course of See more about SGAs in the Virginia Beach Comprehensive Plan: several months with many public planning events to ensure a wellvetted Master Plan. introduction 3

5 Executive Summary in 2011, the city of virginia beach commissioned Urban Design Associates (UDA) to prepare a Master Plan for the Lynnhaven Strategic Growth Area. The process involved extensive public 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 Lynnhaven SGA. After a period of analysis, the team conducted a design charrette at the London Bridge Baptist Church in October of 2011 to prepare design ideas in an open studio. The purpose of the charrette was to prepare a series of design alternatives for Lynnhaven. 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 recommendations to the public in a public meeting in December. PERSPECTIVE OF TRANSIT STATION CONCEPT Members of the public focus groups and the Steering Committee contributed to determine the areas which should be included in the study and the final boundary line reflects this process. 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. ILLUSTRATIVE MASTER PLAN STUDY AREA 1 Enable a clear and easy-to-access open space and recreation network; 5 Protect and strengthen existing neighborhoods through providing LYNNHAVEN PUBLIC PROCESS: KEY MILESTONES 2 Capitalize on the value of the water and marshlands while improving community services and convenient retail; 7-9 September 2011 Initial analysis and focus group meetings and Kick Off Public Meeting 3-7 October 2011 Design Charrette storm water runoff quality through stormwater management; 3 Meet the Chesapeake Bay Preservation Act (CBPA) mandates and protect the Lynnhaven River and its tributaries; 6 7 Improve multi-modal connections from the adjacent neighborhoods; Connect future transit to employment, recreational destinations, and park-and-ride; 5 October 2011 Open House 6 October 2011 Public presentation of design alternatives December 2011 Presentation of Master Plan Recommendations to Planning Commission and City Council 14 December 2011 Final Public Presentation of Master Plan Recommendations 4 Locate compatible uses that area consistent with Article 18 of the Virginia Beach zoning ordinance, Special Regulations in the Air Installation Compatible Use Zones (AICUZ). Noise zones, Accident Potential Zone 1 (APZ 1), Accident Potential Zone 2 (APZ 2) and Clear Zone (CZ) development restrictions are addressed in Article Enable flexible development sites and building types to respond to ever-changing market needs and development programs; 9 Coordinate transportation planning and development; and 10 Build on the existing balance between homes, jobs, and services executive summary 4

6 Analysis the Lynnhaven strategic growth area analysis process began in September 2011 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, high school students, 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, design and engineering, development, and leadership. The initial public meeting invited people to share their opinions about the area and their aspirations for the Master Plan. Earlier in 2011, the UDA Team met with the City and department experts in a special work session to explore planning issues common to Rosemont, Hilltop and Lynnhaven SGAs. These discussions were summarized in a memo for use during subsequent planning phases. This was reviewed to kick off the process in September. Following the September meetings, the consultants continued their efforts of gathering information and data. The team began to sift through the analysis information, better understand the possibilities of the Lynnhaven SGA, and explore options for implementation. UDA summarized the public input from the first round of community meetings. UDA also prepared a series of analytical plans called X-Rays as well as a Portrait of Existing Conditions for the study area. The study area boundary shifted from the original boundary several times throughout the process to reflect public input and observed field conditions. analysis 5

7 Portrait of Existing Conditions The urban design analysis includes a base plan of the area that combines information from several sources to provide a base from which we can develop alternative concepts. It includes all of the elements of the area: streets, buildings, land use, vacant land, topography, and natural features. Noise Zone: Db St. Aidan s Episcopal Church Prince of Peace Lutheran Church N. Lynnhaven Road Francis Land House Smith Road Ingram Road Noise Zone: Db Lynnhaven Shopping Center Foundry United Methodist Church Chesopeian Trail Noise Zone: >75 Db Virginia Beach Blvd East Branch Lynnhaven River Hutton Circle Canoe and Kayak Launch New Hope Baptist Church London Bridge Plaza Great Neck Road Renaissance Place Shopping Center Wolfsnare Creek Upper Wolfsnare House Open Door Chapel SINGLE-FAMILY RESIDENTIAL MULTI-FAMILY RESIDENTIAL RETAIL OFFICE INDUSTRIAL INSTITUTIONAL PUBLIC PARKS AND OPEN SPACE SEMI-PUBLIC OPEN SPACE Grace Bible Church Jehovah's Witnesses Hall Plaza Middle School Ansol Ln S. Lynnhaven Road First Lynnhaven Baptist Church Lynnhaven Presbyterian Church Centura College London Bridge Creek Dean Dr I-264 London Bridge Baptist Church Potters Rd London Bridge Road Oceana Naval Air Station COMMERCIAL AND INDUSTRIAL LAND PARKING LOT Lynnhaven Parkway WATER Silina Drive STUDY AREA NOISE ZONES POTENTIAL TRANSIT LINE POTENTIAL TRANSIT STATION LOCATION PORTRAIT OF EXISTING CONDITIONS analysis 6

8 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 the issues to be resolved. STREETS X-RAY Relative to other locations in Virginia Beach, Lynnhaven is better connected north and south across the barriers of Virginia Beach Boulevard and Interstate 264. Still, the amount of land area concentrated in a few vehicular routes greatly inhibits safe, intuitive pedestrian circulation. PARKS AND OPEN SPACE X-RAY Open space along the Lynnhaven River is the primary form giver of this SGA. Flood areas shown in gray increase the complexity of development but yields an opportunity for river access and stormwater management.. SETTLEMENT PATTERNS X-RAY The Lynnhaven SGA is largely built out of low-density, parking-lot intensive uses such as auto dealerships and highway-oriented retail. The SGA is surrounded by low-density neighborhoods. RESIDENTIAL X-RAY Neighborhoods surround the shopping and light industrial corridor within Lynnhaven. EMPLOYMENT X-RAY A diverse and low-cost mix of retail options is available along Virginia Beach Boulevard, but some of the uses are under-utilized and available for redevelopment. Light industrial and auto dealerships are also a major presence here. PARKING X-RAY Virginia Beach was built to accommodate the automobile and all its trappings. Parking lots consume an enormous amount of what could otherwise be productive land while diminishing the health and vitality of the environment and watershed. analysis 7

9 Constraints Analysis The types and intensities of development in the Lynnhaven SGA are limited by the City s AICUZ Overlay Ordinance. Generally speaking, the greater the noise contour, the more restrictive the development options, which has a dramatic effect in Lynnhaven. For the most part, residential redevelopment is prohibited, therefore restricting a true mixing of uses or other development typologies that rely on a significant residential use. Tables describing all compatible land uses in AICUZ can be found in Article 18 of the Virginia Beach Zoning Code and in Section 26C of the 2005 Hampton Roads Joint Land Use Study ( JLUS). The Lynnhaven SGA is also located within a web of natural systems that impact development. The Chesapeake Bay Preservation Area (CBPA) are management regulations adopted to protect and improve the water quality of the Chesapeake Bay. By minimizing human access and restricting development, the Bay and its tributaries are strictly monitored. This, in addition to the natural flood plain and wetland conditions of the tributaries on site, creates major site constraints that had to be analyzed and considered. CBPA X-RAY The Chesapeake Bay Preservation Area (CBPA) are regulations adopted to protect and improve the water quality of the Chesapeake Bay and its tributaries. WETLANDS X-RAY Wetland fingers extend into the site from the Lynnhaven River and its tributaries requiring mitigation responses to allow further development or redevelopment. CBPA DELINEATION RESOURCE MANAGEMENT AREA (RMA) VARIABLE RESOURCE PROTECTION AREA (RPA) 100 BUFFER FROM TOP OF BANK TOP OF BANK 50 LANDWARD BUFFER 50 SEAWARD BUFFER RESOURCE» PERENNIAL FLOW WATER BODY» TIDAL WETLANDS» CONT. NON-TIDAL WETLANDS» TIDAL SHORE ( WITH OR WITHOUT BULKHEAD) FLOOD PLAIN X-RAY The 100-year flood plain covers much of the central portion of the site, requiring a built or natural response to meet flood protection standards. AICUZ ANALYSIS X-RAY Lynnhaven 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. analysis 8

10 Public Outreach The first step in the Lynnhaven 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 schoolers, interviews, and a public meeting. At each of these meetings, participants were asked the same three questions: 1 What are the Strengths of Lynnhaven? Green dots, representing the strengths of the Lynnhaven SGA, focused around the lakes and open spaces, the future location of light rail, and several of the shopping center areas. Red dots signifying what the residents and stakeholders indicated as the weaknesses in the Lynnhaven 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 Lynnhaven SGA study boundary. 2 What are the Weaknesses of Lynnhaven? STUDY AREA STRENGTHS STUDY AREA WEAKNESSES STUDY AREA OPPORTUNITIES 3 What are the Visions and Opportunities for Lynnhaven in the future? Bountiful natural resources including the waterways and marshland Well located near workplaces (including NAS Oceana), retail and services, and between Norfolk and the beach Strong residential neighborhoods with good housing at different price points, including affordable housing Few opportunities for public use of natural resources and recreation Low retail quality and issues with existing property tenants Traffic congestion, particularly on intersections along Virginia Beach Boulevard, which may not be solved with new interstate improvements Improve access to natural waterways and marshlands and provide more places for passive recreation Improved traffic circulation throughout the area Improve streets for pedestrian and cyclist use, create necessary bike paths and improve connectivity across Interstate 264 Important historical sites, such as the Upper Wolfsnare House, Francis Land House and the N. Lynnhaven Road General Store Strong presence of institutional uses, such as churches and schools Proposed transit along City-owned rail right-of-way Easy access, via car, along interstate and major thoroughfares Unfriendly streetscapes bordered by too much paving and lacking visibility of natural resources Speeding cause safety concerns in neighborhoods Inadequate access points to existing neighborhoods Noise and development restrictions related to NAS Oceana Roadways dangerous for pedestrians and cyclists, especially at Interstate 264 interchanges Under-utilized residential, commercial and industrial properties Lynnhaven needs an identity and more destinations; tie identity to its historical and natural resources New development opportunities for dining, retail and industrial use Proposed transit can help connect Lynnhaven to other SGAs and the region Proposed transit station not in an ideal location analysis 9

11 Market Analysis LYNNHAVEN SGA POSITIONING Stringent AICUZ restrictions and few available development parcels will make Lynnhaven a difficult SGA to develop in the short term. While other SGAs can utilize residential development as a market leader to establish a premium environment that may be more attractive to future commercial development, Lynnhaven does not have this option. Though the Lynnhaven SGA lacks an immediate catalyst for new development, the relocation of AICUZ-compatible uses from other SGAs presents the strongest near-term development opportunity. These uses are coincident with the Lynnhaven SGA s proposed identity as a production, distribution and repair district, a market niche which already partially populates the study area. Several factors combine to make the Lynnhaven SGA an excellent receiving ground for relocating businesses, specifically: easy interstate access, high visibility to main thoroughfares, and proximity to established residential and commercial areas immediately outside the Lynnhaven SGA, especially NAS Oceana. A move to Lynnhaven may, in fact, be an upgrade over an incoming business current address. However, the cumulative effect of these relocations will be almost entirely dependent on how proactively the city markets their relocation incentives and seeks out ideal candidates for the program. OFFICE EMPLOYMENT CAPTURE SCENARIOS Estimated Office Demand in the City of Virginia Beach, City of Virginia Beach s Average Capture Virginia Beach Office Employment Realized Demand for New Office Space 50% 45% 40% 35% 30% 25% 20% Scenario 1: Aggressive Growth Scenario 2: Optimistic Growth Scenario 3: Steady State Scenario 4: Decline 35.7% 31.5% 28% 26% 11,000 9,700 8,600 8,000 2,310,000 SF 2,060,000 SF 1,830,000 SF 1,690,000 SF Competitive Regional Position is Key Small changes may have a large impact Returning the City to its previous share of regional office employment vs. allowing current trends to continue suggests a difference of nearly 500,000 SF over the next 20 years Scenario 2 used to project individual SGA Captures. Redevelopment of the SGAs and addition of transit will enhance the City s attractiveness for office Development Historic Capture Continuation of Trend Steady Optimistic Aggressive analysis 10

12 Market Analysis The Lynnhaven SGA may just begin to develop market-driven momentum within the specified study timeframe ( ). RCLCO forecasts Lynnhaven beginning to capture 5% of the city s total office demand beginning in 2020, with that capture growing to 10% in Though this totals to approximately 90,000 SF of market-driven new office development by 2030, the Lynnhaven SGA faces many challenges to large-scale redevelopment in the near and mid-term, including:» Small typical parcel size that will require assemblage to market to a commercial developer» Few available parcels today, and many established, profitable users that are unlikely to move from their current sites Though existing market conditions likely render the Lynnhaven SGA a long-term market opportunity, certain catalysts could be game-changers for the study area. These include:» An amendment to AICUZ restrictions or change in flight paths that results in residential development being allowed in the Lynnhaven SGA.» Turnover at key opportunity sites within the transit-accessible mixed-use development zone (as identified in UDA s future land use plan) that allowed for an increased development intensity at the site» Effective deployment of development and redevelopment incentives, as recommended by RCLCO in the Spring of 2011, in Projected Capture of New Commercial Office Demand in the City of Virginia Beach 60% 50% 40% 30%» AICUZ restrictions prohibiting residential development and certain types of commercial order to enhance the climate for property investment and repositioning in Lynnhaven and throughout all of the Lynnhaven 20%»» Poor connectivity and street network Stronger market potential for multi-tenant office in the existing office submarket just to the south of the study area along Lynnhaven Pkwy. Medical office would likely prefer the nearby SGAs To protect for this potential, it is crucial that zoning and land use recommendations be put in place during the SGA process that both allow and encourage the proposed long-term vision. 10% 0% Hilltop SGA for its close proximity to Virginia Beach General Hospital. Lynnhaven SGA Hilltop SGA Newtown SGA Pembroke SGA Centerville analysis 11

13 The Design Challenge As we compiled the responses and data from the initial phase of the design process, themes emerged that informed the design principles. In the case of Lynnhaven, design challenges center around several paradoxes: 1 Many land uses within Lynnhaven compete in their primary purpose, such as the juxtaposition between large percentages of land held for automobiles and the desire to promote economic development. In addition, land-hungry speed ramps and street widths are not conducive to local development and redevelopment. This part of the city struggles by being locked into an infrastructure that limits the flexibility of development types and the ability to respond to market demands. 2 The area has conflicting identities: one as a production, distribu- tion, and repair district and the other as an area that boasts a tremendous open space network that contains a number of various waterways. 3 4 Planning for transit and the aim to encourage transit-oriented development in the future may contradict the lower density uses that are likely feasible in Lynnhaven. The desire for transit-oriented development and growth is chal- No new residential can be expected to expand residential choice in the otherwise lowdensity, single-family, detached neighborhoods that surround Lynnhaven The Lynnhaven River is repeatedly identified as a potential major amenity in Lynnhaven yet very few access points exist and few can experience it. Lynnhaven has a number of conflicting goals and realities that must be resolved in order to encourage redevelopment. lenged by the AICUZ restrictions on residential growth in the area. Transit-oriented development usually consists of ground-floor retail with residential units above. This type of development is limited, because of the restrictions placed on residential development and the limited accessibility for residents to support its location. 5 The planning process identifies the cohesive neighborhoods surrounding the Lynnhaven SGA as a strength. How can the strength of these neighborhoods be increased if no additional residential can be added to further bolster neighborhoods? Lack of development intensity and coherent public realm discourage transit use today. Lynnhaven is currently built to accommodate only the automobile. The Hutton Circle River Access is a popular amenity in the community. analysis 12

14 Illustrative Master Plan The Master Plan is based on the design principles identified in the analysis phase of the public planning process. The design transforms under-utilized commercial property into a series of mixed-use and flexible development opportunities along with targeted public infrastructure improvements. The under-performing commercial properties will have the opportunity to transform themselves into higher intensity uses to, in some cases, take advantage of the potential of transit, and, in other cases, to preserve and provide access to the Lynnhaven River. At the center of the redevelopment may be a new transit station that can provide park-and-ride, connection to nearby office uses, and transfer service to Lynnhaven Mall. Noise Zone: Db St. Aidan s Church Prince of Peace Lutheran Church N. Lynnhaven Road Francis Land House Smith Road Ingram Road Noise Zone: Db Lynnhaven Shopping Center Foundry United Methodist Church Chesopeian Trail Noise Zone: >75 Db Virginia Beach Blvd East Branch Lynnhaven River Hutton Circle Canoe and Kayak Launch New Hope Baptist Church London Bridge Plaza Great Neck Road Renaissance Place Shopping Center Wolfsnare Creek Upper Wolfsnare House The development program that is shown in the plan presents the Open Door Chapel consensus vision that falls within the allowances of what the recommended land use designations provide (see Land Use). MASTER PLAN DESIGN PRINCIPLES» Enable a clear and easy-to-access open space and recreation network;» Capitalize on the value of the water and marshlands while improving storm water runoff quality through stormwater management;» Meet the Chesapeake Bay Preservation Act (CBPA) mandates and protect the Lynnhaven River and its tributaries; Jehovah's Witness Hall Ansol Ln Lynnhaven Presbyterian Church First Lynnhaven Baptist Church Centura College Dean Dr I-264 London Bridge Baptist Church Potters Rd London Bridge Road Oceana Naval Air Station» Locate compatible uses that area consistent with Article 18 of the Virginia Beach zoning ordinance, Special Regulations in the Air Installation Compatible Use Zones (AICUZ).» Protect and strengthen existing neighborhoods through providing community services and convenient retail; Plaza Middle School S. Lynnhaven Road Lynnhaven Parkway London Bridge Creek» Improve multi-modal connections from the adjacent neighborhoods;» Connect future transit to employment, recreational destinations, and park-and-ride;» Enable flexible development sites and building types to respond to ever-changing market needs and development programs;» Coordinate transportation planning and development; and» Build on the existing balance between homes, jobs, and services ILLUSTRATIVE MASTER PLAN SINGLE-FAMILY RESIDENTIAL MULTI-FAMILY RESIDENTIAL MIXED-USE RETAIL OFFICE FLEX WATER INSTITUTIONAL PUBLIC PARKS AND OPEN SPACE SEMI-PUBLIC OPEN SPACE PARKING GARAGE PARKING LOT STUDY AREA POTENTIAL TRANSIT LINE POTENTIAL TRANSIT STATION LOCATION Note: Future road alignments will be determined in further studies, property availability and feasibility. illustrative master plan 13

15 Infrastructure Network the redevelopment of Lynnhaven as a transit oriented, mixed-use, pedestrian friendly center will not likely occur without improvements to road, trail, stormwater and open space infrastructure. Redevelopment will require the types of infrastructure that can support more urban, walkable environments; more balanced street designs; livable and interconnected park spaces and riverfronts; and stormwater management facilities that can support development. The current street network is geared toward highway standards rather than to travel speeds and design characteristics typical of urban environments. STREET NETWORK PLAN TRANSIT NETWORK PLAN A series of incremental road improvements are recommended to create a more balanced system of mobility for the district that can better accommodate the needs of businesses, residents and visitors. The Lynnhaven SGA is unique among the other SGAs for its potential to connect to the natural legacy of the Tidewater area. The Lynnhaven River can be transformed from a forgotten and invisible state into the central and most active address in the district. The river can organize development, create a focal point for recreational and community activity, and serve as a natural facility for managing future OPEN SPACE AND PARK NETWORK PLAN TRAIL NETWORK PLAN stormwater needs. A series of infrastructure improvements are described in the following section that will set the stage for redevelopment of the Lynnhaven area as a more transit friendly, mixed-use district that better serves surrounding neighborhoods and businesses. STORMWATER MANAGEMENT PLAN SANITARY SEWER AND WATER SUPPLY PLAN network improvements 14

16 Street Network Plan The configuration of streets and arterials in the Lynnhaven SGA is especially challenging to improving public accessibility with a neighborhood-based network of walkable streets. Many surrounding neighborhoods have cul-de-sac-based street patterns. Virginia Beach Boulevard, the rail line, and Interstate 264 create additional barriers between neighborhoods. The Lynnhaven SGA plan seeks to address the current infrastructure network by adding streets to clarify a structure of development blocks and reconnect the street network. The plan recommends a series of improvements for major streets in the Lynnhaven SGA that can support urban, walkable environments that are positioned to service growth. These proposed street sections are described in detail Noise Zone: Db St. Aidan s Episcopal Church Open Door Chapel Prince of Peace Lutheran Church N. Lynnhaven Road Francis Land House Smith Road Ingram Road Noise Zone: Db Lynnhaven Shopping Center Foundry United Methodist Church Chesopeian Trail Noise Zone: >75 Db Virginia Beach Blvd East Branch Lynnhaven River Hutton Circle Canoe and Kayak Launch New Hope Baptist Church London Bridge Plaza Great Neck Road Renaissance Place Shopping Center Wolfsnare Creek Upper Wolfsnare House on the pages that follow. Grace Bible Church Jehovah's Witnesses Hall Ansol Ln Lynnhaven Presbyterian Church First Lynnhaven Baptist Church Centura College Dean Dr I-264 London Bridge Baptist Church Potters Rd London Bridge Road Oceana Naval Air Station Plaza Middle School S. Lynnhaven Road Lynnhaven Parkway London Bridge Creek LOCAL STREET DEAN DRIVE POTTERS ROAD LONDON BRIDGE ROAD SOUTHERN BOULEVARD NORTH LYNNHAVEN ROAD LYNNHAVEN PARKWAY VIRGINIA BEACH BOULEVARD Note: Future road alignments will be determined in further studies, property availability and feasibility. GREAT NECK ROAD PROPOSED STREET NETWORK network improvements 15

17 VIRGINIA BEACH BOULEVARD Lynnhaven is a crossroads of major arterials. Unlike Pembroke and Rosemont, Virginia Beach Boulevard in this area may require an 8-lane section for the long term. To improve the performance of the boulevard as a multi-modal arterial, space is needed for bicycles and pedestrians. The preferred approach is to narrow the travel lanes to create more useful space along the sides of the boulevard for bike paths, walks, and landscaping. In addition to improvements along Virginia Beach Boulevard, promoting safer and more efficient pedestrian access across Virginia Beach Boulevard will be implemented by maintaining the median and placing crosswalks at the major intersections. VIRGINIA BEACH BOULEVARD: EXISTING STREET SECTION 152' R.O.W. VIRGINIA BEACH BOULEVARD: POTENTIAL SECTION (PENDING FURTHER STUDY) VIRGINIA BEACH BOULEVARD DESIGN CRITERIA» Improve the Boulevard as a multi-modal arterial» Narrow travel lanes and central median to provide for on-street bike lanes and wider pedestrian accommodations on either side of the highway.» If further study shows that 8 lanes are no longer necessary or desirable, narrow to 6 lanes or less.» If moving the outside curb is an option, consider an offstreet bike path alternative. 152' R.O.W. AERIAL PERSPECTIVE OF PROPOSED VIRGINIA BEACH BOULEVARD network improvements 16

18 LYNNHAVEN PARK WAY Lynnhaven Parkway will continue to act as an important north-south arterial in the city, connecting secluded neighborhoods in the north to the Lynnhaven Mall and to Interstate 264. With new development along Lynnhaven Parkway, this main arterial will be required to handle more traffic flow, especially between the Interstate and Virginia Beach Boulevard. In order to provide for redevelopment, pedestrian and bicycle facilities will have to play a larger role in the Parkway's function. LYNNHAVEN PARKWAY: EXISTING STREET SECTION, FACING NORTH LYNNHAVEN PARKWAY DESIGN CRITERIA» Multi-use path» Maintain 4 lanes 90' R.O.W.» Narrowed median to allow for pedestrian functions on either side of the street LYNNHAVEN PARKWAY: PROPOSED STREET SECTION FACING NORTH, (PENDING FURTHER STUDY)» Allow on-street bicycle accommodation through wide outside lane or bike lane AERIAL PERSPECTIVE OF PROPOSED LYNNHAVEN PARKWAY 90' R.O.W. network improvements 17

19 NORTH LYNNHAVEN ROAD North Lynnhaven Road currently has a rural cross section with open swales for stormwater drainage and no sidewalks. Residential uses flank its western edge while suburban commercial uses set back from the eastern right-of-way line. The street should be designed to replace the swales with curbs, planting strips and sidewalks to give the street an urban section more suitable for a mixed-use, transitoriented district. NORTH LYNNHAVEN ROAD: EXISTING STREET SECTION, FACING NORTHWEST NORTH LYNNHAVEN ROAD DESIGN CRITERIA 48' R.O.W.» Cul-de-sac S. Lynnhaven Parkway per the VDOT and Public Works Plan for Phase II of the Lynnhaven Interchange» Expand pedestrian accommodations NORTH LYNNHAVEN ROAD: PROPOSED STREET SECTION FACING NORTHWEST, (PENDING FURTHER STUDY)» Mitigate in uses between residential to the west and potentially larger development to the east» Relocate private stormwater mitigation to outside of right-of-way» Bike and Trails Plan call for on-road bike accommodations; however, if the dimension permits, consider installing a off-street path on the eastern side of the street» Reduce eastern edge building setback to a maximum of 15 feet AERIAL PERSPECTIVE OF PROPOSED NORTH LYNNHAVEN ROAD 48' R.O.W. network improvements 18

20 SOUTHERN BOULEVARD Southern Boulevard will become a more important street and the address for a future potential transit station. Southern Boulevard will require curbs, landscaping and sidewalks to provide access to the station platforms. SOUTHERN BOULEVARD: EXISTING STREET SECTION, FACING EAST SOUTHERN BOULEVARD DESIGN CRITERIA» Add traffic signal at Lynnhaven Parkway 25' R.O.W. 66' R.O.W.» Mandate setback to the north to provide adequate sidewalk and planting strip space for the "front door" of redevelopment SOUTHERN BOULEVARD: PROPOSED STREET SECTION FACING EAST, (PENDING FURTHER STUDY)» Accommodate bus traffic for potential transit station transfer functions» Provide pedestrian access» Bike and Trails Plan calls for a shared-use path along the rail corridor as a top-priority initiative. The path should be a minimum of 10 feet wide with 12 feet being the ideal dimension for such a facility. AERIAL PERSPECTIVE OF PROPOSED SOUTHERN BOULEVARD 25' R.O.W. 66' R.O.W. network improvements 19

21 LONDON BRIDGE ROAD The second north-south arterial road within the Lynnhaven SGA is London Bridge Road. The new ramp and intersection at Interstate 264 and London Bridge Road will increase the volume of traffic along this corridor. Therefore, the arterial is suggested to stay at its current size with improvements made to eventually provide for increased pedestrian and bicycle accommodation. Although development along London Bridge Road is heavily constrained by AICUZ restrictions, the accommodation of both bicycles and vehicles along London Bridge Road is still a priority as a through connection. LONDON BRIDGE ROAD: EXISTING STREET SECTION, FACING NORTH LONDON BRIDGE ROAD DESIGN CRITERIA» Maintain vehicular capacity» Increase facilities for pedestrians and bicycles on London Bridge Road 120' R.O.W. LONDON BRIDGE ROAD: PROPOSED STREET SECTION FACING NORTH, (PENDING FURTHER STUDY) AERIAL PERSPECTIVE OF PROPOSED LONDON BRIDGE ROAD/ GREAT NECK ROAD 120' R.O.W. network improvements 20

22 GREAT NECK ROAD When redevelopment occurs on Great Neck Road, increased accommodations for pedestrians must be created to allow for safe movement alongside the arterial. GREAT NECK ROAD: EXISTING STREET SECTION, FACING NORTH LONDON BRIDGE ROAD DESIGN CRITERIA» Significant increase in the accommodations of pedestrians 110' R.O.W. GREAT NECK ROAD: PROPOSED STREET SECTION FACING NORTH, (PENDING FURTHER STUDY) AERIAL PERSPECTIVE OF PROPOSED LONDON BRIDGE ROAD/ GREAT NECK ROAD 110' R.O.W. network improvements 21

23 POTTERS ROAD OPTION A On-street bike lanes are recommended along Potters Road within the right-of-way to connect to open space areas along the Lynnhaven River. The potential transit corridor will provide an alternate eastwest route along a multi-purpose trail for casual users. POTTERS ROAD: EXISTING STREET SECTION, FACING EAST POTTERS ROAD DESIGN CRITERIA 70' R.O.W.» Due to the institutional and residential uses along Potters Road, travel lanes should be narrowed to provide safe passage to bicycles and pedestrians POTTERS ROAD OPTION A : PROPOSED STREET SECTION FACING EAST, (PENDING FURTHER STUDY)» If relocating curbs is feasible, provide for multi-modal path along southern edge» Increased planting along the north and south sides» If eliminating travel lanes is an option, see Option B on the next page AERIAL PERSPECTIVE OF PROPOSED POTTERS ROAD 70' R.O.W. network improvements 22

24 POTTERS ROAD OPTION B If a "road diet" is supported along Potters Road, eliminate the two outermost lanes and convert them into dedicated bike lanes. POTTERS ROAD: EXISTING STREET SECTION, FACING EAST POTTERS ROAD DESIGN CRITERIA 70' R.O.W.» Same criteria as Option A on the previous page» Remove outermost lanes and install dedicated onstreet bike lanes POTTERS ROAD OPTION B : PROPOSED STREET SECTION FACING EAST, (PENDING FURTHER STUDY) AERIAL PERSPECTIVE OF PROPOSED POTTERS ROAD 70' R.O.W. network improvements 23

25 DEAN DRIVE Dean Drive can perform as a river access road with a sidewalk on one side of the street. Pedestrian connectivity will become increasingly important when transit arrives and new development begins to occur. As new buildings are built facing Dean Drive, the street will become an active public space, connecting to the Lynnhaven River. The street will benefit from additional sidewalks and landscaping. Access to Lynnhaven Parkway should be maintained. However, the median cut should be removed on Lynnhaven Parkway and a right-in, right-out restriction placed on the access point at Dean Drive. For full turning movements, a new northern connection to Southern Boulevard should be provided as Southern Boulevard is recommended to have a new full traffic signals at that intersection. DEAN DRIVE: EXISTING STREET SECTION, FACING WEST DEAN DRIVE DESIGN CRITERIA» Restrict right-in and rightout conditions at Lynnhaven Parkway» Provide alternate exit north to Southern Boulevard 60' R.O.W.» Provide pedestrian access and connection to the river DEAN DRIVE: PROPOSED STREET SECTION FACING WEST, (PENDING FURTHER STUDY) AERIAL PERSPECTIVE OF PROPOSED DEAN DRIVE 60' R.O.W. network improvements 24

26 PROPOSED LOCAL STREETS The consultant team, along with individuals from the Public Works Department designed a set of local, non-arterial street standards that are permitted within Lynnhaven and all Virginia Beach SGAs. These street sections should be considered for new streets designated in the Lynnhaven SGA plan. TYPICAL PROPOSED LOCAL STREET A- 60' ROW (IDEAL) TYPICAL PROPOSED LOCAL STREET B- 50' ROW (CONSTRAINED) Typical local streets in the plan Typical local streets in the plan without on-street parking» 2 travel lanes» 2 travel lanes» On-street parking» No striped on-street parking» Wide planting strips for stormwater management» 25 MPH travel speed» 25 MPH travel speed» Planting strip and sidewalk» No parking between curb and building face network improvements 25

27 LYNNHAVEN PARKWAY AND INTERSTATE 264 INTERCHANGE The Lynnhaven Interchange with Interstate 264 is the crucial transportation cog in the Lynnhaven SGA. Currently this interchange operates over capacity. An Interchange Modification Report (IMR) was conducted in It was approved by VDOT and FHWA. Work was recently completed on Phase I, the London Bridge Ramps, which are new ramps located to the east of the current interchange (See Figure 1). Phase I did not involve any geometric improvements at the existing Lynnhaven interchange. Phase II involves major reconstruction of the existing interchange. There is no funding for Phase II construction identified in VDOT s Six-Year Improvement Program, however, Phase II is included in the Hampton Roads 2030 Long Range Transportation Plan (LRTP). With a total estimated cost of 124 million dollars, the Six-Year Program through Fiscal Year 2017 shows a funding shortfall of 116 million dollars. Phase I improvements are anticipated to provide substantial relief to the existing interchange and provide time to acquire the funds for Phase II. The approved interchange design provides for several new ramps and substantial reconfiguration of the existing interchange. All existing weaving sections are removed. Two existing signalized intersections are removed from Lynnhaven Parkway. A new flyover ramp is installed from northbound Lynnhaven Parkway to westbound Interstate 264. A direct connection from Potters Road to eastbound Interstate 264 is included. In most locations the approved interchange is forecast to generally provide for adequate traffic conditions in the design year The major drawback with the approved design, from the perspective of the Lynnhaven SGA committee, is the size of the interchange footprint. Additionally, the approved interchange is not a pedestrian friendly design. When funding for construction becomes available and another study is done, revisiting the VDOT approved design for the Phase 2 interchange improvements using updated forecasts will be required. If that time period is years in the future, or if a study associated impacts to the recreational area is required, we will consider other design alternatives. For example, an urban interchange design concept offers a configuration that would result in fewer impacts to adjacent land. Alternative designs and traffic analyses included in this report have not gone through the rigorous IMR process that is necessary for interstate improvements. If funding for Phase II does not become available in the short-term or mid-term then alternative design approaches, such as but not limited to the one showed here, may be considered as candidates for future improvements to the Lynnhaven Interchange in a new IMR. EXISTING CONDITIONS (FIGURE 1) What Works Well» Convenient location for neighborhoods and Lynnhaven Mall» Substandard ramps slow traffic coming onto Lynnhaven Parkway What Does Not Work Well» Formidable for all motorized and non motorized users» Consumes valuable land» Multiple weaving points complicate access movements» Signalized intersections at on and off ramps slow traffic movements CURRENTLY APPROVED PHASE II PLAN- SUBURBAN (FIGURE 2) What Works Well» Has been approved by VDOT and Federal Highway through the IMR process» IMR process has documented it will work adequately in the design year» Meets AASHTO and VDOT design standards» Existing park land not impacted What Does Not Work Well» Footprint is very large, even larger than the existing interchange» Ramps are accessed off Potters Road, a minor road» Not pedestrian friendly» Cost EXAMPLE OF A CONCEPT URBAN CONFIGURATION CONCEPT (FIGURE 3) What Works Well» Smaller footprint» More pedestrian friendly» More intuitive access to and from interstate» Little additional impact to Lynnhaven River What Does Not Work Well» Had not been reviewed by Virginia Beach, VDOT, or Federal Highway» Has not been thoroughly analyzed; it has only undergone cursory review» More traffic signals than the planned design» May impact federal funding implications for completed Great Neck ramps INTERCHANGE DESIGN CRITERIA (IF REDESIGNED)» Wait-and-see approach for how Phase I improvements impact travel patterns to see if a re-evaluation of Phase II is necessary» Safety for all modes and costs should be top priorities» Pedestrian and bicycle accommodations at connection points between interstate and surface roads» Work in tandem with transit ridership goals» Lynnhaven Parkway Trail added on west side» Minimize impacts to existing and potential parks and open space» Any resource (including open space) impacts will be addressed as part of the environmental document and permitting process to be initiated when the project is funded INTERSTATE 264 VIRGINIA BEACH BOULEVARD CONNECTOR ROADS (LYNNHAVEN PARKWAY AND POTTERS ROAD) TRANSIT CORRIDOR SIGNALIZED INTERSECTION GAIN IN USABLE LAND AREA OR OPEN SPACE (DEVELOPMENT OR STORMWATER) network improvements 26

28 LYNNHAVEN SGA VEHICULAR BRIDGES A bridge inventory was conducted to determine when substantial vehicular bridges in the Lynnhaven SGA would likely be overhauled or replaced so that their design elements (bridge rail, etc.) may be guided by the Lynnhaven SGA Plan. Within the SGA there are five major sets of bridges for vehicular traffic: 1) Lynnhaven Parkway twin bridges; 2) Potters Road bridge; 3) Interstate 264 bridge over London Bridge Creek; 4) Virginia Beach Boulevard bridge over London Bridge Creek; and, 5) Interstate 264 bridge over Lynnhaven Parkway. The bridge inventory was collected to determine the year the bridges were built and their sufficiency rating. The sufficiency rating is the cumulative scoring for a bridges overall structural integrity on a scale from Sufficiency ratings are made up of several ratings of individual elements of a bridge (i.e. deck, substructure, and superstructure). For bridges to qualify for federal replacement funds, they must have a rating of 50 or below. To qualify for federal rehabilitation funding, a bridge must have a sufficiency rating of 80 or below. Most highway bridges are designed with a 50-year design life. The year of construction and current sufficiency rating of each of the major bridges is listed below: 1 Lynnhaven Parkway Twin Bridges: 37 years of age; 80.8 rating 2 Potters Road Bridge: 34 years of age; 75.3 rating 3 Interstate 264 Bridge: 44 years of age (25 years since reconstruction); 85.0 rating 4 Virginia Beach Boulevard Bridge: 22 years of age; 95.0 rating 5 Interstate 264 Bridge: 44 years of age (25 years since reconstruction); 49.0 rating LYNNHAVEN SGA BRIDGE LOCATIONS NEW WATER-CROSSING BRIDGE DESIGN CRITERIA» Allow visual access into Lynnhaven River and its tributaries» Bridges should act as trailheads into the riverfront trail network» Provide for pedestrian viewshed to river» Should be skeletal structures, minimizing their impact to views» When rebuilt, Virginia Beach Boulevard Bridge should be lifted to allow access underneath. network improvements 27

29 Transit Lynnhaven is designated to receive a transit station as part of a new transit system planned for Virginia Beach, according to the draft EIS being conducted at the time of this document's adoption. The station location is located at the northeast corner of the intersection of the transit corridor and North Lynnhaven Road. The immediate vicinity of the proposed station location is the Pinewood neighborhood to the west and a commercial area adjacent to the station to the north and south. Much of the northern commercial area is within a five minute walking distance and the drawings on this page illustrate the extents Proposed transit station walking access of the walking sheds from the proposed station location. These areas would benefit most dramatically from the new transit station and will likely change in use and character. Much of the rest of the Lynnhaven SGA is within a reasonable walk of the proposed station and would benefit as well. Providing pedestrian links to the proposed station with street and trail improvements will be critical to transit-oriented economic development. The walking sheds vividly describe the areas that are most likely to change over time with transit improvements. The surrounding neigh- PROPOSED TRANSIT NETWORK BUS ROUTE 20 BUS ROUTE 32 BUS ROUTE 29 BUS STOPS POTENTIAL LIGHT RAIL POTENTIAL LIGHT RAIL STATION Proposed transit station walking access with bike connections borhoods will benefit as well if bus routes and shuttles are created to connect nearby residential areas to the proposed station. More information about these potential routes can be found at about/development/vbtes. 5-MINUTE WALK 10-MINUTE WALK BIKING ACCESS WITH EXISTING OR APPROVED INTERCHANGE Transit and pedestrian ways can work well together and can be used to connect both sides of the transit corridor along Southern Boulevard. Route 20 along the boulevard is among the system s most used. Buses will also connect the proposed transit station to Lynnhaven Mall. BIKING ACCESS WITH URBANIZED INTERCHANGE Proposed transit station walking access with bike connections and urbanized Lynnhaven Parkway and Interstate 264 interchange network improvements 28

30 CONCEPTUAL TRANSIT STATION DESIGN A proposed station along North Lynnhaven Road at the transit corridor will be well positioned to become a small commercial center with retail and service offerings that will benefit transit riders, the adjacent Pinewood neighborhood, and future transit-oriented development. The proposed transit station will be at the convergence of trails, streets and transit routes. This area will be a point of rest and recuperation for cyclists, runners and other trail users. Consideration should be given to providing a cycle storage area for commuters. Across the street from the station is a historic building, once a general store for the area, that can be preserved and reused with convenience shops, offices, or civic uses. Additional retail offerings, such as a coffee shop, may be built along the trail or transit line and streets to benefit commuters, residents, area employees and trail users. The station may have a park and ride lot, a canopy and other amenities for transit riders. Adequate space should be provided to accommodate feeder buses and shuttles. North Lynnhaven Road Southern Boulevard Potential Transit Station Lynnhaven Parkway network improvements 29

31 Parks and Open Space Networks Plan There is a great opportunity for enhancing public mobility in the open space system with connected walking paths, cycle networks, and new access points to the Lynnhaven River and its estuaries. The Open Space system of the Lynnhaven SGA could become the keystone for access to the city s wider natural resources with trailheads for regional bikeways, kayak launch points, and multi-use paths that bring people from the streets into the natural systems. Noise Zone: Db St. Aidan s Episcopal Church Prince of Peace Lutheran Church N. Lynnhaven Road Francis Land House Smith Road Ingram Road Noise Zone: Db Lynnhaven Shopping Center Foundry United Methodist Church Chesopeian Trail Noise Zone: >75 Db Virginia Beach Blvd East Branch Lynnhaven River Hutton Circle Canoe and Kayak Launch New Hope Baptist Church London Bridge Plaza Renaissance Place Shopping Center Great Neck Road Wolfsnare Creek Upper Wolfsnare House Open Door Chapel Grace Bible Church Jehovah's Witnesses Hall Ansol Ln Lynnhaven Presbyterian Church First Lynnhaven Baptist Church Centura College Dean Dr I-264 London Bridge Baptist Church Potters Rd London Bridge Road Oceana Naval Air Station INSTITUTIONAL PUBLIC PARKS AND OPEN SPACE Plaza Middle School S. Lynnhaven Road Lynnhaven Parkway London Bridge Creek SEMI-PUBLIC OPEN SPACE PARKING LOT WATER STUDY AREA POTENTIAL TRANSIT LINE POTENTIAL TRANSIT STATION LOCATION PROPOSED PARKS, INSTITUTIONS AND OPEN SPACE network improvements 30

32 LYNNHAVEN RIVER The Lynnhaven River is a beautiful waterway that leads north to the Chesapeake Bay. It is a intercoastal route for small water craft and is navigable by small boats through the study area. The City, in collaboration with Pep Boys, created a landing at Hutton Circle for small watercraft allowing accessibility for people to enjoy the river. This landing is heavily used by local residents and is a destination in Virginia Beach for public access and has use of nearby parking. Unfortunately, the river has historically been largely ignored by development and land use patterns in the area. Interstate 264 Lynnhaven Parkway Virginia Beach Boulevard The Lynnhaven SGA plan recommends the creation of a trail system with new access points to turn this forgotten asset into an attractive open space amenity for the area. By creating additional access for pedestrians and boaters, and orienting development to face the river, this area can become a defining feature for Lynnhaven that is unique in the city. To accomplish this will require the cooperation of several property owners, the City, and the Corps of Engineers. South Lynnhaven Road This is a conceptual plan that has agreement from the Army Corp of Engineers. However, the entirety of the flood control channel No. 2 design, as built profile, and natural changes to the channel must be studied in detail by segment to determine the feasibility of each proposed public water access point that is shown in the plan. Potters Road In addition to trail improvements, the river's ecology can be restored as a natural habitat and wetlands area, continuing efforts to improve water quality and habitats in the Chesapeake Bay and its tributaries. New wetland areas can be created for filtration beds and storm water retention to improve storm water management in the Lynnhaven SGA. CONCEPTUAL PLAN OF LYNNHAVEN RIVER network improvements 31

33 PERSPECTIVE LOOKING SOUTH AT LYNNHAVEN RIVER FROM THE TRANSIT CORRIDOR BRIDGE network improvements 32

34 Conceptual Bikeways and Trail Network Plan The City adopted a new Bikeways and Trails Plan in April The Lynnhaven Master Plan plugs into this system and offers a number of feeder routes to connect development to this emerging regional asset. Bike lanes may be provided on street and, where able, on off-street trails. Additionally, the Lynnhaven River is a major organizing element, allowing kayak routes and additional bike and pedestrian trails to run along it. To implement trails along the waterways will require a joint effort in concert with a coherent open space and stormwater strategy for the Lynnhaven River. Multiple private property owners will need to collaborate to create this potent value-creation engine for the area. Noise Zone: Db St. Aidan s Episcopal Church Open Door Chapel Prince of Peace Lutheran Church N. Lynnhaven Road Francis Land House Smith Road Ingram Road Noise Zone: Db Lynnhaven Shopping Center Foundry United Methodist Church Chesopeian Trail Noise Zone: >75 Db Virginia Beach Blvd East Branch Lynnhaven River Hutton Circle Canoe and Kayak Launch New Hope Baptist Church London Bridge Plaza Renaissance Place Shopping Center Great Neck Road Wolfsnare Creek Upper Wolfsnare House Chesapeake Bay BIKEWAYS AND TRAIL PLAN DESIGNATIONS ON-STREET FACILITIES *» Shared roadways» Signed shared roadways» Wide outside lanes» Paved shoulders Grace Bible Church Jehovah's Witnesses Hall Ansol Ln Lynnhaven Presbyterian Church First Lynnhaven Baptist Church Centura College Dean Dr I-264 London Bridge Baptist Church Potters Rd London Bridge Road Oceana Naval Air Station» Striped bike lanes Proposed EXISTING AND PROPOSED REGIONAL KAYAK TRAILS OFF-STREET FACILITIES *» Shared-use paths» Soft paths (unpaved shareduse paths)» Wide sidewalks * For definitions of specific types of facilities, please reference the City of Virginia Beach s Bikeways and Trails Plan, 2011 Plaza Middle School BIKEWAYS AND TRAIL NETWORK DIAGRAM S. Lynnhaven Road OFF-STREET BIKE FACILITY SHARED ON-STREET BIKE FACILITY Lynnhaven Parkway London Bridge Creek COMBINED FACILITY (ON- AND OFF- STREET BIKE ACCOMMODATIONS) KAYAK TRAILS STUDY AREA POTENTIAL TRANSIT LINE FOLLOWING A DISCUSSION BY THE MOU COMMITTEE ON THE ZONING INTERPRETATION OF A TRAIL IN THE CITY S AICUZ ORDINANCE, THE CITY ATTORNEY AND ZONING ADMINISTRATOR S DETERMINATION WAS THAT A TRAIL CAN BE CONSIDERED OTHER RECREATIONAL FACILITIES. THE NAVY HAS CONCURRED WITH THIS DETERMINATION. IN THAT REGARD, A TRAIL IS NOT PERMITTED IN THE CLEAR ZONE, BUT IS PERMITTED IN THE APZ-1, APZ-2 AND ALL NOISE ZONES. POTENTIAL TRANSIT STATION LOCATION TRAIL ACCESS POINTS network improvements 33

35 Conceptual Bike Trail Types SHARED ON-STREET BIKE FACILITY OFF-STREET BIKE FACILITY COMBINED FACILITY (ON- AND OFF-STREET BIKE ACCOMMODATIONS) On-street bicycle facilities may include striped bike lanes, shared roadways, wide outside lanes, and paved shoulders. These accommodate sharing the road with cars and afford varying degrees of separation from the cars. Off-street accommodations allow people on bikes to have greater separation from the roadways. These types of facilities, which include shared-use paths, soft unpaved paths, and wide sidewalks, are often shared between cyclists and pedestrians. A few primary routes within the City have been designated as combined facilities. These routes have both on- and off-street facilities, providing maximum choice and capacity for all types of cyclists. network improvements 34

36 Conceptual Waterfront Trail Types OFF-STREET BIFURCATED WALKS CONCRETE WALL OR SHEET PILE SIDEWALK WALL RIVER TRAIL DECK RAIL RIVER OFF-STREET PEDESTRIAN WALKS AND EXPLORATORY PIERS MARSH AREA HANDRAIL PIER WITHOUT HANDRAILS SIGNAGE RIP RAP PILES MULCH PATHS CONCRETE BLOCK SEATING PILE SUPPORTED OVERLOOK network improvements 35

37 Conceptual Pedestrian Bridge Types PEDESTRIAN UNDERPASS (SUBJECT TO RAISING BRIDGE OR ADEQUATE HEAD ROOM) COMBINED CROSSING PEDESTRIAN WALKS RAISED PEDESTRIAN BRIDGE network improvements 36

38 Stormwater Management Stormwater management strategies and policies are evolving in Virginia Beach in response to upcoming changes in state and federal water quality requirements. The Lynnhaven SGA was originally developed without the benefit of a stormwater management plan and with minimal 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 Lynnhaven River. 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. CITY-WIDE POLICIES The major strategy for stormwater management in Virginia Beach has been the use of wet ponds to provide a control on the release of stormwater (quantity control) and to allow for settlement of sediment 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 Northwest River drainage to the south, and the Atlantic Ocean. This flat terrain creates a reduced hydraulic head, while a high groundwater table increases the migration of pollutants. Most of the city, including the Lynnhaven SGA, has soils with poor infiltration capacity. Tidal outfalls and storm surge cause flooding, no matter how well the drainage system is designed. With a full outfall system, additional surface water from rainfall events builds 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. While wide use of infiltration is challenging with the local high water tables, use of native plants in bioretention and wet marsh stormwater facilities assist with the uptake of pollutants and settlement of sediment, 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. REGIONAL AND SUB-WATERSHED STRATEGIES A regional approach to stormwater management is beneficial for property owners, stormwater network managers and the environment. It presents the opportunity to provide facilities in the best locations within the sub-watershed area, reducing the need for each property owner to provide major stormwater storage on each site. It also allows the most appropriate means of addressing water quality treatment on each site; and allows for the increased efficiency of regional storage facilities that can serve as an overall area amenity. A sub-watershed approach served by a central wet pond was successfully implemented at the Virginia Beach Town Center; however, additional site-specific low impact development strategies were not utilized. City development of regional facilities in each SGA can provide much of the stormwater quantity management with the redevelopment on individual parcels providing maximum water quality treatment as a part of their site design. OPEN SPACE AND DRAINAGE INTEGRATION STORMWATER TREATMENT TRAIN network improvements 37

39 Stormwater Management LYNNHAVEN COMMUNITY STORMWATER FACILITIES The Lynnhaven SGA is a highly covered area with large expanses of impervious surface. However, the Lynnhaven SGA is unique in that it contains an abundance of open water conveyance systems. The Lynnhaven River and its tributaries provide opportunities for Noise Zone: Db St. Aidan s Episcopal Church Prince of Peace Lutheran Church Smith Road Ingram Road Noise Zone: Db Chesopeian Trail Noise Zone: >75 Db East Branch Lynnhaven River Great Neck Road Wolfsnare Creek a rebirth of natural buffers and creation of new wetland marshes to provide stormwater quality treatment as Mother Nature intended. However, an overall strategy for redevelopment of the area must N. Lynnhaven Road Lynnhaven Shopping Center New Hope Baptist Church Renaissance Place Shopping Center include a general strategy of reducing impervious surface as well. Stormwater management facilities can serve as a community amenity in several ways. They can provide a green space network for shade, visual relief from large expanses of pavement, and even recre- Open Door Chapel Francis Land House Foundry United Methodist Church Virginia Beach Blvd Hutton Circle Canoe and Kayak Launch London Bridge Plaza Upper Wolfsnare House ational use through adjacent trails and seating areas. They can also be incorporated into pavements and public areas, providing variety, interest, and even artistic treatments. They can help reduce pollutant load by limiting the use of mowed turfgrass. A design strategy for both public and private spaces will be important to creating an interesting environment while comprehensively addressing the challeng- Grace Bible Church Jehovah's Witnesses Hall Ansol Ln Lynnhaven Presbyterian Church First Lynnhaven Baptist Church Centura College Dean Dr I-264 London Bridge Baptist Church Potters Rd London Bridge Road Oceana Naval Air Station ing City stormwater management criteria. Plaza Middle School S. Lynnhaven Road Lynnhaven Parkway London Bridge Creek REGIONAL PONDS FROM CHARRETTE REGIONAL PONDS RECOMMENDED BY VHB STUDY AREA CONSTRUCTED WETLANDS/ WETLANDS RESTORATION STREAM RESTORATION POTENTIAL TRANSIT LINE POTENTIAL TRANSIT STATION LOCATION EXISTING AND PROPOSED STORMWATER MANAGEMENT INCLUDED IN THE LYNNHAVEN SGA network improvements 38

40 Stormwater Management TREATMENT METHODS AND PERFORMANCE STANDARDS FOR ON AND OFF-SITE DEVELOPMENT A much wider range of stormwater management strategies will be necessary to meet current and future stormwater treatment requirements. General guidelines and strategies for addressing these requirements should be provided as a part of the redevelopment standards, but it is most important to allow flexibility in the design methods used for any particular development. This will encourage creativity and to allow the application of methods and devices developed in this emerging field. Allowing landowners to work together to jointly provide 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 stormwater management include:» Reduced impervious surface through the use of pervious pavement, maximized landscaped area, and green roofs» Rainwater capture and water reclamation techniques, including the use of above-ground and underground storage, including their 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» Appropriately restrict the maximum number of parking spaces allowed Based upon the local conditions, the primary types of on-site stormwater facilities in the Lynnhaven SGA should be constructed wetlands, restored natural buffers (Riparian Buffers), stream restoration, shallow bioretention areas, and shallow swales with managed meadow plantings. There is potential for the creation of both wetland and stormwater mitigation banks along the open water conveyance systems in the Lynnhaven SGA. Other types of facilities will be of less utility in the Lynnhaven area due to the poor soils, but may also be designed to function in select locations. These secondary practices include the use of sand filters, small-scale infiltration facilities, and amended soils with underdrainage. Condition Lift of Site Replace Wetlands Quality Measures Stormwater Volume Measures Schedule/ Special Permits FLOODPLAIN more stringent (3-6 months) CBPA WETLAND Remaining Land 3:1 replacement ratio OR mitigation bank mitigating on site to higher standard more stringent 20% reduction pre-development levels (6-9 months) (6-12 months) No Action Taken no development no development no development development permitted (Schedule time frames are approximate and based upon recent development trends; actual permitting time frames vary by project.) EXISTING AND PROPOSED STORMWATER MANAGEMENT INCLUDED IN THE LYNNHAVEN SGA SHORELINE DELINEATION RESOURCE MANAGEMENT AREA (RMA) STANDARD DEVELOPMENT REVIEW VARIABLE RESOURCE PROTECTION AREA (RPA) 100 BUFFER FROM TOP OF BANK ADMINISTRATIVE CBPA REVIEW TOP OF BANK 50 LANDWARD BUFFER CBPA BOARD REVIEW 1 1/2 X MEAN TIDE RANGE 50 SEAWARD BUFFER RESOURCE USAGE & WETLANDS BOARD REVIEW VMRC JPA REVIEW» ENVIRONMENT AND SUSTAINABILITY OFFICE» ARMY CORPS OF ENGINEERS» VA INSTITUTE OF MARINE SCIENCE» VA D. E.Q.» OTHER MEAN HIGH WATER MEAN LOW WATER FLOODPLAIN CBPA WETLAND network improvements 39

41 Sanitary Sewer Systems There are two issues to be considered when evaluating the existing sanitary sewer system serving the Lynnhaven SGA relative to improvements needed to serve increased development in the area the conveyance system and the pump station capacities. Whereas the SGA is mostly served by sanitary sewer systems and the receiving HRSD mains and treatment plant have capacity to accept additional flows, the collection and pumping systems have capacity limitations. Due to the age of the infrastructure, groundwater and rainwater can infiltrate through the cracks and gaps in the be replaced by 2040 according to available records. Replacement of existing pump stations may be required where redevelopment in this SGA results in significant increases in sanitary sewer flows. Following the adoption of the SGA, the City Department of Public Utilities will update the Sanitary Sewer Master Plan based on the projected future densities. The revised Sanitary Sewer Master Plan will identify the upgrades that are required to adequately serve the redeveloped SGA. There are a few areas within the SGA not currently connected to piping and into manholes, leading to reduced capacity for conveying the municipal collection and pumping system. This could be because sewage. Even though the system functions adequately during dry of private collection, pumping and treatment systems being used in weather, problems arise during rain storms. Excessive infiltration these locations. They are: and inflow (I&I) can cause pump stations throughout the interconnected and pressurized system to exceed capacities and lead to Sanitary Sewer Overflows (SSO s). 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 this plan. 1 Parcels southeast of the Lynnhaven Interchange with I-264 (off Wesley Drive) 2 Parcels west of London Bridge Road and south of I Parcels east of London Bridge Road and South of I Parcels at the north end of current pump station #253 service area 5 Parcels at the north end of current pump station #520 service area These areas are also indicted on the Sanitary Sewer Exhibit. PUMP STATION SERVICE AREAS INCLUDED IN THE LYNNHAVEN SGA UNSERVED AREAS PS SERVICE AREA PS LOCATION Eight sanitary sewer pump stations serve the Lynnhaven Strategic Growth area. Of these, five are located directly within the SGA, while the others are located outside the SGA boundaries, but include areas of the SGA in their service areas. The locations of the eight service areas and of the five pump stations within the SGA are shown on the Sanitary Sewer Exhibit. The pump stations were designed and constructed to serve the assigned development based on build out projections at the time without consideration of rezoning or major redevelopment. Most of the stations are scheduled to network improvements 40

42 Water Systems Public water exists throughout most of the Lynnhaven SGA within existing rights-of-way. Three parallel arterial water mains run along Virginia Beach Boulevard, which, along with a large ground storage tank and pumping station, provide ample capacity for increased development in the SGA. Some realignment of smaller water mains may be required to conform to the future road grid system. The redirecting of several major-mains to the new grid system will provide a looped system that will not only help to meet the demands of the increased domestic and fire suppression needs, but also provide redundancy in the system. According to available records, the only areas within the SGA outside of the limits of public water service are the parcels southeast of the Lynnhaven Interchange with I-264 (off Wesley Drive). WATER LINES INCLUDED IN THE UNSERVED AREAS EXISTING WATER LINE PROPOSED WATER LINE LYNNHAVEN SGA network improvements 41

43 Landscape Elements FRONTAGE LANDSCAPE Defining standards for treating frontage landscape for a mix of uses can provide for 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 Lynnhaven SGA should be lined with COMMERCIAL STANDARDS 1 Prioritize the street experience 2 Provide shaded circulation 3 Provide small setbacks 4 Create large sidewalks for pedestrian walkability and outdoor seating. 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 up-front and directly next to pedestrian activity. Riverfront addresses will be sensitive to the natural habitat by providing large setbacks along the various waterways and wetlands. By enhancing the viewshed, development should take advantage of the natural amenities with terraces, increased public access, and enhanced landscaping that promotes passive recreation. RIVERFRONT STANDARDS 1 Prioritize the natural environment 2 Provide large setbacks along the various waterfronts 3 Create walkways for pedestrian walkability and bikers 4 Develop permitted pedestrian and vehicular bridge access across waterways. 5 Provide lighting, signage, and landscaping that is reflective of the addresses. network improvements 42

44 STREET FURNISHINGS Street furnishings are an essential component of the Lynnhaven Strategic Growth Area. Items such as benches, bike racks, trash receptacles, pet waste stations, and bollards will distinguish the human scale of the large outdoor environment. Combined with site lighting, planting, and signage, these components help to define the nature and character of the pedestrian experience while providing convenience, safety and comfort. These are the details that will help create a sense of place and to establish the Lynnhaven aesthetic for Virginia Beach. 1 Street lighting, benches, trash receptacles, and bike rack amenities should be coordinated within the overall Strategic Growth Area for coherent character. Sub-areas, such as business and residential neighborhoods within the growth area may have slightly differing 5 6 Benches should be located in pairs and should be positioned for conversation and good viewing. When on streets, benches should face the storefronts or away from the streets in urban environments. They should be located so that they do not impede pedestrian flow, and they should be coordinated with shade when exposed to southern aspects. Benches should be located on level concrete pads for comfortable seating and easy maintenance underneath them. Whenever possible, benches should be located at bus stops. Bike racks should be located at every park and commercial area. They should be carefully situated near the street access points but behind the entrance planting and walkways. Clusters of Inverted U racks or equivalent should be used (photos show equivalents). STREET FURNITURE GENERAL CRITERIA 1 Located appropriately within the public realm of streets 2 Proper frequency and affixed to the ground 3 Help to define the pedestrian realm and provide amenity for alternative forms of transportation themes, but these themes should strongly resemble each other in their materials, colors, and forms throughout. 2 Benches, trash receptacles, and bike racks shall be located regu- larly, and they should be sturdy designs intended for heavy use and be affixed to the ground surface. 3 Iron or concrete bollards may be used to protect and define important pedestrian-oriented areas. 4 Trash Receptacles should reside in an area convenient for trash pick up, but should be discrete to the view of vehicular and pedestrian traffic. They should be located at street intersections, near retail storefronts, and in community and neighborhood parks. However, the receptacles should be coordinated with plant material and strategically positioned behind walks or near entrance planting. network improvements 43

45 EXTERIOR SIGNAGE Signage for the Lynnhaven Strategic Growth Area is critical for establishing a themed identity to the entire community or to subcommunities of the overall strategic growth area. They are also necessary for completing the extension of the buildings to the street. It may be difficult for a pedestrian to see the name of a store if the building sign is the only means of identification 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 strategic growth area will play a critical role in defining the environment and creating legibility and identity to the planned community. Directional and way-finding signs for themed developments provide support for a community s daily activities as well as special events, and operational or regulatory signs provide important parameters for conducting these activities. 1 Site signs should be incorporated with the planting, paving, and lighting designs as much as practical, except for incidental signs such as temporary advertisements or sandwich board signs. 2 Light poles and building columns may be used for mounting Natural Areas should have well defined sign posts for trail lengths, destinations, and place names as relevant. Educational sign markers are critical to identifying and interpreting history and natural systems for trails and open space. These should be strategically sited as trail systems are developed. Interpretive signs along pedestrian linkages should be used to point towards and announce culturally significant sites, such as the Upper Wolfsnare House or the Francis Land House, well before a pedestrian arrives to these destinations. Map-type graphics panels are critical to point out destinations and nodes along trail systems so that pedestrians and casual bicyclists can make important decisions before venturing on new paths. Sign graphics should be capable of rendering high-resolution full color images, photographs, colorful diagrams, and bold text in all weather conditions. They should have UV coatings that are long lasting and resistant to graffiti, fingerprints, dirt, oil, and other 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. Sign frames and bases should not be prone to peel, fade, crack, or rust. SIGNAGE GENERAL CRITERIA 1 Appropriately located to be readable and accessible to pedestrians 2 Well designed and graphically clean 3 May be mounted on light poles and suspended from buildings 4 Encouraged materials include painted wood and sheet aluminum way-finding and regulatory signs as appropriate. 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. network improvements 44

46 LIGHTING Lighting along in the Lynnhaven Strategic Growth Area is somewhat variable. Most street lights are high pressure sodium lamps in cobrahead fixtures while private business lighting is a mixture of metal halide, mercury vapor, and high pressure sodium on a variety of fixture styles and pole heights, building mounted lighting notwithstanding. Light fixtures otherwise provide for the safety and accessibility of the outdoor spaces at night. Fixtures should be selected for lighting capacity as well as for architectural detailing that will lend a sense of quality and articulation to the Strategic Growth Area. To the maxi- Tool-less entry fixtures are recommended for easy maintenance. The City has used the Cooper-type fixture for their lighting style in other areas of development, as this is one of the more modern lights offered by Dominion Virginia Power. This fixture would lend itself well to the Lynnhaven Strategic Growth Area. Any similar light fixture recommended would be well suited to resemble this style; however, selections are often limited to the power company s catalog. Any special lighting fixture that deviates from power company inventory would require a special lighting agreement with the power company if the intention is that they would maintain these lights. LIGHTING mum extent possible, light fixtures should be consistent throughout this area, if not themed. They should be designed as cutoff fixtures to refrain from light pollution and glare, and they should offer a more true color rendition than traditional yellow (high pressure sodium) street lights. If desirable, some lights could be timer controlled to shut off at certain hours in order to discourage late night access to 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 parks and trail systems should this be in the public s best interest. LED lighting is recommended for this Strategic Growth Area. These types of street lights should have the following specifications:» 4100 Kelvin (color), 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) network improvements 45

47 Land Use and Character Areas Lynnhaven is challenged from a land use perspective. AICUZ restrictions on permitted land uses uniquely bracket possible uses for the Lynnhaven SGA. The land use strategy for the planning process focused on providing the greatest reasonable flexibility within this restricted framework. Land uses in the Master Plan are geared toward maximizing the orientation of developable and redevelopable land toward adjacent assets. With several healthy neighborhoods within or immediately proximate to the Lynnhaven SGA, land uses are tailored to bolstering the neighborhood value with uses and employment opportunities that afford amenities and a strong local economy. The Lynnhaven River also lends an opportunity to serve as the major value creator (second only to the potential for transit service) for the Lynnhaven SGA. As its central spine, the river can organize employment, recreation, and strategically placed retail uses along a jointly developed and maintained open space amenity. Retail uses have long been a mainstay of the Lynnhaven area, historically growing out of their location at or near the Interstate 264 interchange. Should transit be realized, incremental degrees of retail can be expected to serve increased foot and vehicle traffic. Some retail can evolve over time into a "Lifestyle Center" format while others, at the behest of Virginia Beach Boulevard, will likely be redeveloped in newer versions of their existing highway-oriented format. Most retail will continue to be convenience-related, leaving destination retail to Lynnhaven Mall, just south of the study area. Within the recommended land uses, the Master Plan explored character areas and redevelopment schemes based on the input received throughout the process. While certainly not the only future possible for the area, the character areas are important design considerations to incorporate into redevelopment and provide a common vision guided by those who participated in the planning process. LAND USE CHARACTER AREAS HEIGHTS land use and development initiatives 46

48 Land Use Plan The Lynnhaven SGA seeks to capitalize on existing adjacent assets such as the Lynnhaven River and healthy neighborhoods. Land Uses are oriented to maintaining the potential for a district that provides these neighborhoods with a place to work, learn and play, all within an easy walk or short drive. The uses that are proposed within the Lynnhaven SGA are as follows:» Non-Residential Mixed-use: a new mixed-use area is created close to a potential future transit station that will allow a mixture of retail and office uses.» Office: office areas are largely based on existing land uses and are planned to continue as desirable office locations. Noise Zone: Db St. Aidan s Episcopal Church Prince of Peace Lutheran Church N. Lynnhaven Road Francis Land House Smith Road Ingram Road Noise Zone: Db Lynnhaven Shopping Center Foundry United Methodist Church Chesopeian Trail Noise Zone: >75 Db Virginia Beach Blvd East Branch Lynnhaven River Hutton Circle Canoe and Kayak Launch New Hope Baptist Church London Bridge Plaza Renaissance Place Shopping Center Great Neck Road Wolfsnare Creek Upper Wolfsnare House» Retail: areas along Virginia Beach Boulevard will continue to be desirable highway-oriented retail destinations. Open Door Chapel»»»»»» Residential: existing residential areas will remain with some redevelopment. AICUZ restrictions restrict expansion of residential uses beyond current designated areas. Institutional: existing institutions are designated for this land use. Open Space: major new open space opportunities are designated in low lying areas along the Lynnhaven River and tributaries. Flex: a new designation that permits an interchangeable combination of light industrial, office, and retail. Light Industrial: areas that are contained, light manufacturing businesses that are non-polluting and produce high-value, local goods. They will provide a wide range of manufacturing spaces to allow existing and start-up enterprises to flourish. Transitional: this use was inherited from the adopted APZ-1/CZ Master Plan LAND USE PLAN MIXED-USE OFFICE RETAIL RESIDENTIAL INSTITUTIONAL OPEN SPACE FLEX INDUSTRIAL Grace Bible Church Jehovah's Witnesses Hall Plaza Middle School Ansol Ln TRANSITIONAL WATER S. Lynnhaven Road First Lynnhaven Baptist Church STUDY AREA Lynnhaven Presbyterian Church London Bridge Creek POTENTIAL TRANSIT LINE Lynnhaven Parkway Centura College POTENTIAL TRANSIT STATION LOCATION Dean Dr I-264 London Bridge Baptist Church Potters Rd Use (% of Total) London Bridge Road Lynnhaven SGA Land Use Plan Areas Area (ac.) Projected FAR Oceana Naval Air Station Total Buildable SF Residential Units/ ac Mixed-Use 13% ,322,127 Office 9% ,951,754 Retail 25% ,703,427 Residential 26% ,12 & 18 Institutional 11% ,158,621 Flex 7% ,228 Industrial 7% ,081 Transitional 2% 9.3 Total 100% Acres 11,644,238 sf Acres of Open Space and Lynnhaven River land use and development initiatives 47

49 Building Heights Plan Permitted maximum building heights are shown in the plan on this page. Building heights in residential areas remain unchanged from current zoning at 2 to 3 stories. Permitted heights increase close to the potential transit station and intersection of Lynnhaven Parkway and Virginia Beach Boulevard. These greater heights correspond to office, mixed-use and flex districts that will be within walking distance of the potential transit station. Greater building heights will allow developers to consider mixed-use development that can combine ground floor retail and entertainment uses with upper floor office uses. Noise Zone: Db St. Aidan s Episcopal Church Prince of Peace Lutheran Church N. Lynnhaven Road Francis Land House Smith Road Ingram Road Noise Zone: Db Lynnhaven Shopping Center Foundry United Methodist Church Chesopeian Trail Noise Zone: >75 Db Virginia Beach Blvd East Branch Lynnhaven River Hutton Circle Canoe and Kayak Launch New Hope Baptist Church London Bridge Plaza Renaissance Place Shopping Center Great Neck Road Wolfsnare Creek Upper Wolfsnare House Open Door Chapel FLEXIBILITY OF BUILDING HEIGHTS Grace Bible Church Jehovah's Witnesses Hall Plaza Middle School Ansol Ln S. Lynnhaven Road First Lynnhaven Baptist Church Lynnhaven Presbyterian Church Centura College London Bridge Creek Dean Dr I-264 London Bridge Baptist Church Potters Rd London Bridge Road Oceana Naval Air Station Some flexibility in building heights should be permitted to respond to market demands 2-3 STORY MAX HEIGHT Lynnhaven Parkway The City may accommodate this flexibility through zoning overlays or development incentives 4-STORY MAX HEIGHT 5-STORY MAX HEIGHT STUDY AREA POTENTIAL TRANSIT LINE Silina Drive POTENTIAL TRANSIT STATION LOCATION BUILDING HEIGHTS PLAN land use and development initiatives 48

50 Character Areas Plan The planning process, site analysis, and master planning of the Lynnhaven SGA yielded design concepts that are defined by various character areas. The character areas provide an overview of the quality and character of development that is envisioned to be represented in the designated area. The six character areas that are defined within the Lynnhaven SGA Master Plan are:» Non-Residential Mixed-use Development:» Innovation Zone» Riverfront Development» Residential Development» Lifestyle Center Noise Zone: Db St. Aidan s Episcopal Church Open Door Chapel Prince of Peace Lutheran Church N. Lynnhaven Road Francis Land House Smith Road Ingram Road Noise Zone: Db Lynnhaven Shopping Center Foundry United Methodist Church Chesopeian Trail Noise Zone: >75 Db Virginia Beach Blvd East Branch Lynnhaven River Hutton Circle Canoe and Kayak Launch New Hope Baptist Church London Bridge Plaza Renaissance Place Shopping Center Great Neck Road Wolfsnare Creek Upper Wolfsnare House» Highway-oriented Retail NON-RESIDENTIAL MIXED-USE DEVELOPMENT Grace Bible Church Jehovah's Witnesses Hall Plaza Middle School Ansol Ln S. Lynnhaven Road First Lynnhaven Baptist Church Lynnhaven Presbyterian Church Centura College London Bridge Creek Dean Dr I-264 London Bridge Baptist Church Potters Rd London Bridge Road Oceana Naval Air Station INNOVATION ZONE RIVERFRONT DEVELOPMENT RESIDENTIAL DEVELOPMENT LIFESTYLE CENTER Silina Drive Lynnhaven Parkway HIGHWAY-ORIENTED RETAIL STUDY AREA POTENTIAL TRANSIT LINE POTENTIAL TRANSIT STATION LOCATION CHARACTER AREAS PLAN land use and development initiatives 49

51 MIXED-USE DEVELOPMENT Located between Virginia Beach Boulevard and a proposed transit line, this area is a prime location for redevelopment as it is within easy walking distance of a future transit station. New development blocks are created to accommodate new office development in an urban, pedestrian friendly neighborhood center. With supporting retail to build on the existing strength of the area as a major employment center, this district is well positioned as a transit-oriented development. Virginia Beach Blvd North Lynnhaven Road Southern Boulevard Lynnhaven Parkway PROPOSED INTERIM REDEVELOPMENT OF LYNNHAVEN DETAIL OF THE LYNNHAVEN MIXED-USE CHARACTER AREA MIXED-USE CHARACTER AREA land use and development initiatives 50

52 MIXED-USE DEVELOPMENT AERIAL PERSPECTIVE LOOKING NORTH OVER THE TRANSIT STATION AND MIXED-USE CHARACTER AREA land use and development initiatives 51

53 INNOVATION ZONE The innovation zone provides development opportunities for small start-up businesses and technology innovation. It is a small complex of restored industrial and new buildings that accommodate a flexible range of working spaces. Amenities such as outdoor gathering, seating, and dining spaces provide places for visitors and tenants to enjoy along the riverfront. The current site's proximity to the river adds to the uniqueness of the address and sets a standard for development that is sensitive to the natural environment. The City may elect to acquire property in the Innovation Zone as a public parking resource Lynnhaven Parkway Dean Drive available to employees and visitors to the district as well as for river and trail users. DETAIL OF AN INNOVATION ZONE CHARACTER AREA ALONG DEAN DRIVE DETAIL OF AN INNOVATION ZONE CHARACTER AREA OFF OF LONDON BRIDGE ROAD land use and development initiatives 52

54 INNOVATION ZONE PERSPECTIVE OF THE LYNNHAVEN INNOVATION ZONE CHARACTER AREA land use and development initiatives 53

55 RIVERFRONT DEVELOPMENT The Lynnhaven River is a major natural amenity that can create addresses for office space with spectacular views and allow commercial uses to capitalize on outdoor space. The Riverfront Development provides the opportunity to integrate public access with new front doors to development sites from the open space system. Turning development sites towards the river and the open space allows existing sites along the river to better capitalize on the amenity, create new development opportunities, and organize the way redevelopment evolves. Several key retail redevelopment sites have access points to the natural systems which are either invisible or publicly inaccessible. Redevelopment is encouraged to open up these access points and allow shared access to this inherently public good. Virginia Beach Blvd Interstate 264 Potters Road DETAIL OF THE LYNNHAVEN RIVERFRONT CHARACTER AREA land use and development initiatives 54

56 RESIDENTIAL DEVELOPMENT Residential development is not permitted to increase in density from approved zoning due to the AICUZ restrictions. However, there are small pockets of existing residential zoning that emerged as potential redevelopment sites with equal or lesser residential density than what currently exists on site. This new residential development may be lined with a mix of townhouses and smaller multi-family buildings at a scale appropriate to adjacent residential. The residential should also contain housing at different price points, including affordable housing. Narrower sidewalks with a verge for plantings and deeper setbacks are important in providing suitable and functional streetscapes for walkable and pedestrian-friendly neighborhoods. By providing a deeper setback for the front or side yard the private and public zones are more clearly defined. Additionally, new residential units will have the advantage of incorporating sound attenuating requirements called for in the AICUZ program. Hutton Road Oconee Avenue DETAIL OF THE LYNNHAVEN LIFESTYLE CENTER CHARACTER AREA land use and development initiatives 55

57 LIFESTYLE CENTER The Lifestyle Center orients buildings to face along a secondary road network and central green space to better provide a safe, accessible retail address. The central green space is the ideal place for passive recreation, outdoor cafe seating, and for visitors to congregate while shopping. Streets with wide sidewalks encourage pedestrian traffic along the street to hop from various retail and entertainment nodes. This design can be phased over time. Old retail buildings can be replaced with new modern buildings on an incremental basis. A new urban format grocery store can be built with parking on the roof and store space oriented to the new street at ground level. This type is being developed in many urban markets in the US. This will free up space for additional retail development and will increase the density and utilization of this property. Virginia Beach Blvd Great Neck Road DETAIL OF THE LYNNHAVEN LIFESTYLE CENTER CHARACTER AREA land use and development initiatives 56

58 Great Neck Road DRAFT HIGHWAY-ORIENTED DEVELOPMENT Currently, Interstate 264's access is free, but there is discussion of future tolls being implemented. Tolls would invariably place increased travel demand on Virginia Beach Boulevard. Therefore making the boulevard less conducive to human-scaled development within Lynnhaven with the exception of key nodes, close to transit. Many of the existing retail buildings and adjacent uses along Virginia Beach Boulevard are nearing the end of their life-spans. As they are redeveloped, they are recommended to do so as small retail buildings or office buildings with parking in the rear of the lots. This will provide a more reasonably-scaled street frontage, while remaining easily accessible and visible to traffic along the boulevard. Adequate, naturalized stormwater facilities are also encouraged with any Highway- Oriented Development. Virginia Beach Blvd Interstate 264 EXAMPLE OF HIGHWAY-ORIENTED DEVELOPMENT ALONG VIRGINIA BEACH BOULEVARD DETAIL OF HIGHWAY-ORIENTED DEVELOPMENT ALONG LONDON BRIDGE ROAD land use and development initiatives 57

59 Implementation Strategies IMPLEMENTATION STRATEGIES 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. SPECIAL ASSESSMENT DISTRICTS (SAD)/ SPECIAL SERVICE DISTRICTS (SSD)» Outline costs of necessary physical improvements by phase, and model SSD contributions against improvement costs.» Explore legality of FAR-based SAD.» Run financial modeling of SSD by each SGA. TAX-INCREMENT FINANCING (TIF)» Analyze fiscal impact of proposed development at the SGA level.» Model the contributions of a TIF, with contingency, in conjunction with SSD for multiple phases of infrastructure investment.» Structure infrastructure investment to lessen % public contribution over time while increasing % private contribution. BUSINESS IMPROVEMENT DISTRICT (BID)» Embrace BIDs as a way to advance the goals of the SGA effort.» Cultivate leadership in Lynnhaven to become a BID, preferably in conjunction with plan adoption. PARKING MANAGEMENT» 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. the Lynnhaven SGA Plan illustrates how, with public improvements in transit, local street networks, and open space, private property owners have an increased range of opportunities for development and utilization of their land to create new mixed-use districts that are appealing to the market place. Lynnhaven is well positioned in the city to profit from easy access and a central location. Recent modifications to the Interstate 264 interchange and planned road improvements will increase mobility and access to property located near Virginia Beach Boulevard and Lynnhaven Parkway. The possible addition of a transit station will make possible and increase redevelopment activity. Other SGAs are likely in a better position to receive early year public and private investment due to availability of land, relatively less development constraints, and access to transit. However, the Lynnhaven Master Plan is designed as a transit ready framework that permits adequate scale and density near transit while not overburdening the road network that currently serves the area. Each successive phase of public investment is positioned in such a way to unlock a corresponding return on investment. Public projects such as repairing the disjointed street network or establishing a sub-watershed stormwater utility can catalyze development sites that currently lack the prerequisite infrastructure to reasonably attract quality development. Early development initiatives should include targeting a compatible segment of light industrial and office uses (either new or relocated from other SGAs) while focusing on creating a regional amenity on the Lynnhaven River. Phasing should be revisited should changes PUBLIC AND PRIVATE INITIATIVES Lynnhaven is a complex assembly of public streets and subdivided property that will rely on incremental improvements over time. To better understand how public and private initiatives are interwoven and can strategically play out, the master plan is packaged into three phases consisting of public investments that provide the structure for private redevelopment to occur. PUBLIC-LED INITIATIVE PRIVATE-LED INITIATIVE to Naval air traffic patterns allow for more land uses to locate in the Lynnhaven SGA. implementation strategies 58

60 Phase 1 Phase 1 builds on the new traffic patterns of the London Bridge Road on and off ramps, driving development to likely occur at the intersection of London Bridge Road and Virginia Beach Boulevard. Improvements to quality and access of Lynnhaven River also becomes important as a regional amenity and draw to the Lynnhaven area, creating value and reinvestment incentive. Noise Zone: Db Francis Land House Noise Zone: Db Lynnhaven Shopping Center Noise Zone: >75 Db Virginia Beach Blvd East Branch Lynnhaven River Hutton Circle Canoe and Kayak Launch PUBLIC-LED INITIATIVE PRIVATE-LED INITIATIVE 1 Opening of Lynnhaven Phase 1 interchange improvements 2 Industrial park redevelopment 3 London Bridge Plaza redevelopment Grace Bible Church Plaza Middle School Ansol Ln 7 Lynnhaven Parkway London Bridge Creek Dean Dr 8 London Bridge Baptist Church Potters Rd 5 London Bridge Road 1 Oceana Naval Air Station 4 Property acquisition 5 Norfolk-Southern Trail 6 Lynnhaven River access and trails PHASE 1 PLAN 7 Historic General Store reuse 8 Potter's Road bridge restoration implementation strategies 59

61 Phase 2 Phase 2 is focused on improving the Lynnhaven Parkway interchange. If a dedicated transit route has been extended to Lynnhaven, this will act as an additional catalyst to redevelopment of the Lynnhaven Shopping Center and other nearby properties. Phase 1 investments in the Lynnhaven River development will be attracted to the Innovation Zone on Dean Drive as well as redeveloping the east riverfront. Noise Zone: Db Francis Land House Noise Zone: Db 5 Lynnhaven Shopping Center Noise Zone: >75 Db Virginia Beach Blvd East Branch Lynnhaven River Hutton Circle Canoe and Kayak Launch 3 4 PUBLIC-LED INITIATIVE PRIVATE-LED INITIATIVE 1 Opening of Lynnhaven Phase 2 interchange improvements 2 Innovation Zone 3 East Lynnhaven Riverfront development Grace Bible Church Plaza Middle School Ansol Ln Lynnhaven Parkway 1 London Bridge Creek 2 Dean Dr London Bridge Baptist Church Potters Rd London Bridge Road Oceana Naval Air Station 4 Transit station and park-and-ride 5 Lynnhaven Shopping Center redevelopment PHASE 2 PLAN implementation strategies 60

62 Phase 3 Phase 3 comes into play once other SGAs have achieved a large percentage of total build-out and office and other non-residential demand may be met by available properties in the Lynnhaven SGA. Its potential is derived from previous investments in transit and city street infrastructure as well has the value created by the Lynnhaven River as a regional destination. Smaller properties will, by this time, likely undergo significant adaptation and reinvestment. Noise Zone: Db Francis Land House Noise Zone: Db Lynnhaven Shopping Center 2 Noise Zone: >75 Db Virginia Beach Blvd East Branch Lynnhaven River Hutton Circle Canoe and Kayak Launch 1 3 PUBLIC-LED INITIATIVE 1 Reinvestment in strip center Grace Bible Church Ansol Ln London Bridge Creek Dean Dr London Bridge Baptist Church Potters Rd London Bridge Road Oceana Naval Air Station PRIVATE-LED INITIATIVE 2 Potential redevelopment of auto dealership 3 Virginia Beach Boulevard office Plaza Middle School Lynnhaven Parkway PHASE 3 PLAN implementation strategies 61

63 Next Steps the gradual redevelopment of the Lynnhaven SGA consists of immediate and long-term steps. Road improvements including the new Interstate 264 ramps for London Bridge Road are already completed. Additional road improvements are identified for City implementation. Adoption of the Master Plan and modifications to the zoning ordinance will position property for new private development. Concurrent to the adoption process, the City should be actively pursuing a strategic growth strategy that positions Lynnhaven to target growth appropriately, relative to the other SGAs. SUMMARY OF NEXT STEPS» Adopt the Lynnhaven SGA plan» Revisit zoning and subdivision regulations to permit redevelopment of property in the Lynnhaven SGA» Establish implementation and positioning strategy for all SGAs and develop segmentation approach for each.» Create necessary development mechanisms/ location and transit extension options and impacts process entities to encourage public and private investment» Conclude due diligence on transit station» Conclude the analysis of Interstate 264 tolling alternatives» Study feasibility and build public improvements into CIP» Incorporate recommendations from the Lynnhaven SGA Plan in future Interstate 264 interchange planning» Develop an implementation strategy for access improvements and open space restoration along the Lynnhaven River and its tributaries» Develop a comprehensive stormwater management strategy for the Lynnhaven SGA LYNNHAVEN SGA MASTER PLAN next steps 62

64 Appendix appendix 63

65 Market Analysis DRAFT DRAFT appendix 64

66 Comparison of Net New Annual Employment Growth Forecasts DRAFT DRAFT appendix 65

67 DRAFT Year Total Employment CAGR Avg. Annual Growth Year Total Office Employment CAGR Avg. Annual Growth Avg. % Office of Total MSA Southside Virginia Beach DRAFT appendix 66

68 Estimated Office Demand in the City of Virginia Beach, Scenario 1: Aggressive Growth Scenario 2: Optimistic Growth Scenario 3: Steady State Scenario 4: Decline Competitive Regional Position is Key Summary Total Deliveries 368, , , ,000 2,059,000 Absorption 651, , , ,481 2,169,481 Avg. Annual Deliveries 73, ,800 91, ,800 Avg. Annual Absorption 130, ,400 83,400 93,896 Projected Office Deliveries and Office Vacancy Rate Scenario 2 used to project individual SGA Captures. Redevelopment of the SGAs and addition of transit will enhance the City s attractiveness for office Development DRAFT DRAFT appendix 67

69 2011- MSA Education and Virginia Beach Virginia Beach Medical Virginia Beach Medical Office Square Feet Medical 2030 Health Services Job Education and Health Virginia Beach Office Employment Share of Health and Services Demand per Office Growth 1 Services Job Growth 2 Capture of Growth Growth 3 Jobs Employee 4 Demand Average 1, % % ,172 Total 27,374 10,516 5,597 1,203,443 Overall, a Saturated Retail Market MSA Southside Lynnhaven Road DRAFT DRAFT appendix 68

70 Historical and Projected Household Growth Avg. Annual Growth Year Total Households CAGR DRAFT DRAFT appendix 69

71 Plus TOTAL INCOME RANGE # % # % # % # % # % # % # % TOTAL 9, % 31, % 31, % 36, % 27, % 29, % 165, % 5.7% 5.2% 7.0% HOUSEHOLD INCOME DISTRIBUTION 16.0% 27.3% 22.2% Income Ranges DRAFT 11.5% 3.1% 1.1% 0.8% 0.1% DISTRIBUTION BY AGE OF HOUSEHOLDER 5.6% 18.9% 19.2% 21.9% Age of Householder 16.7% 17.8% Total Households and Household Growth by Age Cohort DRAFT appendix 70

72 State Forecasts 2000 Age Age Age Age Age Age 65+ Total For Comparison City of Virginia Beach Total Household Growth ,018 7,605 6,666-3, ,317 34,912 16,765 DRAFT DRAFT appendix 71

73 DRAFT MSA Year Avg. Annual Permits SF % MF % City of Virginia Beach Avg. Annual Year Permits SF % MF % Capture of MSA Avg. Annual Year Permits SF MF Income Range Price Range Demand % New Demand for New Demand % New Demand for New Demand % New Demand for New Demand % New Total 38,074 15% 5,849 41,707 16% 6,745 43,493 16% 7,038 45,461 16% 7,355 New Housing Demand Distribution by Product Type Income Range Price Range % SFD % TH % MF % SFD % TH % MF % SFD % TH % MF % SFD % TH % MF Total New Housing by Product Type Income Range Price Range SFD TH MF SFD TH MF SFD TH MF SFD TH MF Total 3,781 1, ,612 1, ,813 1, ,030 1, DRAFT Demand for New appendix 72

74 Demand for New Demand %MF % New Demand for New Income Range Price Range Demand %MF % New Total 54,743 4% 2,038 51,843 4% 1,870 SGA Capture SGA Rental Multifamily Demand Potential Avg. Annual Income Range Price Range Demand %MF % New Demand for New Demand %MF % New Demand for New Total 53,635 4% 1,937 56,061 4% 2,025 SGA Capture SGA Rental Multifamily Demand Potential Avg. Annual DRAFT DRAFT appendix 73

75 Projected Capture of New Multifamily and Townhouse Residential Demand in the City of Virginia Beach Projected Capture of New Commercial Office Demand in the City of Virginia Beach DRAFT DRAFT appendix 74

76 Assumptions DRAFT DRAFT appendix 75

77 DRAFT DRAFT appendix 76

78 APPENDIX A DRAFT appendix 77

79 appendix 78

80 Virginia Beach-Norfolk- Newport STILL AT RISK appendix 79

81 NORMAL PEAK TROUGH RECOVERY appendix 80

82 appendix 81

83 Year Student Housing Single & Roommate Rental Rent as Couple / 1st Home Young Family Own Mature Family Own Empty Nester Downsize Own Retiree Senior Housing Baby Boomers Estimated Rate of Retirement 2008 Gen Y Gen Y Gen X Gen X Baby B Baby B Eisen Baby B 2010 Gen Y Gen Y Gen Y Gen X Gen Y Baby B Gen X Baby B Eisen Baby B 2015 Gen Y Gen Y Gen Y Gen Y Gen X Baby B Gen X Eisen Baby B 2020 Gen Z Gen Y Gen Y Gen Y Gen X Gen Y Gen X Baby B Baby B appendix 82

84 Absolute Change in Households, United States One-person households, 11,825,702 appendix 83

85 Existing and Preferred Housing Type by Household Type Average GMP Per Capita Average GMP Growth 00 - '10 Average Population Growth Metro Areas with Transit Metro Areas without Transit % Difference Average GMP Per Capita Average GMP Growth Average Population Growth Seattle Portland % Difference appendix 84

86 RCLCO appendix 85

87 RCLCO RCLCO appendix 86

88 HYPOTHETICAL DEVELOPMENT PROGRAM Conservation Lots.15 du/acre Small-Lot SFD 5 du/acre Townhomes du/acre Multifamily For-Sale du/acre Multifamily For- Rent du/acre Office FAR Retail FAR.Hotel 15 Keys/Acre RCLCO RCLCO appendix 87

89 Moody s is projecting a strong recovery in the metropolitan area job market through 2015 Professional and Business Services sector will be the main driver of future office employment growth The key question is: how much of the metro area demand can the City of Virginia Beach capture? RCLCO appendix 88

90 Total Employment and Office Employment Growth in the Virginia Beach MSA (Post 2010 Projection by Moody s Analytics) Total Employment Average Annual Growth Employment Growth by Sector in the Virginia Beach MSA (Post 2010 Projection by Moody s Analytics) Office Employment Average Annual Growth appendix 89

91 Annual Office Employment Growth in the Virginia Beach of MSA and the City of Virginia Beach Estimated Office Demand in the City of Virginia Beach, Scenario 1: Growth Scenario 2: Stable State Scenario 3: Decline Competitive Regional Position is Key Redevelopment of the SGAs and addition of transit will enhance the City s attractiveness for office Development appendix 90

92 Medical Office Demand Forecast for the City of Virginia Beach, MSA Education and Health Services Job Growth 1 Virginia Beach Education and Health Services Job Growth 2 Virginia Beach Capture of Growth Virginia Beach Medical Office Employment Growth 3 Virginia Beach Medical Office Share of Health and Services Jobs Year Average 2, % % Square Feet Demand per Employee 4 Medical Office Demand Average 1, ,388 Total 28,270 10,204 5,431 1,167,765 appendix 91

93 In the next five years, household growth is projected to return to pre-recession levels but the pace of growth will slow thereafter Moody s projects that the region will add approximately 100,000 households by 2030 Estimates for household growth for the City of Virginia Beach range from 17,000 (State) to 30,000 (RCLCO) Though single-family detached homes will remain the dominant preference for new product, multifamily housing has become an increasingly large component of new housing construction in Virginia Beach Home prices from $200,000 - $290,000 in 2011 dollars have the greatest market support but prices up to $380,000 will also find substantial demand Annual Permits and Household Growth, Virginia Beach Metropolitan Area Permits per New Household Overall Vacancy Rate 2000: 6.7% Overall Vacancy Rate 2009: 9.3% appendix 92

94 City of Virginia Beach Avg. Annual Year Permits SF % MF % Historical and Projected Household Growth Virginia Beach MSA, Year Total Households CAGR Avg. Annual Growth appendix 93

95 Household Growth by Household Size City of Virginia Beach, Virginia Distribution of Households by Household Size 17% 52% 31% 32% 20% 47% 25% 34% 41% Distribution of Households by Age of Householder City of Virginia Beach, 2010 and 2030 appendix 94

96 Household Income Distribution City of Virginia Beach, 2010 HOUSEHOLD INCOME DISTRIBUTION 4.1% 4.0% 5.3% 9.9% 28.5% 23.6% Income Ranges 17.2% 4.5% 1.5% 1.3% 0.1% appendix 95

97 MSA and City of Virginia Beach Household Growth Forecast By Age Group, State Forecasts 2000 Age Age Age Age Age Age 65+ Total For Comparison City of Virginia Beach Total Household Growth ,531 6,089-2, ,053 29,319 16,765 Projected New For-Sale Housing Demand by Unit Type City of Virginia Beach ,150 1, ,330 1,480 3,470 3,440 3,510 3,490 Product Type Total New Demand Redevelopment of SGAs and transit enable the City to slightly increase its share of the region s households in the age groups, resulting in increased total household growth relative to the State forecast. appendix 96

98 Projected New Multifamily For-Rent Housing Demand City of Virginia Beach, Theoretical Price Distribution of Projected New For-Sale Housing Demand appendix 97

99 SGA ROSEMONT LYNNHAVEN HILLTOP Buildable Acres Available Land AICUZ Impact Existing Conditions appendix 98

100 GARDEN APARTMENTS MID/HIGH-RISE APARTMENTS Bonaventure Realty Drucker & Falk Dragas MULTIPLEX CONDO Chesapeake Homes FOR-SALE TOWNHOMES appendix 99

101 ANCHORED NEIGHBORHOOD UNANCHORED NEIGHBORHOOD URBAN / ABOVE RETAIL MID-RISE (SPEC) DESTINATION/ LIFESTYLE LARGE-FORMAT RETAIL MEDICAL OFFICE HIGHRISE appendix 100

102 Estimated Residual Land Values per Acre City of Virginia Beach Estimated Residual Land Values per Acre Assuming No Parking Construction Costs City of Virginia Beach appendix 101

103 appendix 102

104 appendix 103

105 As seen in the results, office space in a mixed-use development can command a statistically significant, positive premium in select markets. From these results, one concludes that mixed-use is still an emerging market niche with strong potential as our culture continues to evolve from sprawl-oriented to smarter development. With depleting amounts of developable land in viable locations, mixing uses to increase investor returns and user satisfaction will become more predominant. - appendix 104

106 Summary of National Case Study Data Transit Premiums on Land Values 100% 80% 60% 40% 20% 0% default -20% appendix 105

107 appendix 106

108 Projected Capture of New Multifamily and Townhouse Residential Demand in the City of Virginia Beach Product Density/FAR Total Land Area appendix 107