Dominion Boulevard Corridor Study (Final)

Figure 70: Area 10 location 3 2 Highway 17 West Road 1 Figure 71: Area 10 enlargement Area Plans | 95

With a collaborative design process, the design and engineering for the project can promote health and environmental stewardship.

6 Infrastructure Strategy Community Input: What is the event that should trigger the development of an area? Source: Survey 2 results, July 2014 Walking and biking trails are important to 62% of the Community . 62% Source: Survey 1 results, April 2014 Infrastructure Strategy | 97

Transportation Master Plan Speed and Road Configuration Dominion Boulevard is an Urban Principal Arterial maintained by the City of Chesapeake . The speed limit along Dominion Boulevard is posted at 45 miles per hour (mph) south of Cedar Road through most of the study area. Dominion Boulevard currently has three (3) sig- nalized intersections and one (1) unsignalized intersection in the study area. They include: Dominion Boulevard and Cedar Road/Moses Grandy Trail Dominion Boulevard and Grassfield Parkway Dominion Boulevard and Scenic Parkway Dominion Boulevard and George Washington Highway (unsignalized) The intersections on the East and West sides of Dominion Boulevard within the study area are the following: Cedar Road and Cahoon Parkway Grassfield Parkway and Cahoon Parkway Shillelagh Road and Cahoon Parkway Drumcastle Lane and West Road Moses Grandy Trail and Cedar Road Cedar Road and Scenic Parkway The studied base condition was based upon the year 2050 forecasted lane configuration from the City’s Master Transportation Plan . The base condition roadway network consists of the configuration in the table below: Limits Corridor Number of Lanes South of Cedar Rd Dominion Blvd. 8 East of Dominion Blvd Cedar Rd 6 South of Moses Grandy Trail 2 West of Dominion Blvd Moses Grandy Trail 4 East of Dominion Blvd Grassfeld Parkway 4 South of Dominion Blvd. Shillelagh Rd. 2 South of Dominion Blvd. Scenic Parkway 4 South of Dominion Blvd. West Rd. 2 South of Cedar Rd. Cahoon Parkway 4 North of Dominion Blvd. George Washington Hwy. 4 Table 4: Existing roadway network configurations Existing Traffic Volumes The Average Daily Traffic (ADT) volumes for the study area were provided by the City of Chesapeake and obtained from other publicly available sources. No traffic counts were done in conjunction with this study. Background traffic data is shown in the following table. The traffic volumes were grown to the current year 2014 utilizing a 3 percent growth rate per year and grown 1 percent per year to the 2034 studied year, which was provided by the City of Chesapeake Traffic Engineering Department. 98 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

Limits Corridor 2014 ADT 2034 ADT South of Cedar Rd Dominion Blvd. 11,990 14,630 East of Dominion Blvd Cedar Rd 26,160 31,920 South of Moses Grandy Trail 6,980 8,517 West of Dominion Blvd Moses Grandy Trail 13,080 15,960 East of Dominion Blvd Grassfeld Parkway 7,440 9,078 South of Dominion Blvd. Shillelagh Rd. 2,530 3,087 South of Dominion Blvd. Scenic Parkway 5,220 6,369 South of Dominion Blvd. West Rd. 3,220 3,929 South of Cedar Rd. Cahoon Parkway 10,360 12,641 North of Dominion Blvd. George Washington Hwy. 4,560 5,564 Table 5: Average daily traffic for key intersections The ADT volumes are slightly higher on the northern end of the study area, since some development has already occurred around Cahoon Parkway, Grassfield Parkway, and Scenic Parkway . A residential development is located off of Cahoon Parkway along with Cedar Road Elementary School. Development along Grassfield Parkway consists of a Wal- Mart, Applebee’s, and a few other retail stores. Grassfield High School is located along Scenic Parkway . Existing Level of Service According to the Highway Capacity Manual 2010, a two-lane highway operates at an acceptable capacity at 3,200 passenger cars per hour (pc/h) for two directions. Multilane highways with flow rates over 1,400 passenger cars per hour per lane (pc/h/ln) result in speeds below the highways free flow speed. Level of Service (LOS) is used to categorize the segments of the corridors . LOS ranges from A through F and is determined by the density along the roadway. A roadway with a higher density will cause the free flow speed to decrease which will lower the LOS . The table below describes the existing level of service based on density for the corridors located in the study area . Limits Corridor LOS South of Cedar Rd Dominion Blvd. A East of Dominion Blvd Cedar Rd N/A South of Moses Grandy Trail A West of Dominion Blvd Moses Grandy Trail B East of Dominion Blvd Grassfeld Parkway A South of Dominion Blvd. Shillelagh Rd. A South of Dominion Blvd. Scenic Parkway A South of Dominion Blvd. West Rd. A South of Cedar Rd. Cahoon Parkway A North of Dominion Blvd. George Washington Hwy. A Table 6: Existing level of service at key intersections Infrastructure Strategy | 99

The base model was developed by Parsons Brinkerhoff for the previous phase of the Do- minion Boulevard/Route 17 improvements project . The following table represents the inter- section level of service based upon the projected 2034 volumes and the Parsons Brinkerhoff Synchro model . The signalized intersections that have available turning movement data are shown in the following table with corresponding LOS as determined by modeling the traf- fic volumes in Synchro. The LOS of a signalized intersection is based upon the amount of delay vehicles will experience at the intersection. Intersection LOS ranges from A (free flow) through F (forced flow-jammed). The goal is to obtain a LOS D or better within the project area . Intersection PM Peak Hour LOS Dominion Blvd. & Cedar/Moses Grandy Trail C Dominion Blvd. & Grassfeld Pkwy. B Dominion Blvd. & Scenic Pkwy. C Dominion Blvd. & George Washington Hwy. A Cedar Rd. & Cahoon Pkwy. E Moses Grandy Trail & Cedar Rd. B Table 7: Level of service for key intersections Trip Generation The Institute of Transportation Engineers (ITE) Trip Generation Manual, 9th Edition was used to calculate the anticipated trips generated from the different land uses proposed within the 4 areas based on the proposed development plan and are summarized in the table below . Internal and pass-by trip reduction factors were considered for this develop- ment . The ITE Trip Generation Manual, 9th edition provides a multi-use development trip generation and internal capture summary worksheet to assist in calculating the internal capture rate . The internal capture rates utilized range from 0 percent to 27 percent depend- ing on the particular area land uses . Trip Generation Summary Average Daily Trips AM Peak Hour PM Peak Hour Area Enter Exit Total Enter Exit Total Enter Exit Total 1 2,331 2,331 4,662 561 115 676 144 509 653 2 4,274 4,273 8,547 1,028 211 1,239 264 934 1,198 3 18,795 18,789 37,584 1,754 681 2,435 1,008 1,771 2,779 4 2,951 2,949 5,900 113 271 384 294 182 476 5 3,796 3,794 7,590 122 463 585 472 256 728 6 23,173 23,167 46,340 3,242 1,304 4,546 1,411 3,113 4,524 7 857 857 1,714 34 101 135 113 67 180 8 391 390 781 16 46 62 52 30 82 9 943 942 1,885 37 112 149 125 73 198 10* 7,667 7,667 45,334 1,781 243 2,024 256 1,878 2,134 Totals 65,178 65,178 130,337 8,688 3,547 12,235 4,139 8,813 12,952 Table 8: Trip generation summary 100 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

*Area 10 is considered as an opportunity area and has only been analyzed for 2 .2 million square feet of industrial space rather than 6 .8 million square feet . As development occurs the impact to the roadway network should be closely monitored . Once the 2 .2 million square feet have been realized, each new development impact should be analyzed, and associated improvements needed incorporated into the Master transportation plan Figure 72: Internal capture for each area Infrastructure Strategy | 101

Trip Distribution Based on current traffic patterns and the planned changes with the study area, the following scenario was developed to project how traffic would flow to and from the proposed areas. The following table summarizes the proposed distributions . Directional Distribution Approach/Departure Direction Primary Trip Distribution From/To the NORTH 35% From/To the SOUTH 20% From/To the WEST 15% From/To the EAST 30% Total 100% Table 9: Trip distribution Projected Volumes Using the distributed volumes and the available average daily traffic (ADT) volumes available for the roadways within the project area, required roadway lanes were developed . The existing ADTs were projected to 2034 using a 1% growth per year factor to account for background traffic growth outside of the project area. The following table shows the anticipated 2034 Total ADT volumes . 102 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

Blvd Blvd Blvd Limits Cedar Rd South of North of South of Dominion Dominion Dominion Blvd Hwy Street George West Rd Pleasant Dominion Grove Pkwy Scenic Pkwy Shillelagh Rd Washington Cahoon Pkwy N/A 5,220 3,220 4,560 6,980 2,530 7,440 26,160 13,080 10,360 N/A 2034 9,078 8,517 3,087 3,929 6,369 5,564 31,920 15,960 14,630 12,641 699 932 1,399 Area 1 1,709 1,282 4,060 Area 2 4,228 5,638 7,517 1,879 4,697 Area 3 10,336 14,094 10,805 295 295 1,180 1,180 1,180 2,950 1,180 5 380 3,795 4,175 1,518 1,518 3,795 Area 4,634 9,268 9,268 9,268 Area 6 19,463 Trip Generation 343 857 257 171 171 857 1,714 Area 7 78 78 156 781 391 117 391 Area 8 943 283 189 377 189 1,885 Area 9 7,667 1,533 1,533 3,067 2,300 15,334 15,334 Area 10 Total 2034 27,716 13,306 14,394 53,288 17,530 24,948 20,622 21,264 34,656 17,844 67,811 Table 10: Projected traffic volumes South of Blvd Dominion South of Blvd Dominion South of Blvd Pkwy Dominion Grassfeld East of Blvd Grandy Trail Dominion Moses West of Grandy Trail Moses South of Cedar Rd Blvd Dominion East of Cedar Rd 11,990 South of 4 2014 Area ADT Projected 2034 Traffic Volumes Infrastructure Strategy | 103

The 2014 and 2034 ADT volumes that are N/A means that no background traffic data could be found on these roadway segments and therefore no volumes were utilized other than the trip generation volumes. The projected traffic volumes where distributed across the proposed roadway network based upon the land use patterns, and modeled . The anticipated Level of Service was determined utilizing the 2034 projected ADT volumes, and are shown in the following table . Projected 2034 Build Capacity Analysis Limits Corridor LOS South of Cedar Dominion Blvd C East of Dominion Blvd Cedar Rd N/A South of Moses Grandy Trail A West of Dominion Blvd Moses Grandy Trail C East of Dominion Blvd Grassfeld Pkwy A South of Dominion Blvd Shillelagh Rd C South of Dominion Blvd Scenic Pkwy B South of Dominion Blvd West Rd C South of Dominion Blvd Pleasant Grove Pkwy C South of Cedar Rd Cahoon Pkwy B George Washington Hwy B Table 11: Projected build capacity The following table represents the intersection level of service based upon the projected 2034 build volumes and the Parsons Brinkerhoff Synchro model . Intersection 2034 PM Peak Hour LOS Dominion Blvd & Cedar/Moses Grandy Trail D Dominion Blvd & Grassfeld Pkwy D Dominion Blvd & Scenic Pkwy D Dominion Blvd & Pleasant Grove Pkwy D Dominion Blvd & George Washington Hwy D Cedar Rd & Cahoon Pkwy D Moses Grandy Trail & Cedar Rd D Table 12: Projected level of service 104 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

Figure 73: Intersection level of service Infrastructure Strategy | 105

The volumes generated for the proposed land use scenarios are expected to generate ac- ceptable levels of service at all of the studied intersections . Dominion Boulevard and George Washington Highway is signalized in the build scenario . Recommendations Based on the ADT projections and the design hourly volumes for 2035, recommendations were developed for the roadway functional classification and typical section. Transportation Network Proposed Functional Number of Street Classifcation Lanes Dominion Blvd Principal Arterial 8 Cedar Rd (East of Dominion) Arterial 6 Cedar Rd (South of Moses Grandy) Collector 4 Moses Grandy Trail Local Road 4 Grassfeld Parkway Arterial 4 Shillelagh Rd Local Road 2 Scenic Parkway Arterial 4 West Rd Local Road 2 Pleasant Grove Parkway Arterial 4 Cahoon Parkway Collector 4 George Washington Highway Arterial 4 Interior Area Roads Local Road 2 Table 13: Roadway functional classifications The road sections listed all correspond to the 2050 Transportation Plan except Cedar Road south of Moses Grandy Trail . Based on the expected growth it is recommended that Cedar Road south of Moses Grandy Trail be four (4) lanes instead of two (2). This will allow for better traffic flow through the study area. The graphic illustrates the proposed number of lanes. The following are anticipated intersection geometries for each studied intersection (Dominion Boulevard is assumed the north/south roadway within these descriptions): Dominion Blvd . & Cedar/Moses Grandy Trail • No changes recommended . Dominion Blvd. & Grassfield Parkway • Four through lanes in each direction on Dominion Blvd . • Northbound right turn lane • Dual southbound left turn lanes • Dual left turn lanes and a single right turn lane on Grassfield Dominion Blvd . & Scenic Parkway • Four through lanes in each direction on Dominion Blvd . • Northbound right turn lane (operates as a free movement) • Southbound right turn lane 106 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

Figure 74: Functional classifications Infrastructure Strategy | 107

• Single northbound left turn lane • Dual southbound left turn lanes • Scenic north of Dominion is dual left turn lanes and two through lanes with a shared right turn lane • Scenic south of dominion is dual left turn lanes, two through lanes and one right turn lane (operates as a free movement) Dominion Blvd . & Pleasant Grove Parkway • New signalized intersection • Four through lanes in each direction on Dominion Blvd . • Single northbound and southbound left turn lanes • Single northbound right turn lane • Single southbound right turn lane (operates as a free movement) • Two eastbound and westbound through lanes • Single eastbound and westbound left turn lanes • Single eastbound right turn lane • Single westbound right turn lane (operates as a free movement) Dominion Blvd . & George Washington Highway • Proposed signalized location • Two through lanes in each direction on Dominion Blvd . • Single northbound left turn lane • Single southbound right turn lane • Dual eastbound left turn lanes • Single eastbound right turn lane Cedar Road & Cahoon Parkway • Remove the split phasing from the signal and provide standard NEMA phasing (8-phase) • Three through lanes in each direction on Cedar Road • Dual left turn lanes in each direction on Cedar Road • Dual eastbound right turn lanes • Dual northbound left turn lanes • Single northbound right turn lane (operates as a free movement) • Single north and southbound through lanes • Single southbound left and right turn lanes . Moses Grandy Trail & Cedar Road • Two through lanes in each direction on Moses Grandy Trail • Single eastbound left turn lane • Dual westbound left turn lanes The studied intersections should be evaluated with each stage of construction to ensure the proper amount of turn lane storage and level of service is maintained including retiming of the existing signal corridor . The intersection of Dominion Boulevard and George Washington Highway should be monitored closely for possible signalization . 108 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

The following table details the roadway improvements needed and estimated construction costs associated with the improvements . Main Throughfare Roadway Existing Proposed Estimated Contingency Total Cost Cross-Section Cross-Section Cost 20% Dominion Blvd 4-Lane 8-Lane $3,960,000 $792,000 Miscellaneous Turn Lanes $529,000 $105,800 Signalization Improvements $1,100,000 $220,000 Shillelagh Rd 2-Lane 4-Lane $7,590,000 $1,518,000 Cedar Rd (East of Dominion) 4-Lane 6-Lane $1,500,000 $300,000 $43,777,530 Cedar Rd (South of Moses Grandy Tr) 2-Lane 4-Lane $2,390,850 $478,170 Scenic Pkwy 2 & 4-Lane 4-Lane $4,231,425 $846,285 George Washington Hwy 2-Lane 4-Lane $7,590,000 $1,518,000 Pleasant Grove Pkwy - 4-Lane $7,590,000 $1,518,000 Table 14: Estimated cost summary table The above estimated costs are only construction costs based on widening the existing facilities to include a concrete median, curbed roadways, and bike lanes. Right-of-way, engineering and inflation costs are not included in the estimate. The internal connector roads associated with each Area were not evaluated during the analysis. The existing cross-sections listed are based on the 2050 Chesapeake Transportation Plan and the recommendations of this study. Proposed frontage roads shall be considered with caution. If the roads are in too close proximity to a high traffic volume intersection then queues have the potential to back up into the upstream or downstream intersection. There should be a minimum of 650 feet from any intersection to a frontage road. If a frontage road is less than 650 feet from a near-by intersection then access shall be restricted to right-in/right-out only. The current study’s plan follows a minimum of 650 feet spacing from a high traffic volume intersection. The proposed locations of future signal locations shall be determined by the land developer by completing a traffic impact study for any development generating greater than 100 primary trips in the peak hour or at the request of the City. Spacing of signals shall be no less than ½ mile unless authorized by the City. The potential locations of traffic signals are Dominion Boulevard and George Washington Highway, Scenic Parkway and Shillelagh Road, Shillelagh Road and Pleasant Grove Parkway, and West Road and Pleasant Grove Parkway. The future Pleasant Grove Parkway will be a limited-access arterial with a 45 mph design speed and on-street parking is not allowed. Access points along the parkway should be limited and will in most cases require a traffic signal at these intersections. There are many resources available for fnancial support to help build the infrastructure that is needed. Outside of raising city taxes the city could allow TIF’s (Tax Increment Financing). This is a method to allow developers to use their future gains to pay for infrastructure improvements. There is also the Virginia Economic Development Incentive Grant Program, Revenue Sharing Funds available from VDOT, and Regional Surface Transportation Program (RSTP) Funds. All of these funding sources could help to provide fnancial support to the infrastructure upgrades needed to support the anticipated development along the Dominion Boulevard corridor. Infrastructure Strategy | 109

Utilities Master Plan EXISTING CONDITIONS Sewer System Based on City GIS information, the existing gravity sewer through the Dominion Corridor is relatively new, with the majority of the pipe and manholes having been installed in the 1990’s and 2000’s. Sizes range from 8” – 18” and are comprised of several different materials including ductile iron, polyvinyl chloride (PVC), and truss pipe. Service is primarily confned to the northern most section of the Corridor and the northwest side of Dominion Boulevard. Gravity sewer extends as far south as Drumcastle Lane and Scenic Parkway. The remainder of the Corridor is served by private septic systems, including the Airport. LF of pipe = approximately 65,000 # of manholes = 324 The existing gravity sewer system is served by fve (5) pump stations; Pump Station #’s 235, 238, 248, 260, and 261. The capacity of the existing pump stations range from an operating volume of 398 gallons at Pump Station 238 to an operating volume of 2,104 gallons at Pump Station 261. Existing Pump Station Capacity Pump Station Number Maximum Flow, Qavg, GPD 235 116,500 238 218,800 248 184,300 260 475,200 261 501,900 Table 15: Existing pump station capacity The existing force mains serving the pump stations range in size from 6” – 12” and are comprised of ductile iron or PVC pipe. The force mains serving each pump station connect directly to an existing Hampton Roads Sanitation District (HRSD) Interceptor Force Main. HRSD’s existing force main runs through the northern section of the Corridor along Cedar Road. This existing HRSD force main is comprised of 18” and 24” pipe and conveys flows to the Nansemond and Atlantic Treatment Plants. The majority of the area surrounding the existing pump stations is already developed. The existing pump stations have some capacity to support the large amount of economic expansion planned in this study. Additional pump stations and the infrastructure to convey flows may be required to accommodate future growth. 110 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

City of Chesapeake - Dominion Corridor City of Chesapeake - Dominion Corridor HRSD/water connection Existing Sanitary Sewer Conditions Existing Sanitary Sewer Conditions Existing HRSD line Existing water line Proposed HRSD line MOSES Proposed water line GRANDY 238 DOMINION CEDAR DOMINION Study area 238 248 260 Figure 75. Regional view of existing and proposed sewer DOMINION CEDAR system and main connections for the study area Existing Sanitary Sewer Conditions DOMINION 235 City of Chesapeake - Dominion Corridor City of Chesapeake - Dominion Corridor DOMINION Existing Sanitary Sewer Conditions 248 260 261 MOSES GRANDY 238 DOMINION CEDAR DOMINION 248 238 DOMINION CEDAR 260 235 NUMBER TEN 235 DOMINION DOMINION DOMINION SHILLELAGH 248 260 261 HERRING DITCH HIGHWAY 17 WEST NUMBER TEN SHILLELAGH 235 DOMINION 261 SHILLELAGH HERRING DITCH HIGHWAY 17 WEST WEST 261 SHILLELAGH WEST Legend AIRPORT \" ) City Pump Station Legend Legend Water Lines AIRPORT NUMBER TEN \" ) City Pump Station Gravity Sewer - City \" ) City Pump Station NUMBER TEN Water Lines Force Main - City Gravity Sewer - City Legend Force Main - City HRSD Force Main HRSD Service Area Boundary HRSD Force Main \" ) City Pump Station HRSD Service Area Boundary Pump Station Service Area Boundary HRSD Service Area Boundary HRSD Service Area Boundary Pump Station Service Area Boundary Pump Station Service Area Boundary Dominion Corridor Study Area Pump Station Service Area Boundary Dominion Corridor Study Area Dominion Corridor Study Area Water Water Water Dominion Corridor Study Area Water ³ Figure 76. The service areas in relation to Dominion Figure 77. Existing sewer and water ³ 0 0.25 0.5 1 1.5 2 ³ 0 0.125 0.25 0.5 0.75 1 Boulevard. Miles Miles ³ 0 0.25 0.5 1 1.5 2 Miles 0 0.125 0.25 0.5 0.75 1 Miles Infrastructure Strategy | 111

Water System The existing water infrastructure through the Dominion Corridor generally follows the same alignment as the sewer system. Based on City GIS (geographic information system) information, the majority of the transmission and distribution lines were installed in the 2000’s and range in size between 4” – 24”. The majority of the lines are comprised of ductile iron and PVC pipe with a few lines being comprised of cast iron pipe. There is approximately 101,000 linear feet of active pipe within the Corridor. Service is primarily confned to the same areas where sewer service is available. There is an existing 8” line that serves a City training facility that runs down George Washington Highway and enters the Corridor along Number Ten Lane. The remainder of the Corridor is served by private well systems, including the Airport. The major transmission mains currently serving the area within the Corridor are located along Dominion Boulevard and Cedar Road and range in size from 16” – 24”. There is also a 16” and 12” transmission main loop that runs down Grassfeld Parkway from Dominion Boulevard and connects to Cedar Road at the Cahoon Parkway intersection. A 16” transmission main extends south on Scenic Parkway from Dominion Blvd. CORRIDOR PLAN - PROGRAM PROJECTIONS Sewer System Based on the market research study performed by RCLCO, Areas 3, 4, 5 and 6 were determined to be able to support economic growth. Design Workshop provided Woolpert with Program Allocations which included square footage projections for Retail, Office and Industrial space and number of projected units for Residential space. From these allocations, flows for each Area were generated using the guidelines and requirements set forth in the Regional Technical Standards (RTS). Chesapeake’s existing pump stations were used as a comparison point for projecting approximate pump station size throughout the Corridor. The largest existing pump station within the Corridor is Pump Station 261, with capacity of 500,000 gallons per day (GPD). For this report, it was assumed that the flows produced by the projected development throughout the Corridor would be handled with new infrastructure and new pump stations. However, existing pump stations have some capacity for increased flow. If pump stations similar in size to existing Pump Station 261 are built, then the flows generated by the Program Allocations may require construction of fve new pump stations in the targeted development areas. Through several internal discussions and close coordination with HRSD personnel, Chesapeake Utilities and HRSD have agreed upon the installation of a new HRSD Interceptor Force Main through the Dominion Corridor. The conceptual alignment of the Interceptor Force Main will follow a primary right-of-way through the corridor. The future Interceptor Force Main will connect to existing HRSD infrastructure at Cedar Road on the north western side of the Corridor and on Battlefeld Boulevard, east of the Corridor. The connection east of the corridor will be made at either the Hillwell Road or Hillcrest Parkway intersection. The future alignment through the Corridor will depend on the magnitude of development and need for easements or right-of-way acquisition. Alignment options can be seen on fgure 73. In the past, flows have been modeled by HRSD to connect to the existing interceptor system at Hillwell Road. HRSD’s main requirement is that the future interceptor 112 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

follows a designated transportation corridor that is wide enough to ultimately accommodate up to two HRSD pipelines. Additionally, some portions of the HRSD system can be designated simply as transmission lines rather than as interceptors. Transmission lines are pipelines that flow through an area but are not intended to provide service to the area through which they flow. Force main pipe sizes for the new pump stations within the Dominion Corridor were assumed to be the same size as equivalent existing pump stations. When possible, these force mains will manifold together prior to connecting to the proposed HRSD Interceptor Force Main or an existing force main. The exact location and size of future Pump Stations and Force Mains will be determined as development progresses throughout the Dominion Corridor. For the purposes of this report, location, size, and length of all sanitary sewer infrastructure has been approximated based on the projected Program Allocations and preliminary layout of proposed development. Existing water main Existing intermediate water transmission main Proposed water main Economic Development Proposed water transmission Catalyst Area main Proposed intermediate water transmission main Economic Development Catalyst Area - proposed water transmission main Study area Figure 78: Overall existing and proposed water system and main connections for the study area Infrastructure Strategy | 113

Water System Based on the market research study performed by RCLCO, Areas 3, 4, 5 and 6 were determined to be able to support economic growth. Design Workshop provided Woolpert with Program Allocations for Scenario 3, which included square footage projections for Retail, Office and Industrial space and number of projected units for Residential space. Fire Flow requirements were referenced from the Chesapeake Public Facilities Manual. Domestic (non-fre) flows were estimated using American Water Works Association (AWWA) criteria. The proposed development in the four study areas is expected to add approximately 1,300 gpm of average daily water consumption, with a peak demand of approximately 3,622 gpm. The hydrants located near each of the development areas were assessed individually. Existing fre hydrant capacity information was provided by the City and was assumed to be fully available, meaning all available flow could be allocated to the development identifed in the market research study. In order to effectively provide water service to the proposed development within the Dominion Corridor, a new water transmission main is recommended. This transmission main will follow the same alignment through the Corridor as the proposed HRSD Interceptor Force Main. Connection to existing water infrastructure will be made at either the Hillwell Road or Hillcrest Parkway intersections along Battlefeld Boulevard. A model analysis of this proposed transmission main is required to evaluate the impacts of this main and the proposed water infrastructure on system pressure, reliability, and flow. The model will also need to be used to evaluate water age to avoid extended travel times that degrade water quality. The exact location and size of future water infrastructure will be determined as development progresses throughout the Dominion Corridor. For the purposes of this report, location, size, and length of all water infrastructure has been approximated based on the projected Program Allocations and preliminary layout of proposed development. Opportunity Site - Area 10 In addition to the Program Allocations projected for Areas 3-6, Area 10 was identifed as an “opportunity site” and able to support industrial development due to its proximity to the airport. This site’s potential for development independent of the rest of the corridor required a separate analysis. Sewer Since Area 10 is separate from the bulk of the Program Allocations in Areas 3-6, a separate pump station will be required to convey sewer flows to the proposed HRSD Interceptor Force Main. Based on the Program Allocations generated by Design Workshop for Area 10, an average daily flow of 408,000 gallons is estimated though 600,000 gallons per day may be generated by full build-out. This amount of flow would require a pump station similar in size to the City’s existing pump station number 261. Water In order to provide water service to Area 10, a water main would need to be installed from the proposed water transmission main and down West Road to Area 10. Design Workshop’s Program Allocations for this area indicated that the area would only include light industrial development. Due to the low domestic water consumption volumes 114 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

typically associated with light industrial space, Area 10 is expected to require approximately 440 gpm of average daily water consumption, with a peak demand of approximately 2,457 gpm. However, if a business with high water demand locates in this area (such as a hotel or brewery), demand would be much higher. Besides domestic demand, adequate fre flow for light industrial uses will influence the water system requirements. The volume of water required will ultimately be determined based upon proposed building size and use. The wide variations in fre flow needs for this land usage category preclude even preliminary sizing of water lines for fre flows. For the purposes of this report, it is assumed that water for daily consumption will be provided from a distribution main. It is possible on-site storage tanks or a City owned elevated storage tank may be desirable to provide consistent system pressure and adequate fre protection, although tanks sometimes present water quality challenges. As more information on potential uses for the site becomes available, this approach may be revised. Existing HRSD force main Proposed HRSD force main Proposed City pump station Proposed City force main Proposed gravity sewer Economic Development Catalyst Area Proposed City pump station Economic Development Catalyst Area- Proposed city forced main Study Area Figure 79: Overall existing and proposed sewer system, pump stations, and main connections for the study area Infrastructure Strategy | 115

IMPLEMENTATION OF UTILITY INFRASTRUCTURE Overall Corridor Concept Installation of the proposed utility infrastructure within the Dominion Corridor will generally progress as development progresses. However, installation of key infrastructure components will be required in the early stages of Corridor development. The proposed HRSD Interceptor Force Main and water transmission main will serve as the backbone for the future development outlined in the Program Allocations. These lines should be installed during construction of the new proposed roadways. It is recommended that sufficient space be allotted within the right-of-way for the built-out water and sewer infrastructure capacity needs. Model analysis of the proposed HRSD Interceptor Force Main and water transmission main may dictate that a smaller pipe be installed initially while development progresses. Funding Strategies In years past, the traditional strategy for implementation of utility infrastructure in support of economic growth and development throughout the City results in the burden of the cost and installation of the infrastructure being that of the developer. This infrastructure is typically installed as development expands and sizing is coordinated with the City. Sewer and water infrastructure within the right-of-way would then be publicly owned and maintained. In support of future development throughout the Dominion Corridor, the City will install the major transmission water main and HRSD will install their proposed Interceptor Force Main. These lines will serve as the backbone for future development growth. Implementation of the remaining utility infrastructure can be funded in a number of ways. The traditional method of the developer installing all required utility infrastructure is still the current policy. However, in order to generate interest amongst private investors, a new strategy for the Corridor may need to be adopted. This will be an ever-changing strategy that will adapt to bring investors to the Corridor. Strategies would include identifying cost sharing opportunities between the City and the developer. One area of cost sharing could be accomplished on the intermediate infrastructure located between developments and the major transmission/interceptor lines. Another area of cost sharing could be on the upsizing of pipe. Here, the City would size the new infrastructure to not only meet the demands of the proposed development, but also future growth that would be supported by this infrastructure. In these scenarios, the full burden of cost would not fall solely on the Developers in hopes that this will generate interest throughout the Corridor. Another option would involve the City installing infrastructure in advance of development. Funds could then be recouped through Pro Rata payments from the developers. This option may prove most appealing in the developers eyes due to the fact that their up front utility costs may be signifcantly minimized to just their site and connection fees. Traditionally, it has been uncommon for the City to install utility infrastructure at its own expense in support of development activities. Implementing these new strategies will require acceptance from City Council as well as a philosophical change in the way development has been handled in the past. Strategies will need to be flexible to adapt to the economic landscape and demand as development progresses through the years. PROJECTED UTILITY SYSTEM COSTS 116 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

Sewer In order to estimate what new sewer infrastructure would be required to serve Areas 3-6, location and size of existing sewer infrastructure was reviewed. The majority of the area surrounding the existing pump stations is partially developed. The existing pump stations have a signifcant amount of capacity to support the large amount of economic expansion planned in this study. Area 4 is already served with sewer by pump stations 235 & 248. Areas 3 and 5 are partly served with existing pump stations 260 and 261. Additional pump stations and the infrastructure to convey flows will be required to accommodate future growth. For estimating pipe lengths, diameters and number of connections within the residential acreage, an existing adjacent subdivision was analyzed. Pipe length and size data was collected from the City-provided GIS database and was equated to the acreage of the existing subdivision. Pipe lengths outside of residential allotments and surrounding non- residential areas were estimated based on the proposed roadway layout shown on the Master Land Use Plan. The length of pipe within Retail, Office and Industrial areas was not estimated due to the site- and process-specifc needs of individual properties. At this stage of Corridor planning, exact pipe sizes along individual streets and parcels cannot be determined. An average cost per linear foot of pipe was assumed. Costs for sanitary pipe were taken from recent project bid tabulations and were approximated to include lateral connections, manholes, and typical construction activities. Pipe 10” and smaller is assumed to be PVC. Pipe 12” and larger is assumed to be ductile iron. Approximate costs for pump stations were taken from recent project bid tabulations within the Hampton Roads area. Water In order to estimate what new water infrastructure would be required to serve Areas 3-6, location and size of existing water infrastructure was reviewed. The majority of Area 4 has already been developed and the existing water transmission lines already exist. Area 5 has an existing 16” ductile iron transmission main that extends down Scenic Parkway to Drumcastle Lane. This transmission main can be extended to the proposed transmission main that extends through the Corridor. The majority of Areas 3 and 6 do not have existing water infrastructure and will require new transmission mains. For cost estimating purposes, pipe sizes for the transmission mains within the various Areas were estimated based on conveying the fre flow at the maximum allowable velocity outlined in the Chesapeake Public Facilities Manual (PFM). Pipe lengths for transmission mains were estimated based on approximate connection points to the existing water infrastructure and proposed transmission main. Pipe lengths for distribution mains were estimated based on the proposed roadway layout shown on the Master Land Use Plan. At this stage of Corridor planning, exact pipe sizes along individual streets and parcels cannot be determined. An average cost per linear foot of pipe was assumed. For estimating pipe lengths, diameters and number of connections within the residential area allotment, an existing adjacent subdivision was analyzed. Pipe length and size data was collected from the City-provided GIS database and was equated to the acreage of the existing subdivision. The length of pipe within Retail, Office and Industrial areas was not estimated due to the site- and process-specifc needs of individual properties. Infrastructure Strategy | 117

Costs for water main pipe were taken from recent project bid tabulations and were approximated to include connections and other typical construction activities. Pipe 10” and smaller is assumed to be PVC. Pipe 12” and larger is assumed to be ductile iron. COST TABLES The following tables show the estimated utility infrastructure costs for the proposed Program Allocations. Costs were divided to show the magnitude of funding required by the City of Chesapeake, HRSD, and Developers. As was noted above, pipe sizes and locations for serving non-residential areas are highly dependent on the site- and process-specifc needs of individual properties. Therefore, many non-residential costs are approximated based on the footage of the roadway networks in the areas. Sewer pump stations and force mains and the intermediate water transmission main distances are estimated based on the proposed Master Land Use Plan and the size of the development areas. Funding sources for the developer-constructed public infrastructure will be identifed and agreed upon as development progresses. All costs assume complete build out of the Corridor, per the Program Allocations. All lengths and sizes of proposed utility infrastructure are approximate. All costs are estimated in 2014 dollars. City of Chesapeake Costs Water Proposed Water Transmission Main Approx. LF of Pipe Approx. Pipe Size Estimated Unit Cost Approx. Total Cost 49,000/65,000 24” $350 $17M/$23M NOTE: Costs for HRSD Costs the future HRSD Interceptor and water Sewer transmission main are shown as the shortest Proposed HRSD Interceptor Force Main and longest routing options. Depending on Approx. LF of Pipe Approx. Pipe Size Estimated Unit Cost Approx. Total Cost the alignment chosen, costs are expected to be 52,000/68,000 24” $350 $18M/$24M within this range. These approximate costs do not include easement or right-of-way acquisition. 118 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

Developer Costs Sewer APPROXIMATE RESIDENTIAL SEWER SERVICE COSTS Area 3 Acres Unit Cost / Res Acre Approx. Cost - Residential Residential 264 $18,500 $ 4,884,000 Area 4 Acres Unit Cost / Res Acre Approx. Cost - Residential Residential 52 $18,500 $962,000 Area 5 Acres Unit Cost / Res Acre Approx. Cost - Residential Residential 104 $18,500 $1,924,000 Area 6 Acres Unit Cost / Res Acre Approx. Cost - Residential Residential 144 $18,500 $2,664,000 Total Cost $10,434,000 Infrastructure Strategy | 119

APPROXIMATE NON RESIDENTIAL SEWER SERVICE COSTS Area 3 Approx. LF Cost / LF Approx. Cost - Non Residential Major Roadways 60,000 $235 $14,100,000 Area 4 Approx. LF Cost / LF Approx. Cost - Non Residential Major Roadways 0 $235 $0 Area 5 Approx. LF Cost / LF Approx. Cost - Non Residential Major Roadways 0 $235 $0 Area 6 Approx. LF Cost / LF Approx. Cost - Non Residential Major Roadways 40,000 $235 $9,400,000 Total Cost $23,500,000 120 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

APPROXIMATE SEWER PUMP STATION/FORCE MAIN COSTS Area 3 No. of Stations / LF of Pipe Unit Cost Approx. Cost - PS & FM Pump Stations 2 $900,000 $1,800,000 Force Main 7,500 $175 $1,312,500 Area 4 No. of Stations / LF of Pipe Unit Cost Approx. Cost - Residential Pump Stations 0 $750,000 $0 Force Main 0 $175 $0 Area 5 No. of Stations / LF of Pipe Unit Cost Approx. Cost - Residential Pump Stations 1 $900,000 $900,000 Force Main 2,500 $175 $437,500 Area 6 No. of Stations / LF of Pipe Unit Cost Approx. Cost - Residential Pump Stations 1 $900,000 $900,000 Force Main 5,000 $175 $875,000 Total Cost $6,225,500 APPROXIMATE TOTAL DEVELOPER COSTS FOR SEWER NOTE: All approximate Developer costs were generated from available Residential Non Residential Pump Station/Force Main information. It is assumed that these $10,434,000 $23,500,000 $6,225,500 costs are not all inclusive and are on the low end of the total amount of infrastructure that will Total Cost $42,159,500 be required to serve the proposed Program Allocations. These approximate costs should be updated as more information and detail is made available. Infrastructure Strategy | 121

APPROXIMATE RESIDENTIAL WATER SERVICE COSTS Area 3 Acres Unit Cost / Res Acre Approx. Cost - Residential Residential 264 $13,750 $3,630,000 Area 4 Acres Unit Cost / Res Acre Approx. Cost - Residential Residential 52 $13,750 $715,000 Area 5 Acres Unit Cost / Res Acre Approx. Cost - Residential Residential 104 $13,750 $1,430,000 Area 6 Acres Unit Cost / Res Acre Approx. Cost - Residential Residential 144 $13,750 $1,980,000 Total Cost $7,755,000 122 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

APPROXIMATE NON RESIDENTIAL WATER SERVICE COSTS Area 3 Approx. LF Cost / LF Approx. Cost - Non Residential Major Roadways 60,000 $150 $9,000,000 Intermediate 10,500 $175 $1,837,500 Transmission Mains Area 4 Approx. LF Cost / LF Approx. Cost - Non Residential Major Roadways 0 $150 $0 Intermediate 0 $175 $0 Transmission Mains Area 5 Approx. LF Cost / LF Approx. Cost - Non Residential Major Roadways 0 $150 $0 Intermediate 5,000 $175 $875,500 Transmission Mains Area 6 Approx. LF Cost / LF Approx. Cost - Non Residential Major Roadways 40,000 $150 $6,000,000 Intermediate 0 $175 $0 Transmission Mains Total Cost $17,712,500 APPROXIMATE TOTAL DEVELOPER COSTS FOR WATER Residential Non Residential $7,755,000 $17,712,500 Total Cost $25,467,500 Infrastructure Strategy | 123

Opportunity Site - Area 10 All costs for Area 10 are based on the following assumptions: 1. Services will connect to the proposed water and sewer infrastructure on the proposed Pleasant Grove Parkway. 2. Only water and sewer costs shown are for projected Program Allocations, not full build-out of Area. 3. If development requires hire flows than typical light industrial, an elevated water storage tank and larger water main will likely be required. 4. All costs will ultimately be the responsibility of the developer(s) APPROXIMATE UTILITY COSTS TO SERVE AREA 10 Sewer Water (Light Industrial) Elevated Water Storage Tank $3,000,000 $2,500,000 $3,000,000 124 | Infrastructure Strategy DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

Telecommunications Infrastructure Strategy Cities such as Portland, Los Angeles and others have committed to city wide broadband strategies to advance connectivity going forward . Part of the impetus for this is the 2010 National Broadband Plan established in 2010 that “sets out a roadmap for initiatives to stimulate economic growth, spur job creation and boost America’s capabilities in education, health care, homeland security and more . The plan includes sections focusing on economic opportunity, education, health care, energy and the environment, government performance, civic engagement and public safety” . Establishing a broadband infrastructure strategy will enhance the competitive advantage of Chesapeake to attract new businesses . Like with the quality of place and its amenities, busi- nesses are making decisions to locate based on the quality and capacity of its broadband infrastructure . Once implemented it will help accelerate job creation, promote innovation and entrepreneurship, expand the image and attractiveness of the city, support improved heath- care and public safety and enhance social inclusion and equity . The Portland Plan and the Los Angeles Plan offers several strategies that should be consid- ered for the master plan: • Prioritize “big pipe capacity through clustering very large capacity users and providing incentives to serve these areas . • Attract R&D partners to the project and partner with R&D partners that already exist in the region . • Establish Neighborhood hubs and high capacity access points within neighborhood centers . • Ensure that every home and every business can be served by advanced communica- tions networks . • Create an open network, so that no one is prevented or blocked from taking full advan- tage of the internet’s capabilities . • Integrate broadband infrastructure into the design of street infrastructure and community planning and design . Utility placement (water, sewer, fber optic) under pavement to minimize Figure 80: Proposed utility placement conflict with streetscape elements Infrastructure Strategy | 125

This master plan and subsequent planning and design efforts benefit from engagement with the citizens of Chesapeake.

7 Appendices Community Input: 83% 83% of the respondents live in the Study Area . Source: Survey 1 and 2 results, April 2014 and July 2014 Appendices | 127

Public Charette 1 April 3, 2014 What the Community said: My interest in the project area is 87% homeowner What is the biggest threat to Chesapeake’s future? (Choose 3) Loss of agriculture and rural quality Loss of open space and environmental quality Housing choices and affordability Loss of tax revenue to other cities Lack of jobs and major employment centers Loss of heritage and culture National economic issues Global economic issues I do not know, I would like to learn more 0 50 100 150 200 250 128 | Appendices DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

What would have the most positive impact on Chesapeake’s future? (Choose 3) A major employment center New housing communities Agriculture preservation Environmental protection Providing a tourist economy Providing green oriented focus A new town center for Chesapeake Protection of water quality I do not know, I would like to learn more 0 50 100 150 200 250 Assuming growth in the region is inevitable, the study area Is a logical place to accommodate growth Should only accommodate a reasonable portion of that growth Limit growth to preserve agriculture and open space Should accommodate as much growth as it can I do not know, I would like to learn more 0 50 100 150 200 250 Appendices | 129

The planning process should most promote: (Choose 3) Economic development Strengthening community Environmental responsibility History and heritage Lack of jobs and major employment centers None of the above All of the above I do not know, I would like to learn more 0 50 100 150 200 250 300 350 The most important strategy when planning the study area is to: (Choose 3) Maintain agricultural an rural qualities Create dynamic “mixed use” communities Create more suburban style housing projects Create parks and recreation space Leverage airport and Route 17 into jobs creating uses Connect the study area to rapid transit Create golf course and recreation based communities Organize the plan around wetlands and canals I do not know, I would like to learn more 0 30 60 90 120 150 130 | Appendices DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

The livability features most important to provide are: (Choose 3) Jobs/housing balance Park space per capita Walkability Accessibility to public transportation Places of worship per capita Ratio of open space to developed area Community and neighborhood connectivity Community gardens and community supported agriculture I do not know, I would like to learn more 0 50 100 150 200 250 The most important things we need to improve upon as a City are: (Choose 3) Variety and affordability in housing choices Environmental responsibility Urban, community and neighborhood form and design Multimodal accessibility (transity, cars, bikes, walking) Ratios of development to open space Ratios of jobs to housing units Ratios of parks and recreation per capita Higher percentage of community and institutional uses Access to local and regional goods and services I do not know, I would like to learn more 0 50 100 150 200 Appendices | 131

The most important features of the study area that can be used to inform the plan are: (Choose 3) The Great Dismal Swamp The agricultural landscape The new housing community and school The airport The site’s wetlands and canals The equestrian facility Dominion Boulevard The new bridge I do not know, I would like to learn more 0 50 100 150 200 250 If I was to plan the best outcome long term, I would: A. Create a land use master plan B. Allow the land to develop as it will based on market C. Create a master plan and specific codes and standards Somewhere between A and B Somewhere between B and C I do not know, I would like to learn more 0 50 100 150 200 250 300 132 | Appendices DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

If I was to plan a perfect neighborhood: 68% would integrate the land uses to include houses, gathering places and commercial within walking distance of each other If I was to plan a perfect development: 79% would plan it so that the environmentally sensitive areas are protected and development is organized onto the remaining land Appendices | 133

If I was to plan a perfect development: 77% would link stormwater management and recreation into a big system that connects the neighborhood together with a green infrastructure How many acres of parks per captia should the plan provide? 15 acres per 1000 people (NRPA standard) More than 15 acres per 1000 people Less than 15 acres per 1000 people The City doesn’t need to provide parks We don’t need any more parks I do not know, I would like to learn more 0 50 100 150 200 250 300 134 | Appendices DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

Importance of walking and biking trails 62% think walking and biking trails are very important Appendices | 135

Public Charette 2 July 1, 2014 What the community said: My interest in the project area is 83% homeowner The event that should trigger the development of an area is: A. Once the previous Area has been fully developed B. uses maintain jobs to housing balance C. Whenever the market is ready for new development All of the above A and B only A and C only B and C only 0 10 20 30 40 50 136 | Appendices DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

The first Areas that should be developed are: (Choose 2) Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 Area 8 Area 9 Area 10 0 10 20 30 40 50 60 70 80 The next phase of development should occur on: (Choose 2) Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 Area 8 Area 9 Area 10 0 5 10 15 20 25 30 35 40 Appendices | 137

The Areas that should be planned and developed last are: (Choose 2) Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 Area 8 Area 9 Area 10 0 10 20 30 40 50 The Areas that should not be planned for at this time and left alone are: (Choose 2) Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 Area 8 Area 9 Area 10 0 5 10 15 20 25 30 35 138 | Appendices DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

The first Areas that promote a gateway experience for Chesa- peake are: (Choose 2) Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 Area 8 Area 9 Area 10 0 5 10 15 20 25 The best place to locate an employment center is: Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 Area 8 Area 9 Area 10 0 20 40 60 80 100 Appendices | 139

The Major Employment Center should include: Light industrial uses Office and retail uses Office, retail and residential uses Office, retail, residential, and community uses Office, light industrial and industrial Office, light industrial, industrial, and retail uses Office, light industrial, industrial, retail and residential uses Office, light industrial, industrial, retail, residential and community uses 0 10 20 30 40 50 60 70 80 The Area to promote as a walkable mixed use town center is: Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 Area 8 Area 9 Area 10 0 10 20 30 40 50 60 140 | Appendices DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

The best area to promote suburban style development is: Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 Area 8 Area 9 Area 10 0 10 20 30 40 50 60 The best area to promote rural development is: Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 Area 8 Area 9 Area 10 0 10 20 30 40 50 60 Appendices | 141

The best area to preserve agriculture is: Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 Area 8 Area 9 Area 10 0 10 20 30 40 50 60 The scenario that I most agree with is: Scenario 1 Scenario 2 Scenario 3 0 10 20 30 40 50 60 70 80 142 | Appendices DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia

Public Open House November 13, 2014 What the community said: Streets/Transit Station 1 . Like the “readability of the text” 2 . Lacks street names 3 . Farm land, Army Corps gave okay to clear 4 . Market study used to justify designate density levels & conservation areas 5 . Need for east to west connectors 6 . Need to relieve traffic on Shillelagh Road 7 . Get roof tops to support the incoming businesses 8 . *Color a progression 9 . Intersection important, blending existing land uses 10 . Need a tourist draw 11 . Extend line down Shillelagh Road 12 . Like sidewalks and trails 13 . Don’t make traffic worse on George Washington Highway 14 . Light rail farfetched, but Bus Rapid Transit could work- need rooftops first Land Use Plan Station 1 . High density/ medium density residential won’t work in this area 2 . Too much residential, not enough non-residential land uses . Mixed use will end up being just residential 3 . Include some areas here in the suburban overlay 4 . Keep densities north of Pleasant Grove Pkwy 5 . Quality of Life- Recreation center, community pool needed, and evening activities 6 . Walkability- Not like Greenbrier 7 . Area for Farmers Market 8 . Traffic from 64 to 464- access to Dominion area 9 . Vacancy rates for both residential & commercial- Don’t overbuild (area by Walmart not full) 10 . Public open spaces are good/keep green space 11 . Concerned with traffic 12 . Commuter tolls for frequent users/ toll- discount? (avoidance) 13 . Need to be mindful of people’s property rights for future roadways coming through on plan . 14 . Area 1,2,4 should be higher priority 15 . Would like to get City water & sewer 16 . Likes live/work/play concept- especially near medical center 17 . Property- Back of Las Gaviotas/Cahoon golf course is not forested (NWI)= farmland (Spruill/29.2 acres – 4 parcels) 18 . Check proposed alignment of roads 19 . “Grassfield” name needs to be memorialized 20 . Need mix of businesses, high tech but also mom & pop retail, boutiques 21 . Need a hardware store, not big box 22 . Don’t do same old same old strip centers and big box 23 . For office /warehouse uses with outside storage, try and hide it in middle of office/office research areas Appendices | 143

Open Space/ Storm Water Station 1 . Balance traffic flow 2 . From Norfolk 3 . Hubs for public transit 4 . Consider road from Raleigh through Chesapeake 5 . Sidewalks/Community Center 6 . Pools 7 . Gathering Spaces 8 . Want more wide open space-moved here for wide open space 9 . Airport expansion opportunity & direct access to airport 10 . Parks near Great Dismal Swamp 11 . Golf course frontage- is park the best land use? 12 . Check temporary road/wetland permit 13 . How to get over water-what are non-toll options? 14 . Take care of existing residents & upgrade utilities (ie. sewer) before more development 15 . Safe pedestrian crossing for high school 16 . Lack of crossing here for high school kids 17 . More green space- leave the farms 18 . Boardwalk along Great Dismal Swamp like Suffolk- learn about natural systems Public Open House November 20, 2014 What the community said: Streets/Transit Station 1 . “A joke” until Pleasant Grove is purchased and started 2 . What will happen to property (road frontage) past airport on West Road 3 . Map of the final interchange when everything is done, what will it look like? 4 . What happened to the concerns about the impact on infrastructure, schools, etc . 5 . Update public GPS map software 6 . Make City website lay person accessible 7 . Extend proposed bike paths to Dominion Common area 8 . Where is the map showing how to get on and off the Veterans Bridge? 9 . Look at land use for Teeuwen Nursery 10 . Where will the utilities go? 11 . Distinguish between proposed street networks Land Use Station 1 . Have infrastructure in place to handle development and infrastructure 2 . Agriculture conservation colors on maps are hard to see 3 . Concerns about toll on Dominion Blvd at bridge (hurts residential living there- should have been put closer to NC line) 4 . Change area 1 & 2 name from Opportunity Area- Be more specific (less suspicious) 5 . Recreational center as anchor- build first so community can grow around it 6 . Symbolize existing government/schools on map 7 . Natural wetlands in Area 1 & 2 144 | Appendices DOMINION BOULEVARD CORRIDOR STUDY | Chesapeake, Virginia