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DRAFT10 FEB 2012
Adopted by reference as an amendment to Virginia Beach Comprehensive Plan MMMM DD, 2012
Virginia Beach, Virginia
ly n n h av e n s t r at e g i c g r o w t h a r e a m a s t e r p l a n
u r b a n d e s i g n a s s o c i a t e sf e b r u a r y 2 0 1 2
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1
P R E PA R E D F O R
City of Virginia Beach
P R E PA R E D BY
Urban Design Associates
The Miles Agency
RCLCO
URS Corporation
VHB
WPL
ST E E R I N G C O M M I TT E E
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
LY N N H AV E N S U P P O RT STA F F
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
Lynnhaven Strategic Growth Area Master Plan
acknowledgements
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Table of Contents
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
The Design Challenge 12
ILLUSTRATIVE MASTER PL AN 13
INFRASTRUCTURE NET WORK 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
L AND USE AND CHARACTER AREAS 46
Land Use Plan 47
Building Heights Plan 48
Character Areas Plan 49
IMPLEMENTATION STRATEGIES 58
NEX T STEPS 62
APPENDIX 63
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3 ly nnhaven str ategic grow th area master pl an: v irginia beach, v irginia | february 2012 | urban design associates introduction
Introduction
COUNCIL’S 5 GOALS
Create financially sustainable City services1
Grow the local economy2
Become a competitive, first class resort for residents, businesses, 3 and tourists
Improve the transportation system4
Revitalize neighborhoods and plan for the future5
Source: Strategic Plan to Achieve City Council’s Vision for the Future
See more about SGAs in the Virginia Beach Comprehensive Plan:http://www.ourfuturevb.com/specialareas/urban/Pages/default.aspx
Strategic Growth Areas along the Virginia Beach Boulevard Corridor
the city of virginia beach has identified Strategic Growth
Areas (SGAs) that have the potential to become future areas of eco-
nomic 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 commer-
cial 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.
The Lynnhaven SGA 6 is located in the center of the City east of
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 eco-
nomic development at higher, more efficient densities.
This study was prepared within a multi-disciplinary, process-
based approach to design in three phases: understanding, exploring,
and deciding. The Lynnhaven Strategic Growth Area Master Plan
has been a public planning process that unfolded over the course of
several months with many public planning events to ensure a well-
vetted Master Plan.
I-264
Gre
at
Ne
ck R
oa
d
I -264
LynnhavenBay
Western BranchLynnhaven River Broad
Bay
Ind
ep
en
de
nce
Blv
d.
4 5 6
7
8
Pembroke SGA 44
Rosemont SGA 55
Lynnhaven SGA 66
Hilltop SGA 77
Resort Area SGA 88
Naval Air Station OceanaLynnhaven
Mall
Bow Creek Golf Course
Mt. TrashmorePark
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4 ly nnhaven str ategic grow th area master pl an: v irginia beach, v irginia | february 2012 | urban design associates executive summary
ILLUSTRATIVE MASTER PLAN
PERSPECTIVE OF TRANSIT STATION CONCEPT
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.
Members of the public focus groups and the Steering Committee con-
tributed 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 implementa-
tion of the plan.
Enable a clear and easy-to-access open space and recreation network;1
Capitalize on the value of the water and marshlands2 while improving
storm water runoff quality through stormwater management;
Meet the Chesapeake Bay3 Preservation Act (CBPA) mandates and
protect the Lynnhaven River and its tributaries;
Locate compatible uses that area consistent with Article 18 of 4
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 18.
LYNNHAVEN PUBLIC PROCESS: KEY MILESTONES
7-9 September 2011 Initial analysis and focus group meetings and Kick Off Public Meeting
3-7 October 2011 Design Charrette
5 October 2011 Open House
6 October 2011 Public presentation of design alternatives
13-14 December 2011 Presentation of Master Plan Recommendations to Planning Commission and City Council
14 December 2011 Final Public Presentation of Master Plan Recommendations
S T UDY A RE A
Protect and strengthen existing neighborhoods through providing 5
community services and convenient retail;
Improve multi-modal connections from the adjacent neighborhoods;6
Connect future transit to employment, recreational destinations, and 7
park-and-ride;
Enable flexible development sites and building types to respond to 8
ever-changing market needs and development programs;
Coordinate transportation planning and development; and9
Build on the existing balance between homes, jobs, and 10
services
analysis
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Analysis the Lynnhaven strategic growth area analysis pro-
cess 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 depart-
ment experts in a special work session to explore planning issues
common to Rosemont, Hilltop and Lynnhaven SGAs. These discus-
sions were summarized in a memo for use during subsequent plan-
ning 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 possibili-
ties of the Lynnhaven SGA, and explore options for implementation.
UDA summarized the public input from the first round of commu-
nity 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
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East Branch Lynnhaven
River
Wolfsnare Creek
London Bridge Creek
Centura College
Plaza Middle School
Lynnhaven Presbyterian
Church
Grace Bible Church
New Hope Baptist Church
Foundry United Methodist Church
Lynnhaven Shopping
Center
London Bridge Plaza
Oceana NavalAir Station
Francis Land House
First Lynnhaven Baptist Church
Jehovah's Witnesses Hall
St. Aidan’s Episcopal Church
Prince of Peace Lutheran Church
London Bridge Baptist Church
S.
Lynnhaven Road
Virginia Beach Blvd
N. Lynnhaven Road
I-264
Potters Rd
Ch
eso
pe
ian
T
rail
Hutton Circle Canoe
and Kayak Launch
Open Door Chapel
Ansol Ln
Dean Dr
Silina Drive
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Ing
ram
Roa
d
Upper Wolfsnare House
PORTRAIT OF EXISTING CONDITIONS
The urban design analysis includes a base plan of the area that com-
bines 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.
SINGLE - FA MILY RESIDEN T IA L
MULT I - FA MILY RESIDEN T IA L
RE TA IL
OFFICE
INDUS TRIA L
INS T I T U T ION A L
COMMERCIA L A ND INDUS TRIA L L A ND
PUBLIC PA RKS A ND OPEN SPACE
SEMI - PUBLIC OPEN SPACE
PA RK ING LOT
WATER
Portrait of Existing Conditions
P OT EN T I A L T R A NSIT S TAT ION LOC AT ION
POTEN T IAL TR A NSIT L INE
NOISE ZONES
S T UDY A RE A
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Renaissance Place Shopping
Center
Sm
ith
Roa
d Gre
at
Ne
ck R
oa
d
analysis
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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.
X-Ray Exhibits
Understanding the fabric of the site is a key part of the design pro-
cess. 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.
analysis
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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.
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.
Constraints Analysis
The types and intensities of development in the Lynnhaven SGA are
limited by the City’s AICUZ Overlay Ordinance. Generally speak-
ing, the greater the noise contour, the more restrictive the develop-
ment options, which has a dramatic effect in Lynnhaven. For the
most part, residential redevelopment is prohibited, therefore restrict-
ing 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 sys-
tems 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 con-
straints that had to be analyzed and considered.
RESOURCE MANAGEMENT A RE A (RMA)
VA RIABLE RESOURCE PROT EC TION A RE A (RPA)
10 0 ’ BUFFER FROM TOP OF BANK
50 ’ L ANDWA RD BUFFER
TOP OF BANK
50 ’ SE AWA RD BUFFER
RESOURCEP E R E N N I A L »F L O W W AT E R B O D YT I D A L »W E T L A N D SC O N T. »N O N -T I D A L W E T L A N D ST I D A L S H O R E »( W I T H O R W I T H O U T B U L K H E A D)
CBPA DELINEATION
analysis
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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:
What are the Strengths of Lynnhaven?1
What are the Weaknesses of Lynnhaven?2
What are the Visions and Opportunities for Lynnhaven in the 3
future?
STUDY AREA WEAKNESSES
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
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, espe-cially at Interstate 264 interchanges
Under-utilized residential, commercial and industrial prop-erties
Proposed transit station not in an ideal location
STUDY AREA OPPORTUNITIES
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
Lynnhaven needs an identity and more destinations; tie identity to its historical and natural resources
New development opportunities for dining, retail and indus-trial use
Proposed transit can help connect Lynnhaven to other SGAs and the region
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.
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.
STUDY AREA STRENGTHS
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
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 thorough-fares
analysis
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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 attrac-
tive 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 iden-
tity 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 excel-
lent “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
20%25%30%35%40%45%50%
Historic Capture Continuation of Trend Steady Optimistic Aggressive
Scenario 1: Aggressive Growth
Scenario 2:Optimistic Growth
Scenario 3:Steady State
Scenario 4:Decline
City of Virginia Beach’s Average Capture
35.7% 31.5% 28% 26%
Virginia Beach Office Employment
11,000 9,700 8,600 8,000
Realized Demand for New Office Space
2,310,000 SF
2,060,000 SF
1,830,000 SF
1,690,000 SF
Estimated Office Demand in the City of Virginia Beach, 2011 - 2030Competitive 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:Optimistic Growth
SSS
31.5%
9,700
2,060,000 SF
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
analysis
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11 ly nnhaven str ategic grow th area master pl an: v irginia beach, v irginia | february 2012 | urban design associates
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 incen- »
tives, as recommended by RCLCO in the Spring of 2011, in
order to enhance the climate for property investment and repo-
sitioning in Lynnhaven and throughout all of the Lynnhaven
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.
The Lynnhaven SGA may just begin to develop market-driven
momentum within the specified study timeframe (2011-2030).
RCLCO forecasts Lynnhaven beginning to capture 5% of the city’s
total office demand beginning in 2020, with that capture growing
to 10% in 2025. 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
AICUZ restrictions prohibiting residential development and cer- »
tain types of commercial
Poor connectivity and street network »
Stronger market potential for multi-tenant office in the exist- »
ing office submarket just to the south of the study area along
Lynnhaven Pkwy. Medical office would likely prefer the nearby
Hilltop SGA for its close proximity to Virginia Beach General
Hospital.
Market Analysis
Projected Capture of New Commercial Office Demand in the City of Virginia Beach
0%
10%
20%
30%
40%
50%
60%
Lynnhaven SGA Hilltop SGA Newtown SGA
Pembroke SGA Centerville
analysis
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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:
Many land uses within Lynnhaven compete in their primary pur-1
pose, such as the juxtaposition between large percentages of land
held for automobiles and the desire to promote economic devel-
opment. 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.
The area has conflicting identities: one as a “production, distribu-2
tion, and repair” district and the other as an area that boasts a tre-
mendous open space network that contains a number of various
waterways.
Planning for transit and the aim to encourage transit-oriented 3
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-4
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.
The planning process identifies the cohesive neighborhoods 5
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?
Lynnhaven has a number of conflicting goals and realities that must be resolved in order to encourage redevelopment.
No new residential can be expected to expand residential choice in the otherwise low-density, 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.
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.
illustr ative master pl an
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Illustrative Master Plan
SINGLE - FA MILY RESIDEN T IA L
MULT I - FA MILY RESIDEN T IA L
MIX ED - USE
INS T I T U T ION A LRE TA IL
OFFICE
FLE X
PUBLIC PA RKS A ND OPEN SPACE
PA RK ING G A R AGE
SEMI - PUBLIC OPEN SPACE
P OT EN T I A L T R A NSIT S TAT ION LOC AT ION
POTEN T IAL TR A NSIT L INE
PA RK ING LOT
WATER
S T UDY A RE A
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 infra-
structure improvements. The under-performing commercial proper-
ties 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.
The development program that is shown in the plan presents the
consensus vision that falls within the allowances of what the recom-
mended land use designations provide (see Land Use).
MASTER PL AN 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;
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;
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
East Branch Lynnhaven
River
Wolfsnare Creek
London Bridge Creek
Centura College
Plaza Middle School
Lynnhaven Presbyterian
Church
New Hope Baptist Church
Foundry United Methodist Church
Renaissance Place Shopping
CenterLynnhaven Shopping
Center
London Bridge Plaza
Oceana NavalAir Station
Francis Land House
First Lynnhaven Baptist Church
Jehovah's Witness Hall
St. Aidan’s Church
Prince of Peace Lutheran Church
London Bridge Baptist Church
S.
Lynnhaven Road
Virginia Beach Blvd
N. Lynnhaven Road
I-264
Potters Rd
Ch
eso
pe
ian
T
rail
Hutton Circle Canoe
and Kayak Launch
Open Door Chapel
Ansol Ln
Dean Dr
Sm
ith
Roa
d
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Ingr
am R
oad
Upper Wolfsnare House
ILLUSTRATIVE MASTER PLAN
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Note: Future road alignments will be determined in further studies, property availability and feasibility.
Gre
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Ne
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oa
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Infrastructure Network
STREET NETWORK PLAN TRANSIT NETWORK PLAN
TRAIL NETWORK PLAN
SANITARY SEWER AND WATER SUPPLY PLAN
OPEN SPACE AND PARK NETWORK PLAN
STORMWATER MANAGEMENT PLAN
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 sup-
port more urban, walkable environments; more balanced street designs;
livable and interconnected park spaces and riverfronts; and stormwa-
ter 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.
A series of incremental road improvements are recommended to cre-
ate 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
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 bet-
ter serves surrounding neighborhoods and businesses.
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PROPOSED STREET NETWORK
P OT TERS ROA D
DE A N DRIV E
LOC A L S TREE T
LONDON BRIDGE ROA D
NORT H LY NNH AV EN ROA D
LY NNH AV EN PA RK WAY
SOU T HERN BOULE VA RD
V IRGINIA BE ACH BOULE VA RD
GRE AT NECK ROA D
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 infra-
structure network by adding streets to clarify a structure of develop-
ment 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
on the pages that follow.
East Branch Lynnhaven
River
Wolfsnare Creek
London Bridge Creek
Centura College
Plaza Middle School
Lynnhaven Presbyterian
Church
New Hope Baptist Church
Foundry United Methodist Church
Renaissance Place Shopping
CenterLynnhaven Shopping
Center
London Bridge Plaza
Oceana NavalAir Station
Francis Land House
First Lynnhaven Baptist Church
Prince of Peace Lutheran Church
London Bridge Baptist Church
S.
Lynnhaven Road
Virginia Beach Blvd
N. Lynnhaven Road
I-264
Potters Rd
Ch
eso
pe
ian
T
rail
Hutton Circle Canoe
and Kayak Launch
Open Door Chapel
Ansol Ln
Dean Dr
Sm
ith
Roa
d
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Ing
ram
Roa
d
Upper Wolfsnare House
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Grace Bible Church
Jehovah's Witnesses Hall
St. Aidan’s Episcopal Church
Gre
at
Ne
ck R
oa
d
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VIRGINIA BEACH BOULEVARD: EXISTING STREET SECTION
VIRGINIA BEACH BOULEVARD: POTENTIAL SECTION (PENDING FURTHER STUDY)
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 pedes-
trian access across Virginia Beach Boulevard will be implemented by
maintaining the median and placing crosswalks at the major intersec-
tions.
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 accommo-dations on either side of the highway.
If further study shows that »8 lanes are no longer neces-sary or desirable, narrow to 6 lanes or less.
If moving the outside curb »is an option, consider an off-street bike path alternative.
AERIAL PERSPECTIVE OF PROPOSED VIRGINIA BEACH BOULEVARD
152' R.O.W.
152' R.O.W.
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LYNNHAVEN PARKWAY: EXISTING STREET SECTION, FACING NORTH
LYNNHAVEN PARKWAY: PROPOSED STREET SECTION FACING NORTH, (PENDING FURTHER STUDY)
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 develop-
ment 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.
90' R.O.W.
90' R.O.W.
LYNNHAVEN PARK WAY
DESIGN CRITERIA
Multi-use path »
Maintain 4 lanes »
Narrowed median to allow »for pedestrian functions on either side of the street
Allow on-street bicycle »accommodation through wide outside lane or bike lane
AERIAL PERSPECTIVE OF PROPOSED LYNNHAVEN PARKWAY
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NORTH LYNNHAVEN ROAD: EXISTING STREET SECTION, FACING NORTHWEST
NORTH LYNNHAVEN ROAD: PROPOSED STREET SECTION FACING NORTHWEST, (PENDING FURTHER STUDY)
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, transit-
oriented district. NORTH LYNNHAVEN ROAD
DESIGN CRITERIA
Cul-de-sac S. Lynnhaven »Parkway per the VDOT and Public Works Plan for Phase II of the Lynnhaven Interchange
Expand pedestrian accom- »modations
Mitigate in uses between »residential to the west and potentially larger develop-ment to the east
Relocate private stormwa- »ter mitigation to outside of right-of-way
Bike and Trails Plan call »for on-road bike accom-modations; however, if the dimension permits, consider installing a off-street path on the eastern side of the street
Reduce eastern edge build- »ing setback to a maximum of 15 feet
48' R.O.W.
48' R.O.W.AERIAL PERSPECTIVE OF PROPOSED NORTH LYNNHAVEN ROAD
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SOUTHERN BOULEVARD: EXISTING STREET SECTION, FACING EAST
SOUTHERN BOULEVARD: PROPOSED STREET SECTION FACING EAST, (PENDING FURTHER STUDY)
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 sta-
tion platforms.
66' R.O.W.
66' R.O.W.
25' R.O.W.
25' R.O.W.
SOUTHERN BOULEVARD
DESIGN CRITERIA
Add traffic signal at »Lynnhaven Parkway
Mandate setback to the »north to provide adequate sidewalk and planting strip space for the "front door" of redevelopment
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
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LONDON BRIDGE ROAD: EXISTING STREET SECTION, FACING NORTH
LONDON BRIDGE ROAD: PROPOSED STREET SECTION FACING NORTH, (PENDING FURTHER STUDY)
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 traf-
fic 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 develop-
ment 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.
120' R.O.W.
120' R.O.W.
LONDON BRIDGE ROAD
DESIGN CRITERIA
Maintain vehicular capacity »
Increase facilities for »pedestrians and bicycles on London Bridge Road
AERIAL PERSPECTIVE OF PROPOSED LONDON BRIDGE ROAD/ GREAT NECK
ROAD
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GREAT NECK ROAD: EXISTING STREET SECTION, FACING NORTH
GREAT NECK ROAD: PROPOSED STREET SECTION FACING NORTH, (PENDING FURTHER STUDY)
GREAT NECK ROAD
When redevelopment occurs on Great Neck Road, increased accom-
modations for pedestrians must be created to allow for safe move-
ment alongside the arterial.
110' R.O.W.
110' R.O.W.
LONDON BRIDGE ROAD
DESIGN CRITERIA
Significant increase in the »accommodations of pedes-trians
AERIAL PERSPECTIVE OF PROPOSED LONDON BRIDGE ROAD/ GREAT NECK
ROAD
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POTTERS ROAD: EXISTING STREET SECTION, FACING EAST
POTTERS ROAD OPTION A : PROPOSED STREET SECTION FACING EAST, (PENDING FURTHER STUDY)
POT TERS 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 east-
west route along a multi-purpose trail for casual users.
70' R.O.W.
70' R.O.W.
POT TERS ROAD
DESIGN CRITERIA
Due to the institutional »and residential uses along Potters Road, travel lanes should be narrowed to provide safe passage to bicycles and pedestrians
If relocating curbs is feasi- »ble, 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
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POTTERS ROAD: EXISTING STREET SECTION, FACING EAST
POTTERS ROAD OPTION B : PROPOSED STREET SECTION FACING EAST, (PENDING FURTHER STUDY)
POT TERS ROAD OPTION B
If a "road diet" is supported along Potters Road, eliminate the two
outermost lanes and convert them into dedicated bike lanes.
70' R.O.W.
70' R.O.W.
POT TERS ROAD
DESIGN CRITERIA
Same criteria as Option A on »the previous page
Remove outermost lanes »and install dedicated on-street bike lanes
AERIAL PERSPECTIVE OF PROPOSED POTTERS ROAD
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DEAN DRIVE: EXISTING STREET SECTION, FACING WEST
DEAN DRIVE: PROPOSED STREET SECTION FACING WEST, (PENDING FURTHER STUDY)
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.
60' R.O.W.
60' R.O.W.
DEAN DRIVE
DESIGN CRITERIA
Restrict right-in and right- »out conditions at Lynnhaven Parkway
Provide alternate exit north »to Southern Boulevard
Provide pedestrian access »and connection to the river
AERIAL PERSPECTIVE OF PROPOSED DEAN DRIVE
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TYPICAL PROPOSED LOCAL STREET B- 50' ROW (CONSTRAINED)
2 travel lanes »
No striped on-street parking »
25 MPH travel speed »
Planting strip and sidewalk »
TYPICAL PROPOSED LOCAL STREET A- 60' ROW (IDEAL)
Typical local streets in the plan Typical local streets in the plan without on-street parking
2 travel lanes »
On-street parking »
Wide planting strips for stormwater management »
25 MPH travel speed »
No parking between curb and building face »
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.
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LYNNHAVEN PARKWAY AND INTERSTATE 264 INTERCHANGE
The Lynnhaven Interchange with Interstate 264 is the crucial trans-
portation cog in the Lynnhaven SGA. Currently this interchange
operates over capacity. An Interchange Modification Report (IMR)
was conducted in 2008. 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 exist-
ing weaving sections are removed. Two existing signalized intersec-
tions 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 inter-
change is forecast to generally provide for adequate traffic conditions
in the design year 2032. 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.
EXISTING CONDITIONS (FIGURE 1)
What Does Not Work WellFormidable 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
What Works WellConvenient location for neighborhoods »and Lynnhaven Mall
Substandard ramps slow traffic coming »onto Lynnhaven Parkway
CURRENTLY APPROVED PHASE II PLAN- SUBURBAN (FIGURE 2)
What Works WellHas 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 stan- »dards
Existing park land not impacted »
What Does Not Work WellFootprint 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 WellSmaller footprint »
More pedestrian friendly »
More intuitive access to and from inter- »state
Little additional impact to Lynnhaven River »
What Does Not Work WellHad 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
IN TERS TATE 26 4
V IRGINIA BE ACH BOULE VA RD
CONNEC TOR ROA DS (LY NNH AV EN PA RK WAY A ND P OT TERS ROA D)
TR A NSIT CORRIDOR
SIGN A LIZED IN TERSEC T ION
G A IN IN USA BLE L A ND A RE A OR OPEN SPACE (DE V ELOPMEN T OR S TORM WATER)
If that time period is 10‐20 years in the future, or if a study associ-
ated 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.
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 priori-ties
Pedestrian and bicycle »accommodations at connec-tion points between inter-state and surface roads
Work in tandem with transit »ridership goals
Lynnhaven Parkway Trail »added on west side
Minimize impacts to exist- »ing 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
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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 0-100. 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 suffi-
ciency 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:
Lynnhaven Parkway Twin Bridges: 37 years of age; 80.8 rating1
Potters Road Bridge: 34 years of age; 75.3 rating2
Interstate 264 Bridge: 44 years of age (25 years since reconstruction); 3
85.0 rating
Virginia Beach Boulevard Bridge: 22 years of age; 95.0 rating4
Interstate 264 Bridge: 44 years of age (25 years since reconstruction); 5
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 trail- »heads into the riverfront trail network
Provide for pedestrian »viewshed to river
Should be skeletal struc- »tures, minimizing their impact to views
When rebuilt, Virginia Beach »Boulevard Bridge should be lifted to allow access under-neath.
1
2
3
5
4
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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
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 eco-
nomic development.
The walking sheds vividly describe the areas that are most likely to
change over time with transit improvements. The surrounding neigh-
borhoods will benefit as well if bus routes and shuttles are created to
connect nearby residential areas to the proposed station. More infor-
mation about these potential routes can be found at www.gohrt.com/
about/development/vbtes.
Transit
Proposed transit station walking access
Proposed transit station walking access with bike connectionsPROPOSED TRANSIT NETWORK
Proposed transit station walking access with bike connections and urbanized Lynnhaven Parkway and Interstate 264 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.
5 - MINU TE WA LK
10 - MINU TE WA LK
BIK ING ACCESS W IT H E X IS T ING OR A PPROV ED IN TERCH A NGE
BIK ING ACCESS W IT H URBA NIZED IN TERCH A NGE
P OTEN T IA L L IGH T R A ILBUS ROU TE 20 BUS ROU TE 32
P OTEN T IA L L IGH T R A IL S TAT ION
BUS ROU TE 29 BUS S TOP S
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CONCEPTUAL TRANSIT STATION DESIGN
A proposed station along North Lynnhaven Road at the transit cor-
ridor 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 devel-
opment. 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 con-
venience 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.
Potential Transit StationSouthern Boulevard
North Lynnhaven Road
Lyn
nh
aven
Par
kway
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PROPOSED PARKS, INSTITUTIONS AND OPEN SPACE
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 key-
stone 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.
INS T I T U T ION A L
PUBLIC PA RKS A ND OPEN SPACE
SEMI - PUBLIC OPEN SPACE
PA RK ING LOT
WATER
Parks and Open Space Networks Plan
P OT EN T I A L T R A NSIT S TAT ION LOC AT ION
POTEN T IAL TR A NSIT L INE
S T UDY A RE A
East Branch Lynnhaven
River
Wolfsnare Creek
London Bridge Creek
Centura College
Plaza Middle School
Lynnhaven Presbyterian
Church
New Hope Baptist Church
Foundry United Methodist Church
Renaissance Place Shopping
CenterLynnhaven Shopping
Center
London Bridge Plaza
Oceana NavalAir Station
Francis Land House
First Lynnhaven Baptist Church
Prince of Peace Lutheran Church
London Bridge Baptist Church
Gre
at
Ne
ck
Ro
ad
S.
Lynnhaven Road
Virginia Beach Blvd
N. Lynnhaven Road
I-264
Potters Rd
Ch
eso
pe
ian
T
rail
Hutton Circle Canoe
and Kayak Launch
Open Door Chapel
Ansol Ln
Dean Dr
Sm
ith
Roa
d
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Ing
ram
Roa
d
Upper Wolfsnare House
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Grace Bible Church
Jehovah's Witnesses Hall
St. Aidan’s Episcopal Church
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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 park-
ing. Unfortunately, the river has historically been largely ignored by
development and land use patterns in the area.
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.
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 pro-
posed public water access point that is shown in the plan.
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 RIVERLy
nnha
ven
Park
way
Virginia Beach Boulevard
Interstate 264
Potters Road
South Lynnhaven Road
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PERSPECTIVE LOOKING SOUTH AT LYNNHAVEN RIVER FROM THE TRANSIT CORRIDOR BRIDGE
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BIKEWAYS AND TRAIL NETWORK DIAGRAM
EXISTING AND PROPOSED REGIONAL
KAYAK TRAILS
The City adopted a new Bikeways and Trails Plan in April 2011.
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.
SH A RED ON - S TREE T BIK E FACIL IT Y
COMBINED FACIL IT Y (ON - A ND OFF -
S TREE T BIK E ACCOMMODATIONS)
K AYA K TR A ILS
Conceptual Bikeways and Trail Network Plan
S T UDY A RE A
POTEN T IAL TR A NSIT L INE
P OT EN T I A L T R A NSIT S TAT ION LOC AT ION
TR AIL ACCESS POIN TS
OFF - S TREE T BIK E FACIL IT Y
BIKEWAYS AND TRAIL PL AN DESIGNATIONS
ON-STREET FACIL IT IES *
Shared roadways »
Signed shared roadways »
Wide outside lanes »
Paved shoulders »
Striped bike lanes »
OFF-STREET FACIL IT IES *
Shared-use paths »
Soft paths (unpaved shared- »use paths)
Wide sidewalks »
* For definitions of specific types of facilities, please reference the City of Virginia Beach’s Bikeways and Trails Plan, 2011
Chesapeake Bay
East Branch Lynnhaven
River
Wolfsnare Creek
London Bridge Creek
Centura College
Plaza Middle School
Lynnhaven Presbyterian
Church
New Hope Baptist Church
Foundry United Methodist Church
Renaissance Place Shopping
CenterLynnhaven Shopping
Center
London Bridge Plaza
Oceana NavalAir Station
Francis Land House
First Lynnhaven Baptist Church
Prince of Peace Lutheran Church
London Bridge Baptist Church
Gre
at
Ne
ck
Ro
ad
S.
Lynnhaven Road
Virginia Beach Blvd
N. Lynnhaven Road
I-264
Potters Rd
Ch
eso
pe
ian
T
rail
Hutton Circle Canoe
and Kayak Launch
Open Door Chapel
Ansol Ln
Dean Dr
Sm
ith
Roa
d
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Ing
ram
Roa
d
Upper Wolfsnare House
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Grace Bible Church
Jehovah's Witnesses Hall
St. Aidan’s Episcopal Church
Proposed
FOLLOW ING A DISCUSSION BY T HE MOU COMMIT T EE ON T HE ZONING IN T ERPRE TAT ION OF A “T R A IL” IN T HE C IT Y ’S A ICUZ ORDIN A NCE, T HE C IT Y AT TORNE Y A ND ZONING A DMINIS TR ATOR’S DE T ERMIN AT ION WAS T H AT A TR A IL C A N BE CONSIDERED “OT HER RECRE AT ION A L FACIL IT IES .” T HE N AV Y H AS CONCURRED W IT H T HIS DE TERMIN AT ION. IN TH AT REG A RD, A TR A IL IS NOT PERMIT T ED IN T HE CLE A R ZONE, BU T IS PERMIT T ED IN T HE A PZ-1, A PZ-2 A ND A LL NOISE ZONES.
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SHARED ON-STREET BIKE FACILITY COMBINED FACILITY (ON- AND OFF-STREET BIKE ACCOMMODATIONS)OFF-STREET BIKE FACILITY
Conceptual Bike Trail Types
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.
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.
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.
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CONCRETE WALL OR SHEET PILE
WALLSIDEWALK RIVER TRAIL
DECK RAIL
RIP RAP
RIVER
PILES
SIGNAGEPIER WITHOUT HANDRAILS
HANDRAIL
MULCH PATHS
CONCRETE BLOCK SEATING
PILE SUPPORTED OVERLOOK
MARSH AREA
OFF-STREET BIFURCATED WALKS OFF-STREET PEDESTRIAN WALKS AND EXPLORATORY PIERS
Conceptual Waterfront Trail Types
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Conceptual Pedestrian Bridge Types
PEDESTRIAN UNDERPASS (SUBJECT TO RAISING BRIDGE OR
ADEQUATE HEAD ROOM)
COMBINED CROSSING PEDESTRIAN WALKS RAISED PEDESTRIAN BRIDGE
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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 infiltra-
tion 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 pollut-
ant 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 treat-
ment plants.
REGIONAL AND SUB-WATERSHED STRATEGIES
A regional approach to stormwater management is beneficial for
property owners, stormwater network managers and the environ-
ment. 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 qual-
ity 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 suc-
cessfully 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 qual-
ity treatment as a part of their site design.
Stormwater Management
OPEN SPACE AND DRAINAGE INTEGRATION
STORMWATER TREATMENT TRAIN
Stormwater management strategies and policies are evolving in
Virginia Beach in response to upcoming changes in state and fed-
eral 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 exist-
ing 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.
CIT Y-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 storm-
water (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 drain-
age system is designed. With a full outfall system, additional surface
water from rainfall events builds up with nowhere to go.
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LYNNHAVEN COMMUNIT Y STORMWATER FACILIT IES
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
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
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-
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 inter-
esting environment while comprehensively addressing the challeng-
ing City stormwater management criteria.
EXISTING AND PROPOSED STORMWATER MANAGEMENT INCLUDED IN THE LYNNHAVEN SGA
Stormwater Management
S T UDY A RE A
POTEN T IAL TR A NSIT L INE
P OT EN T I A L T R A NSIT S TAT ION LOC AT ION
CO N S T RUC T ED W E T L A NDS / W E T L A NDS RES TOR AT ION
REGION A L P ONDS RECOMMENDED BY V HB
REGION A L P ONDS FROM CH A RRE T TE
S TRE A M RES TOR AT ION
East Branch Lynnhaven
River
Wolfsnare Creek
London Bridge Creek
Centura College
Plaza Middle School
Lynnhaven Presbyterian
Church
New Hope Baptist Church
Foundry United Methodist Church
Renaissance Place Shopping
CenterLynnhaven Shopping
Center
London Bridge Plaza
Oceana NavalAir Station
Francis Land House
First Lynnhaven Baptist Church
Prince of Peace Lutheran Church
London Bridge Baptist Church
Gre
at
Ne
ck
Ro
ad
S.
Lynnhaven Road
Virginia Beach Blvd
N. Lynnhaven Road
I-264
Potters Rd
Ch
eso
pe
ian
T
rail
Hutton Circle Canoe
and Kayak Launch
Open Door Chapel
Ansol Ln
Dean Dr
Sm
ith
Roa
d
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Ing
ram
Roa
d
Upper Wolfsnare House
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Grace Bible Church
Jehovah's Witnesses Hall
St. Aidan’s Episcopal Church
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Stormwater Management
EXISTING AND PROPOSED STORMWATER MANAGEMENT INCLUDED IN THE LYNNHAVEN SGA
TREATMENT METHODS AND PERFORMANCE STANDARDS
FOR ON AND OFF-SITE DEVELOPMENT
A much wider range of stormwater management strategies will be nec-
essary 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 storm-
water management facilities as a public space amenity.
Redevelopment strategies that will contribute to stormwater manage-
ment include:
Reduced impervious surface through the use of pervious pave- »
ment, 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
Condition Lift of Site Replace WetlandsStormwater
Schedule/ Special Permits
No Action Taken
Quality Measures Volume Measures
FLOODPLAIN more stringent
(3-6 months)
no
development
CBPAmitigating on site to higher
standard (6-9 months)
no
development
WETLAND
3:1 replacement ratio
OR
mitigation bank
more stringent(6-12
months)
no
development
Remaining Land
20% reductionpre-development
levelsdevelopment
permitted
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 restora-
tion, 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 fil-
ters, small-scale infiltration facilities, and amended soils with underd-
rainage.
(Schedule time frames are approximate and based upon recent development trends; actual permitting time frames vary by project.)
RESOURCE M A N AGEMEN T A RE A (RM A )
VA RIA BLE RESOURCE PROTEC T ION A RE A (RPA )
10 0 ’ BUFFER FROM TOP OF BA NK
TOP OF BA NK
1 1/ 2 X ME A N T IDE R A NGE
5 0 ’ SE AWA RD BUFFER
ME AN HIGH WAT ERME AN LOW WAT ER
E N V I R O N M E N T A N D »S U S TA I N A B I L I T Y O F F I C EA R M Y C O R P S O F »E N G I N E E R SVA I N S T I T U T E O F »M A R I N E S C I E N C EVA D. E .Q . »O T H E R »
RESOURCE
SHORELINE DELINEATION
5 0 ’ L A NDWA RD BUFFER
V MRC JPARE V IE W
A DMINIS TR AT IV E CBPA RE V IE W
CBPA BOA RD RE V IE W
STANDARD DEVELOPMENT REVIEW
USAGE & WETL ANDS
BOARD REVIEW
W E T L A ND
CBPA
FLOODPL A IN
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There are two issues to be considered when evaluating the exist-
ing 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, ground-
water and rainwater can infiltrate through the cracks and gaps in the
piping and into manholes, leading to reduced capacity for conveying
sewage. Even though the system functions adequately during dry
weather, problems arise during rain storms. Excessive infiltration
and inflow (I&I) can cause pump stations throughout the inter-
connected 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 pro-
jected in this plan.
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 rezon-
ing or major redevelopment. Most of the stations are scheduled to
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
the municipal collection and pumping system. This could be because
of private collection, pumping and treatment systems being used in
these locations. They are:
Parcels southeast of the Lynnhaven Interchange with I-264 (off 1
Wesley Drive)
Parcels west of London Bridge Road and south of I-2642
Parcels east of London Bridge Road and South of I-2643
Parcels at the north end of current pump station #253 service area4
Parcels at the north end of current pump station #520 service area5
These areas are also indicted on the Sanitary Sewer Exhibit.
Sanitary Sewer Systems
PUMP STATION SERVICE AREAS INCLUDED IN THE
LYNNHAVEN SGA
P S LOC AT IONP S SERV ICE A RE AUNSERV ED A RE AS
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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 stor-
age 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 pro-
vide 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 Systems
WATER LINES INCLUDED IN THE
LYNNHAVEN SGA
E X IS T ING WAT ER L INE PROP OSED WATER L INEUNSERV ED A RE AS
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Landscape Elements
FRONTAGE L ANDSCAPE
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 (pav-
ing, 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
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 pro-
viding 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.
STANDARDSPrioritize the street experience1
Provide shaded circulation2
Provide small setbacks3
Create large sidewalks for pedes-4 trian walkability and outdoor seating.
Provide lighting, signage, and 5 landscaping that is reflective of the addresses.
STANDARDSPrioritize the natural environment1
Provide large setbacks along the 2 various waterfronts
Create walkways for pedestrian 3 walkability and bikers
Develop permitted pedestrian 4 and vehicular bridge access across waterways.
Provide lighting, signage, and 5 landscaping that is reflective of the addresses.
COMMERCIAL
RIVERFRONT
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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.
Street lighting, benches, trash receptacles, and bike rack amenities 1
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
themes, but these themes should strongly resemble each other in
their materials, colors, and forms throughout.
Benches, trash receptacles, and bike racks shall be located regu-2
larly, and they should be sturdy designs intended for heavy use
and be affixed to the ground surface.
Iron or concrete bollards may be used to protect and define 3
important pedestrian-oriented areas.
Trash Receptacles should reside in an area convenient for trash 4
pick up, but should be discrete to the view of vehicular and pedes-
trian 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 mate-
rial and strategically positioned behind walks or near entrance
planting.
Benches should be located in pairs and should be positioned 5
for conversation and good viewing. When on streets, benches
should face the storefronts or away from the streets in urban envi-
ronments. 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. 6
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).
GENERAL CRITERIALocated appropriately within the 1 public realm of streets
Proper frequency and affixed to 2 the ground
Help to define the pedestrian 3 realm and provide amenity for alternative forms of transportation
STREET FURNITURE
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EX TERIOR SIGNAGE
Signage for the Lynnhaven Strategic Growth Area is critical for
establishing a themed identity to the entire community or to sub-
communities of the overall strategic growth area. They are also nec-
essary 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.
Site signs should be incorporated with the planting, paving, and 1
lighting designs as much as practical, except for incidental signs
such as temporary advertisements or sandwich board signs.
Light poles and building columns may be used for mounting 2
way-finding and regulatory signs as appropriate.
Materials such as select grade painted wood or sheet aluminum 3
are encouraged for site sign faces as well as graffiti and tamper-
resistant materials. Other highly durable sign materials such as
ceramics, aluminum, steel, acrylic, or fiberglass should also be
considered for use.
SIGNAGE
GENERAL CRITERIAAppropriately located to be read-1 able and accessible to pedestri-ans
Well designed and graphically 2 clean
May be mounted on light poles 3 and suspended from buildings
Encouraged materials include 4 painted wood and sheet aluminum
Natural Areas should have well defined sign posts for trail 4
lengths, destinations, and place names as relevant.
Educational sign markers are critical to identifying and interpret-5
ing 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 6
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 7
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 8
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 9
rust.
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LIGHTING
Lighting along in the Lynnhaven Strategic Growth Area is some-
what 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 notwith-
standing.
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-
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
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), 80-100 CRI »
Bulb Life: 100,000 to 150,000 hours »
Wattage: 80 to 100 (max) »
Lumens: 6800 to 8500 (determines brightness) »
Max Min: 10 FC or less. (less equals more uniform lighting) »
LIGHTING
GENERAL CRITERIAArchitectural design which adds 1 to character and sense of place
LED, dark-sky lighting2
Tool-less entry fixtures for easy 3 maintenance
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 inven-
tory would require a special lighting agreement with the power com-
pany if the intention is that they would maintain these lights.
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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 bolster-
ing 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 rede-
veloped in newer versions of their existing highway-oriented format.
Most retail will continue to be convenience-related, leaving destina-
tion 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 consid-
erations to incorporate into redevelopment and provide a common
vision guided by those who participated in the planning process.
LAND USE
CHARACTER AREAS
HEIGHTS
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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.
Retail: areas along Virginia Beach Boulevard will continue to be »
desirable highway-oriented retail destinations.
Residential: existing residential areas will remain with some rede- »
velopment. 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 combina- »
tion 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
MIX ED - USE
OFFICE
RE TA IL
RESIDEN T IA L
TR A NSIT ION A LINS T I T U T ION A L
FLE X
OPEN SPACE
P OT EN T I A L T R A NSIT S TAT ION LOC AT ION
POTEN T IAL TR A NSIT L INE
INDUS TRIA L
WATER
S T UDY A RE A
LAND USE PLAN
East Branch Lynnhaven
River
Wolfsnare Creek
London Bridge Creek
Centura College
Plaza Middle School
Lynnhaven Presbyterian
Church
New Hope Baptist Church
Foundry United Methodist Church
Renaissance Place Shopping
CenterLynnhaven Shopping
Center
London Bridge Plaza
Oceana NavalAir Station
Francis Land House
First Lynnhaven Baptist Church
Jehovah's Witnesses Hall
St. Aidan’s Episcopal Church
Prince of Peace Lutheran Church
London Bridge Baptist Church
Gre
at
Ne
ck
Ro
ad
S.
Lynnhaven Road
Virginia Beach Blvd
N. Lynnhaven Road
I-264
Potters Rd
Ch
eso
pe
ian
T
rail
Hutton Circle Canoe
and Kayak Launch
Open Door Chapel
Ansol Ln
Dean Dr
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Ing
ram
Roa
d
Upper Wolfsnare House
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Lynnhaven SGA Land Use Plan Areas
Use (% of Total)
Area (ac.) Projected FAR
Total Buildable SF
Residential Units/ ac
Mixed-Use 13% 66.1 1.5 4,322,127 –
Office 9% 44.9 1.0 1,951,754 –
Retail 25% 124.1 0.5 2,703,427 –
Residential 26% 125.1 – - 10,12 & 18
Institutional 11% 53.2 0.5 1,158,621 –
Flex 7% 34.4 0.5 748,228 –
Industrial 7% 34.9 0.5 760,081 –
Transitional 2% 9.3 – – –Total 100% 492.0 Acres – 11,644,238 sf –
101.4 Acres of Open Space and Lynnhaven River
Grace Bible Church
Sm
ith
Roa
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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.
Building Heights Plan
4 - S TORY M A X HEIGH T
2- 3 S TORY M A X HEIGH T
5 - S TORY M A X HEIGH T
S T UDY A RE A
POTEN T IAL TR A NSIT L INE
P OT EN T I A L T R A NSIT S TAT ION LOC AT ION
FLEXIBIL IT Y OF BUILDING
HEIGHTS
Some flexibility in building heights should be permit-ted to respond to market demands
The City may accommodate this flexibility through zon-ing overlays or development incentives
East Branch Lynnhaven
River
Wolfsnare Creek
London Bridge Creek
Centura College
Plaza Middle School
Lynnhaven Presbyterian
Church
New Hope Baptist Church
Foundry United Methodist Church
Renaissance Place Shopping
CenterLynnhaven Shopping
Center
London Bridge Plaza
Oceana NavalAir Station
Francis Land House
First Lynnhaven Baptist Church
Jehovah's Witnesses Hall
St. Aidan’s Episcopal Church
Prince of Peace Lutheran Church
London Bridge Baptist Church
Gre
at
Ne
ck
Ro
ad
S.
Lynnhaven Road
Virginia Beach Blvd
N. Lynnhaven Road
I-264
Potters Rd
Ch
eso
pe
ian
T
rail
Hutton Circle Canoe
and Kayak Launch
Open Door Chapel
Ansol Ln
Dean Dr
Silina Drive
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Ing
ram
Roa
d
Upper Wolfsnare House
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Grace Bible Church
Sm
ith
Roa
d
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CHARACTER AREAS PLAN
The planning process, site analysis, and master planning of the
Lynnhaven SGA yielded design concepts that are defined by vari-
ous 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 »
Highway-oriented Retail »
Character Areas Plan
L IFES T Y LE CEN TER
RESIDEN T IA L DE V ELOPMEN T
RIV ERFRON T DE V ELOPMEN T
INNOVAT ION ZONE
NON - RESIDEN T IA L MIX ED - USE DE V ELOPMEN T
HIGH WAY- ORIEN TED RE TA IL
P OT EN T I A L T R A NSIT S TAT ION LOC AT ION
POTEN T IAL TR A NSIT L INE
S T UDY A RE A
East Branch Lynnhaven
River
Wolfsnare Creek
London Bridge Creek
Centura College
Plaza Middle School
Lynnhaven Presbyterian
Church
New Hope Baptist Church
Foundry United Methodist Church
Renaissance Place Shopping
CenterLynnhaven Shopping
Center
London Bridge Plaza
Oceana NavalAir Station
Francis Land House
First Lynnhaven Baptist Church
Jehovah's Witnesses Hall
St. Aidan’s Episcopal Church
Prince of Peace Lutheran Church
London Bridge Baptist Church
Gre
at
Ne
ck
Ro
ad
S.
Lynnhaven Road
Virginia Beach Blvd
N. Lynnhaven Road
I-264
Potters Rd
Ch
eso
pe
ian
T
rail
Hutton Circle Canoe
and Kayak Launch
Open Door Chapel
Ansol Ln
Dean Dr
Silina Drive
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Ing
ram
Roa
d
Upper Wolfsnare House
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Grace Bible Church
Sm
ith
Roa
d
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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 employ-
ment center, this district is well positioned as a transit-oriented
development.
DETAIL OF THE LYNNHAVEN MIXED-USE CHARACTER AREAPROPOSED INTERIM REDEVELOPMENT OF LYNNHAVEN
MIXED-USE CHARACTER AREA
Virginia Beach Blvd
Southern Boulevard
North Lynnhaven R
oad
Lyn
nh
av
en
Pa
rkw
ay
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MIXED -USE DEVELOPMENT
AERIAL PERSPECTIVE LOOKING NORTH OVER THE TRANSIT STATION AND MIXED -USE CHARACTER AREA
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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, seat-
ing, 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
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
Dean Drive
Lyn
nh
av
en
Pa
rkw
ay
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INNOVATION ZONE
PERSPECTIVE OF THE LYNNHAVEN INNOVATION ZONE CHARACTER AREA
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RIVERFRONT DEVELOPMENT
The Lynnhaven River is a major natural amenity that can create
addresses for office space with spectacular views and allow commer-
cial 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 exist-
ing 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.
DETAIL OF THE LYNNHAVEN RIVERFRONT CHARACTER AREA
Virginia Beach Blvd
Interstate 264
Potters Road
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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 hous-
ing. Narrower sidewalks with a verge for plantings and deeper set-
backs 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.
DETAIL OF THE LYNNHAVEN LIFESTYLE CENTER CHARACTER AREA
Oconee Avenue
Hu
tton
Ro
ad
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LIFEST YLE 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.
DETAIL OF THE LYNNHAVEN LIFESTYLE CENTER CHARACTER AREA
Gre
at
Ne
ck R
oa
d
Virginia Beach Blvd
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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 pro-
vide a more reasonably-scaled street frontage, while remaining easily
accessible and visible to traffic along the boulevard. Adequate, natu-
ralized stormwater facilities are also encouraged with any Highway-
Oriented Development.
EXAMPLE OF HIGHWAY-ORIENTED DEVELOPMENT ALONG VIRGINIA BEACH BOULEVARD
DETAIL OF HIGHWAY-ORIENTED DEVELOPMENT ALONG LONDON BRIDGE ROAD
Virginia Beach Blvd
Interstate 264
Gre
at
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DRAFT10 FEB 2012
58 implementation str ategies
Implementation Strategies the Lynnhaven SGA Plan illustrates how, with public
improvements in transit, local street networks, and open space, pri-
vate 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 over-
burdening 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-water-
shed stormwater utility can catalyze development sites that currently
lack the prerequisite infrastructure to reasonably attract quality devel-
opment.
Early development initiatives should include targeting a compat-
ible segment of light industrial and office uses (either new or relocat-
ed from other SGAs) while focusing on creating a regional amenity
on the Lynnhaven River. Phasing should be revisited should changes
to Naval air traffic patterns allow for more land uses to locate in the
Lynnhaven SGA.
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.
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. »
TA X- INCREMENT F INANCING (T IF )
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 (B ID)
Embrace BIDs as a way to advance the goals of the SGA effort. »
Cultivate leadership in Lynnhaven to become a BID, preferably in con- »junction 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 PROGR AM
Explore proper incentive structure as well as terms for compliance/par- »ticipation; 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. »
PUBLIC - LED IN IT IAT IV E
PRIVATE - LED IN IT IAT IVE
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59 implementation str ategies
2
1
3
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.
Phase 1
PHASE 1 PLAN
East Branch Lynnhaven
River
London Bridge Creek
Plaza Middle School
Lynnhaven Shopping
Center
Oceana NavalAir Station
Francis Land House
London Bridge Baptist Church
Virginia Beach Blvd
Potters Rd
Hutton Circle Canoe
and Kayak Launch
Ansol Ln
Dean Dr
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Grace Bible Church
Opening of Lynnhaven Phase 1 1 interchange improvements
Industrial park redevelopment2
London Bridge Plaza redevelop-3 ment
Property acquisition4
Norfolk-Southern Trail5
Lynnhaven River access and 6 trails
Historic General Store reuse7
Potter's Road bridge restoration8
5
6
7
8
4
PUBLIC - LED IN IT IAT IV E
PRIVATE - LED IN IT IAT IVE
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60 implementation str ategies
1
3
Phase 2 is focused on improving the Lynnhaven Parkway inter-
change. 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.
Phase 2
PHASE 2 PLAN
East Branch Lynnhaven
River
London Bridge Creek
Plaza Middle School
Lynnhaven Shopping
Center
Oceana NavalAir Station
Francis Land House
London Bridge Baptist Church
Virginia Beach Blvd
Potters Rd
Hutton Circle Canoe
and Kayak Launch
Ansol Ln
Dean Dr
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Grace Bible Church
Opening of Lynnhaven Phase 2 1 interchange improvements
Innovation Zone2
East Lynnhaven Riverfront devel-3 opment
Transit station and park-and-ride 4
Lynnhaven Shopping Center 5 redevelopment
4
5
PUBLIC - LED IN IT IAT IV E
PRIVATE - LED IN IT IAT IVE
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DRAFT10 FEB 2012
61 implementation str ategies
1
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.
Phase 3
PHASE 3 PLAN
East Branch Lynnhaven
River
London Bridge Creek
Plaza Middle School
Lynnhaven Shopping
Center
Oceana NavalAir Station
Francis Land House
London Bridge Baptist Church
Virginia Beach Blvd
Potters Rd
Hutton Circle Canoe
and Kayak Launch
Ansol Ln
Dean Dr
Lo
nd
on
Bri
dg
e R
oa
d
Lyn
nh
av
en
Pa
rkw
ay
Nois
e Zone:
>75
Db
Nois
e Zone:
70-7
5 D
b
Noi
se Z
one:
65-7
0 D
b
Grace Bible Church
Reinvestment in strip center1
Potential redevelopment of auto 2 dealership
Virginia Beach Boulevard office3
PUBLIC - LED IN IT IAT IV E
PRIVATE - LED IN IT IAT IVE
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DRAFT10 FEB 2012
62 next steps
Next Steps
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
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 identi-
fied 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 posi-
tions Lynnhaven to target growth appropriately, relative to the other
SGAs.
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Appendix
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Market Analysis
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Summary 2011 - 2015 2016 - 2020 2021 - 2025 2026 - 2030 TotalDeliveries 368,000 719,000 458,000 514,000 2,059,000Absorption 651,000 632,000 417,000 469,481 2,169,481
Avg. Annual Deliveries 73,600 143,800 91,600 102,800Avg. Annual Absorption 130,200 126,400 83,400 93,896
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DemandAverage 1,369 526 38.4% 280 53.2% 215 60,172
Total 27,374 10,516 5,597 1,203,443
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E4-11689.01 Virginia Beach SGA
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N+<*(***5
N+::(:::
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Income Ranges
HOUSEHOLD INCOME DISTRIBUTION
5.6%
18.9% 19.2%21.9%
16.7% 17.8%
Age of Householder
DISTRIBUTION BY AGE OF HOUSEHOLDER
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15-24 25-34 35-44 45-54 55-64 65 Plus TOTALINCOME RANGE # % # % # % # % # % # % # %
,������� N+<(*** +(+;' +)9;J +(==* <9'J :>H '9+J +()'* '9HJ +(H'+ <9)J )(:** :9:J :(';> <9;JN+<(*** 5 N)H(::: =;= ;9'J +(:'+ =9)J +(+:) '9>J +(+*: '9+J +(*)> '9;J )(<>) >9>J >(<+: <9)JN)<(*** 5 N'H(::: +():' +H9*J '(++H +*9*J +(::; =9'J +(<') H9)J +(HH< <9)J )())= ;9=J ++(=*= ;9*JN'<(*** 5 NH:(::: )(;>= '*9'J =(>+H )+9>J <(+*' +=9+J H():* ++9:J '(*); ++9*J H(H<: +<9)J )=(H>* +=9*JN<*(*** 5 N;H(::: )();; )H9;J +*(++< ')9HJ +*(+H; ')9+J :(<<+ )=9HJ =(H); )'9'J =(<;= ))9HJ H<(*:H );9'JN;<(*** 5 N::(::: 'H+ '9;J <(H+* +;9'J >(+<) )<9>J +*(+*+ );9:J =(::+ )<9HJ <(=;< +:9HJ '=(=;* ))9)J
N+**(*** 5 N+H:(::: )=* )9>J +(='= <9)J '(*** :9<J =(*<: +=9;J H(:>> +>9+J '(+*H +*9=J +:(*H; ++9<JN+<*(*** 5 N+::(::: ')> '9=J H<) +9HJ <:< +9:J +(')< '9;J +();* H9=J +(+** '9>J <(*;+ '9+JN)**(*** 5 N)<*(*** =H *9;J :< *9'J )HH *9>J <== +9=J <*: +9>J H+> +9HJ +(>:= �� +9+JN)<*(*** 5 NH::(::: : *9+J )> *9+J )** *9=J ';H +9*J ':* +9HJ )<H *9:J +()<< *9>J
* *9*J H *9*J )' *J H: *9+J H) *9)J ): *J +H; *9+J
TOTAL 9,207 100% 31,259 100% 31,638 100% 36,186 100% 27,548 100% 29,324 100% 165,162 100%�������!������ =J +:J +:J ))J +;J +>J +**J
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State Forecasts2000 Age 15 - 24 Age 25 - 34 Age 35 - 44 Age 45 - 54 Age 55 - 64 Age 65+ Total For Comparison
1 ��C�&����0� '=(<+> +*=();: +H)(*<: +++(<:= ;'('=> +*H(;'' <;H(<<'������!��������������C�&����0� :(H<H ''(<=+ H+(+=) '*(;H+ +;(>H+ )+(=:= +<H(H<<
������!������������������&� )<9:J '+9=J ):9*J );9<J )H9'J )*9;J )=9:J
20101 ��C�&����0� 'H(<== ++*(:;: ++<(*;= +'>(:'' +*;(<)< ++>(:>* =)=(*<>
������!��������������C�&����0� :(+'H '+()<: '+(='> '=(+>= );(<H> ):(')H +=<(>*: +=<(>=<������!������������������&� )=9HJ )>9)J );9<J )=9*J )<9=J )H9=J )=9<J )=9<J
<9<J +>9:J +:9+J )+9>J +=9=J +;9;J +2020
1 ��C�&����0� '<(+:) +)>(>=: ++=('>* +)*(**) +)+()=> +=;(=H= =>:('<>������!��������������C�&����0� :():: ';('>; ')(:<= ')(+:' '+(*=: H+('+> +>H())' +;H(+>*
������!������������������&� )=9HJ ):9*J )>9'J )=9>J )<9=J )H9=J )=9<J )<9'J<9*J )*9'J +;9:J +;9<J +=9:J ))9HJ
20301 ��C�&����0� '>(H+; +'*(*=* +'+(')< ++:(H)' +*>('<; )+'(<>> ;H+(+=:
������!��������������C�&����0� +*(+<) '>(>=H '>('*H ')(::: );(;=+ <)(=H+ )**(;)+ +>)(='*������!������������������&� )=9HJ ):9:J ):9)J );9=J )<9=J )H9=J )=9;J )H9=J
<9+J +:9HJ +:9+J +=9HJ +'9>J )=9)JCity of Virginia Beach
Total Household Growth 2010 - 2030 1,018 7,605 6,666 -3,187 213 23,317 34,912 16,765
<9<J
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MSA
Year
Avg. Annual Permits SF % MF %
+:>=�5 +::* +H(<:+ +*()*+ ;*J H(':* '*J+::+�5 +::< >(>=) ;(++H >*J +(;H> )*J+::=�5 )*** >()+) =(>+: >'J +(':' +;J)**+�5 )**< +*(+;< ;(<)= ;HJ )(=H> )=J)**=�5 )*+* <(=>< H(*)< ;+J +(==* ):J)*++�5 )*+< ;(H>) <(:*< ;:J +(<;; )+J)*+=�5 )*)* >(<H> ;(':= >;J +(+<+ +'J)*)+�5 )*)< =(;H) <(>>> >;J ><H +'J)*)=�5 )*'* =(++= <('>' >>J ;'H +)J
City of Virginia Beach
Year
Avg. Annual Permits SF % MF %
+:>=�5 +::* H(<<< '(=H: >*J :*= )*J+::+�5 +::< )(*<< +(<=) ;=J H:' )HJ+::=�5 )*** +(:>H +(H)> ;)J <<= )>J)**+�5 )**< )(+); +(<=: ;HJ <<> )=J)**=�5 )*++ +(+>: =:> <:J H:+ H+J
Capture of MSA
Year
Avg. Annual Permits SF MF
+:>=�5 +::* '+J '=J )+J+::+�5 +::< )'J ))J )>J+::=�5 )*** )HJ )+J H*J)**+�5 )**< )+J )+J )+J)**=�5 )*++ )+J +;J '*J
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2011 - 2015 2016 - 2020 2021 - 2025 2026 - 2030
Income Range Price Range Demand % NewDemand for
New Demand % NewDemand for New Demand % New
Demand for New Demand % New
Demand for New
N'<(***� 5 N<*(***� N+H<(***� 5 N+:)(***� <(:<H <J ):> <(>+> <J ):+ =(*<+ <J '*' =(')+ <J '+=N<*(***� 5 N;<(***� N+:)(***� 5 N)>>(***� +'(H>* +<J )(*)) ++(*>) +<J +==) ++(<+H +<J +(;); +)(*;* +<J +(>+*N;<(***� 5 N+**(***� N)>>(***� 5 N'>H(***� :(:H' +>J +(;:* >(<*< +>J +<'+ >(>>< +>J +(<:: :()>) +>J +(=;+
N+**(***� 5 N+<*(***� N'>H(***� 5 N<;=(***� <()*= )*J +(*H+ :(*=H )*J +>+' :(<)* )*J +(:*H :(:+* )*J +(:>)N+<*(***� 5 �.��"��2 N<;=(***� 5 �.��"��2 '(H:+ )*J =:> ;()'> )*J +HH> ;(<)' )*J +(<*< ;(>;: )*J +(<;=
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 Type2011 - 2015 2016 - 2020 2021 - 2025 2026 - 2030
Income Range Price Range % SFD % TH % MF % SFD % TH % MF % SFD % TH % MF % SFD % TH % MFN'<(***� 5 N<*(***� N+H<(***� 5 N+:)(***� +*J <<J '<J +*J <<J '<J +*J <<J '<J +*J <<J '<JN<*(***� 5 N;<(***� N+:)(***� 5 N)>>(***� =*J )<J +<J =*J )<J +<J =*J )<J +<J =*J )<J +<JN;<(***� 5 N+**(***� N)>>(***� 5 N'>H(***� =<J )<J +*J =<J )<J +*J =<J )<J +*J =<J )<J +*J
N+**(***� 5 N+<*(***� N'>H(***� 5 N<;=(***� ;<J )*J <J ;<J )*J <J ;<J )*J <J ;<J )*J <JN+<*(***� 5 �.��"��2 N<;=(***� 5 �.��"��2 ><J +<J *J ><J +<J *J ><J +<J *J ><J +<J *J
Total
New Housing by Product Type2011 - 2015 2016 - 2020 2021 - 2025 2026 - 2030
Income Range Price Range SFD TH MF SFD TH MF SFD TH MF SFD TH MFN'<(***� 5 N<*(***� N+H<(***� 5 N+:)(***� '* +=H +*H ): +=* +*) '* +== +*= ') +;H +++N<*(***� 5 N;<(***� N+:)(***� 5 N)>>(***� +)+' <*< '*' ::; H+= )H: +*'= H') )<: +*>= H<' );)N;<(***� 5 N+**(***� N)>>(***� 5 N'>H(***� ++=' HH; +;: ::< '>' +<' +*H* H** +=* +*>= H+> +=;
N+**(***� 5 N+<*(***� N'>H(***� 5 N<;=(***� ;>+ )*> <) +'=* '=' :+ +H)> '>+ :< +H>= ':= ::N+<*(***� 5 �.��"��2 N<;=(***� 5 �.��"��2 <:' +*< * +)'* )+; * +);: ))= * +'': )'= *
Total 3,781 1,430 639 4,612 1,538 595 4,813 1,605 620 5,030 1,677 648
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2011 - 2015 2016 - 2020
Income Range Price Range Demand %MF % NewDemand for
New Demand %MF % NewDemand for
NewN'<(***� 5 N<*(***� N>+;� 5 N+(+=;� ))(+H= =*J 'J ':: )+(:H; =*J 'J ':<N<*(***� 5 N;<(***� N+(+=;� 5 N+(;<*� )*(>H* <*J ++J +(+H= +;(<:' <*J ++J :=>N;<(***� 5 N+**(***� N+(;<*� 5 N)('''� >(';: H*J ++J '=: ;():H H*J ++J ')+
N+**(***� 5 N+<*(***� N)('''� 5 N'(<**� )(H)+ '<J ++J :' '(:)< '<J ++J +<+N+<*(***� 5 �.��"��2 N'(<**� 5 �.��"��2 :<; '*J ++J ') +(*>' '*J ++J '=
Total 54,743 4% 2,038 51,843 4% 1,870H*> ';H
SGA Capture H*J H*J;(>;+
SGA Rental Multifamily Demand Potential 815 748Avg. Annual 163 150
2021 - 2025 2026 - 2030
Income Range Price Range Demand %MF % NewDemand for
New Demand %MF % NewDemand for
NewN'<(***� 5 N<*(***� N>+;� 5 N+(+=;� ))(=H< =*J 'J H*> )'(=;) =*J 'J H)=N<*(***� 5 N;<(***� N+(+=;� 5 N+(;<*� +>(+:< <*J ++J +(**+ +:(*H= <*J ++J +(*H>N;<(***� 5 N+**(***� N+(;<*� 5 N)('''� ;(=H) H*J ++J ''= ;(:H; H*J ++J '<*
N+**(***� 5 N+<*(***� N)('''� 5 N'(<**� H(*=: '<J ++J +<; H()<' '<J ++J +=HN+<*(***� 5 �.��"��2 N'(<**� 5 �.��"��2 +(*>H '*J ++J '= +(+H' '*J ++J '>
Total 53,635 4% 1,937 56,061 4% 2,025'>; H*<
SGA Capture H*J H*J
SGA Rental Multifamily Demand Potential 775 810Avg. Annual 155 162
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�11�2?�"$�M�?�$-.�-.� ��Moody’s is projecting a strong recovery in the metropolitan area job market
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$��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? �������������&�0�')J��!�����������!!���������������)**+9���)*+*��������
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Total Employment Average Annual Growth
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Estimated Office Demand in the City of Virginia Beach, 2011 - 2030 Competitive Regional Position is Key
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Redevelopment of the SGAs and addition of transit will enhance the City’s attractiveness for office Development
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E4-11689.01 Virginia Beach SGA );�
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Year
MSA Education and Health Services Job
Growth1
Virginia Beach Education and Health Services Job Growth2
Virginia Beach Capture of Growth
Virginia Beach Medical Office Employment
Growth3
Virginia Beach Medical Office Share of Health and Services
Jobs
Square Feet Demand per Employee4
Medical Office
Demand)*** +(><*)**+ +(':*)**) )(;;* '>: +H9*J 5+:+ 5H:9+J)**' +(+;* >'> ;+9=J 'H< H+9)J)**H '(>H* >') )+9;J ):< '<9<J)**< )(;)* <=) )*9;J )H' H'9)J)**= )(<'* +(<>' =)9=J +')) >'9<J)**; )(=>* >;' ')9=J =*: =:9>J)**> +())* +(*;= >>9)J =+> <;9HJ)**: +(;H* =): '=9+J '=: <>9;J)*+* +(<:* +<> :9:J
Average 2,136 771 36.1% 451 53.2%
)*++ H=* +== '=9+J >> <'9)J )+< +:(**+)*+) )(+:* ;:* '=9+J H)+ <'9)J )+< :*(H=H)*+' )(=)* :H= '=9+J <*' <'9)J )+< +*>())=)*+H '(*** +(*>' '=9+J <;= <'9)J )+< +)'(:)')*+< )(+'* ;=: '=9+J H*: <'9)J )+< >;(:><)*+= +(':* <*) '=9+J )=; <'9)J )+< <;(H+>)*+; +(+>* H)= '=9+J )); <'9)J )+< H>(;H')*+> +(+=* H+: '=9+J ))' <'9)J )+< H;(:+;)*+: +()** H'' '=9+J )'+ <'9)J )+< H:(<=:)*)* +(+:* H'* '=9+J )): <'9)J )+< H:(+<=)*)+ +(+=* H+: '=9+J ))' <'9)J )+< H;(:+;)*)) +(+;* H)) '=9+J ))< <'9)J )+< H>(''*)*)' +(+;* H)) '=9+J ))< <'9)J )+< H>(''*)*)H +()** H'' '=9+J )'+ <'9)J )+< H:(<=:)*)< +(+:* H'* '=9+J )): <'9)J )+< H:(+<=)*)= +(+<* H+< '=9+J ))+ <'9)J )+< H;(<*H)*); +()** H'' '=9+J )'+ <'9)J )+< H:(<=:)*)> +(+:* H'* '=9+J )): <'9)J )+< H:(+<=)*): +(+=* H+: '=9+J ))' <'9)J )+< H;(:+;)*'* +(+=* H+: '=9+J ))' <'9)J )+< H;(:+;
Average 1,414 510 272 58,388
Total 28,270 10,204 5,431 1,167,765
Medical Office Demand Forecast for the City of Virginia Beach, 2011 - 2030
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E4-11689.01 Virginia Beach SGA ):�
�11�2?�"$�M�?�$-.�-.� ��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) �2�,�"�!����������&����0���������!� ������������������(���305&��
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�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
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�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 �
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Annual Permits and Household Growth, 1980 – 2010Virginia Beach Metropolitan Area
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Overall Vacancy Rate 2000: 6.7% Overall Vacancy Rate 2009: 9.3%
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Avg. Annual Growth+:>*�5�+::* ++(+;*+::*�5�)*** =(<:*)***�5�)*+* <()<+)*+*�5�)*)* <(<*')*)*�5�)*'* <(+>+
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HOUSEHOLD INCOME DISTRIBUTION
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E4-11689.01 Virginia Beach SGA
State Forecasts2000 Age 15 - 24 Age 25 - 34 Age 35 - 44 Age 45 - 54 Age 55 - 64 Age 65+ Total For Comparison
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=9)J +:9<J )+9*J ))9<J +<9=J +<9'J +2020
1 ��C�&����0� '<(+:) +)>(>=: ++=('>* +)*(**) +)+()=> +=;(=H= =>:('<>������!��������������C�&����0� :(:H* '=(<<> 'H(H+* ')(:H: )>(<++ ''(<<' +;<(:)+ +;H(+>*
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20301 ��C�&����0� '>(H+; +'*(*=* +'+(')< ++:(H)' +*>('<; )+'(<>> ;H+(+=:
������!��������������C�&����0� +*(><+ '>(**) ':(::' ''(;;H )<(H;= H)(;H; +:*(>HH +>)(='*������!������������������&� )>9)J ):9)J '*9<J )>9'J )'9<J )*9*J )<9;J )H9=J
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Total Household Growth 2010 - 2030 866 6,531 6,089 -2,563 342 18,053 29,319 16,765
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Redevelopment of SGAs and transit enable the City to slightly increase its share of the region’s households in the 25 – 54 age groups, resulting in increased total household growth relative to the State forecast.
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