VISION PLAN DOCUMENT

March 2009

A TRANSIT VISION PLAN FOR

Prepared in cooperation with the Department of Rail and Public Transportation.

The contents of this report reflect the view of HNTB Corporation and its subconsultants who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Virginia Department of Rail and Public Transportation. This report does not constitute a standard, specification, or regulation.

Authored by the consultant team of HNTB Corporation, Vanasse Hangen Brustlin Inc., RLS and Associates Inc., and Travesky & Associates Ltd. with cooperation from staff from the Hampton Roads Metropolitan Planning Organization, funding from the Virginia Department of Rail and Public Transportation, and sponsorship by the Hampton Roads Partnership.

HNTB Corporation 2900 South Quincy Street, Suite 200 Hampton Roads Metropolitan Planning Organization Arlington, Virginia 22305 The Regional Building

723 Woodlake Drive Chesapeake, VA 23320

Vanasse Hangen Brustlin, Inc. 8601 Georgia Avenue, Suite 710 Silver Spring, Maryland 20910

Hampton Roads Partnership 430 World Trade Center Norfolk, Virginia 23510

RLS and Associates, Inc. 3131 South Dixie Highway, Suite 545 Dayton, Ohio 45439 Virginia Department of Rail and Public Transportation 1313 East Main Street, Suite 300 Richmond VA 23219

Travesky & Associates, Ltd. 3900 Jermantown Road, Suite 300 Fairfax, Virginia 22030

TABLE OF CONTENTS

1. Introduction ...... 1 Corridor 11: Peninsula CSX Corridor, Newport News, James City, York, Williamsburg ...... 46 1.A Project Purpose ...... 1 Corridor 12: Downtown Hampton to Oyster Point, Hampton, Newport News ...... 48 1.B Background and Objectives ...... 1 Corridor 13: Downtown Newport News to Buckroe, Newport News, Hampton ...... 50 1.C Envisioning the Future ...... 1 Corridor 14: US 17/Gloucester County Corridor, Gloucester, York, Newport News .... 52 1.D Process ...... 3 Corridor 15: Poquoson to Oyster Point and Coliseum, Poquoson, Newport News, 2. Vision Framework ...... 6 York, Hampton ...... 54 2.A Introduction ...... 6 Corridor 16: Hampton Roads Harbor Crossings, Newport News, Hampton, 2.B The Region’s Foundation for Transit ...... 6 Norfolk ...... 56 2.C Current Plans and Projects ...... 7 Corridor 17: Princess Anne Road and Lynnhaven Parkway Corridors, Virginia Beach ...... 58 2.D Guidelines for Transit Supportive Development ...... 8 Corridor 18: Downtown Suffolk to Harbour View, Suffolk ...... 60 2.E Future Transit Supportive Planning ...... 9 3.D Local Bus Improvements ...... 62 3. Future Transit Vision ...... 12 4. Future Transportation Demand Management Vision ...... 65 3.A Methodology ...... 12 4.A Methodology ...... 65 3.B Preliminary Corridor Refinements ...... 15 4.B Implementation Recommendations ...... 66 3.C Proposed High Speed/High Capacity Corridors ...... 15 5. Vision Implementation ...... 70 Corridor 1: Eastern Virginia Medical School to Newtown Road, Norfolk ...... 18 5.A Sequenced List of Service Improvements ...... 70 Corridor 2: Christopher Newport University to Denbigh Boulevard, Newport News ... 20 5.B Transportation and Land Use Planning Summary ...... 73 Corridor 3: Newtown Road to Oceanfront, Virginia Beach ...... 22 5.C Funding Policies and Program Summary ...... 74 Corridor 4: /I-64 Corridor, Norfolk ...... 24 5.D Next Steps ...... 75 Corridor 5: Downtown Norfolk to , Norfolk ...... 26

Corridor 6: Campostella Road and Battlefield Boulevard, Chesapeake ...... 28 Appendices (available under separate cover) Corridor 7: Route 168/I-464 Corridor, Chesapeake...... 30 A Transit Vision Plan for Hampton Roads, Technical Memorandum Corridor 8a: Eastern Virginia Medical School to Midtown & Downtown Portsmouth . 32 A Transit Vision Plan for Hampton Roads, Transportation Demand Management Element Corridor 8b: High Street/Churchland Corridor, Portsmouth, Chesapeake, Suffolk .... 34 Corridor 8c: Portsmouth Boulevard Corridor, Portsmouth, Chesapeake, Suffolk ...... 36 Corridor 8d: Western freeway Corridor, Portsmouth, Chesapeake, Suffolk, Isle of Wight ...... 38 Corridor 9a: US 460/I-264/CSX Corridor, Suffolk, Chesapeake, Portsmouth, Norfolk ...... 40 Corridor 9d: I-664/I-264 Corridor, Chesapeake, Portsmouth, Norfolk ...... 42 Corridor 10: Oceanfront Corridor, Virginia Beach ...... 44

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LIST OF FIGURES

Figure 1-1: Development Process of the Transit Vision Plan (TVP) ...... 4 Figure 2-1: Comprehensive Plan Policies of the Hampton Roads Region...... 6 Figure 2-2: Key Findings on Transit Supportive Development ...... 8 Figure 2-3: FTA New Starts Land Use Criteria & Factors ...... 9 Figure 2-4: Supportive Development Framework ...... 10 Figure 3-1: Map of Activity Centers – Peninsula ...... 13 Figure 3-2: Map of Activity Centers - Southside ...... 13 Figure 3-3: Regional Transit Vision Map for Hampton Roads ...... 16 Figure 3-4: Local Bus Improvement Areas – Peninsula ...... 63 Figure 3-5: Local Bus Improvement Areas - Southside ...... 64 Figure 4-1: Preliminary List of Potential Park and Ride Lot Improvements ...... 67 Figure 4-2: HOV Network Map ...... 68 Figure 5-1: Regional Transit Vision Map for Hampton Roads — Near-Term Projects ...... 70 Figure 5-2: Regional Transit Vision Map for Hampton Roads — Long-Range Projects ...... 71 Figure 5-3: Regional Transit Vision Map for Hampton Roads — Extended-Range Projects .... 72 Figure 5-4: Typical Transit Supportive Development Programs, Regulations, and Incentives 73

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DRPT• Page iii EXECUTIVE SUMMARY

OVERVIEW ENVISIONING THE FUTURE

supports more compact development, transit (fixed The Hampton Roads Metropolitan Planning The Hampton Roads Transit Vision Plan establishes Limited Infrastructure Budgets guideway, in particular) allows growth to be Organization (HRMPO) undertook an effort to a vision statement, goals, and recommendations to concentrated in centers. These development develop a regional vision of public transportation help the region achieve its long-term transit vision – States, regions, and local governments have patterns are also supported by focused water, indicating the combination of transit service and planning, building, and maintaining an integrated, increasingly limited infrastructure budgets to sewer, energy and other infrastructure investments. land use intensity best suited for the region. The higher-speed/ high-capacity transit system. Based provide expected services and improvements. The Coordinating these investments through a local governments of Hampton Roads understand on the project background and objectives as well as construction of new and repair of existing roadways, comprehensive plan, transportation plan, or other that transit can help achieve the goals of relief from feedback from the public, a project review in particular, can pose a fiscal challenge. Transit long-range plan gives jurisdictions the ability to traffic congestion, improved quality of life, committee, and regional planning agencies, the offers the opportunity to increase roadway capacity, direct and manage development patterns and preservation of natural resources, and economic following vision statement was developed to capture moving more people per vehicle when compared to benefit from transit supportive development development. However, these gains require the essence of the region’s desired transit system automobiles. patterns. The bulleted list below summarizes the collaborative planning and integration of land use and to guide future transit planning and general benefits of transit supportive development. and transportation plans. development efforts. Greater Mobility Options

Improving land use, transportation, and This visionary transit plan recommends one way of An increasingly significant portion of the population infrastructure coordination encourages creating an integrated system of transit will rely on transportation options other than the development in areas that can support it, while connections. By reviewing past studies and plans, single-occupant, personal vehicle. A greater range disincentivizing growth in sensitive areas with generating new ideas, and building transit concepts of mobility options is needed to serve aging Baby TRANSIT VISION STATEMENT FOR natural or cultural resources. Population growth with key stakeholders in the region, the Hampton Boomers and other non-drivers, including those too and demographic changes are still accommodated, Roads Transit Vision Plan offers a coherent plan to young or unable to drive and those unable to afford HAMPTON ROADS but land is used more efficiently and in context with help the region achieve its long-term transit vision – personal investment in a car or truck. geographic and environmental constraints. planning, building and maintaining an integrated, In addition to serving a greater variety of mobility high-speed/high-capacity transit system. An integrated public transit network needs, transit also serves travel preferences. will provide Hampton Roads with Increased travel options, in particular transit on an The Vision Plan is a comprehensive study that exclusive or dedicated track or lane, provides a less provides a strategic approach for the development transportation choice, thereby congested and often less time consuming travel GENERAL BENEFITS OF TRANSIT and implementation of a robust regional mass option. The compact, transit supportive design SUPPORTIVE DEVELOPMENT ensuring greater mobility, economic transit system. The plan – and the research, necessary for successful transit systems put a analysis, and public process supporting it – has development, environmental greater variety of destinations within walking or • A method for community revitalization been undertaken by the HRMPO at the request of biking distance. Good public transportation design • Improved connectivity and access the Virginia Department of Rail and Public protection, energy independence, improves walkability, further reducing motorized options travel demand. Transportation (DRPT). The Vision Plan and quality of life. • Increased local real estate tax revenue recommendations and concepts will be used: (1) by • Increased local sales tax revenue Improved Land Use and Transportation the MPO, CBT, DRTP, and local transit agencies to • Diversified housing choices guide service implementation; and, (2) by local Coordination governments as they direct development to transit • Enhanced employment opportunities corridors requiring greater activity prior to service The trend toward growth management, or “smart • Neighborhood/district shopping implementation. Now is the Time for Transit growth” planning, has begun to address the issues opportunities related to sprawling, geographically dispersed land • Concentrations of mixed-uses and public Globally, as well as regionally, interest in transit is use patterns and to better coordinate land use and being driven by many environmental, social, and uses transportation. Transit is a cornerstone of growth • Community/neighborhood gathering economic conditions. Transit, when designed and management techniques and transit supportive location implemented as part of a larger strategic and development key to vibrant, walkable, and regional plan, addresses challenges of growth that accessible activity centers. By providing the • Context sensitive design/enhancements have become more complex or more pressing due transportation system capacity that to these changing conditions.

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Energy, Air Quality, and Climate Change 2. Provide greater mobility options through an transit Vision. It identifies the land use changes of Commuter Rail would be the Virginia Railway integrated, high-capacity transit system necessary to support this Vision and to support Express (VRE) in . No longer solely of national concern, minimizing 3. Improve land use and transportation higher capacity and higher speed transit. It builds energy consumption and taking action to stabilize coordination by encouraging transit supportive on transportation improvements currently under Transit (LRT) operates primarily on an air quality impacts are on local and regional policy development within mixed-use activity centers consideration and examines their utility to the exclusive running way, but can also operate on city agendas. The creation and improvement of transit and corridors envisioned transit network. streets in exclusive lanes. Stations are spaced one- systems is critical to tackling these challenges. 4. Reduce energy consumption, improve air half to two miles apart. Stations can have parking Transit reduces fossil fuel consumption by requiring quality, and mitigate climate change with a For the short-term, the Vision Plan offers or can be designed for walk access. Service is all less energy to transport more people than robust transit system based on renewable recommendations on how to address current day and frequent – at least four trains per hour conventional personal vehicles. Transit can also energy sources inadequacies in existing service or in underserved during peak periods. Propulsion is electric with an improve energy security and independence, 5. Promote economic growth and regional areas. It suggests ways to slow growing traffic overhead catenary system, making trains quiet and reducing energy demand and allowing the use of competitiveness through a transit system that congestion, linking short-term strategies with long- reducing pollution from the vehicle. Examples domestically produced electricity and natural gas. connects major activity and employment centers term goals of reduced congestion and increased would include the Blue Line in Charlotte and transit usage. For the long-term, the Plan provides the Baltimore Light Rail. Creating integrated transit systems has become an In proposing a regional transit system that will help guidance on creating the land uses and indispensable tool for regions to regain air quality achieve these goals, the Transit Vision Plan will development patterns necessary to support the Streetcar operates primarily on city streets, typically conformity. By reducing individual vehicles on the support greater equity, sustainability, and desired transit network. Taken together, the sharing lanes with cars. Stations are spaced 1/8- to roadways, transit reduces greenhouse gas accessibility in the Hampton Roads region. recommendations and strategies presented in this 1/4-mile apart and are simple. They generally have emissions and improves air quality. Vision Plan will help the Hampton Roads region a shelter, information signing, a fare machine, and Foundations of this Vision Plan obtain and maintain an integrated, enhanced, and no parking. Service is all day and frequent. Regional Competitiveness and Economic truly sustainable transit network. Propulsion is electric. An example would be the Growth Environmental, social, and economic conditions . The differences between light make transit necessary to maintaining the health of FIXED ROUTE MODES CONSIDERED rail and streetcar are station spacing, exclusive Transit is an economic asset, attracting employers, the region. The jurisdictions of Hampton Roads versus non-exclusive running way, and station industries, and new residents. An integrated transit recognize this need and have provided guidance in amenities. The Transit Vision Plan considered the following system and the transit supportive development determining what the regional transit goals should fixed route modes. patterns necessary to support it, increase a region’s be and how to achieve them. This Transit Vision Bus Transit (BRT) has similar characteristics ability to absorb growth without sacrificing local Plan recommends an integrated, cohesive, transit to Light Rail, except the vehicle is a bus instead of a • Commuter Rail quality of life or disproportionately depleting natural system and identifies strategies to achieve local and train. operates primarily on an resources. Vibrant mixed use communities, regional goals. • Light Rail exclusive running way, but can also operate on city accessible and compact commercial and retail • Streetcar/Trolley streets in exclusive lanes. Stations are spaced one- districts, and increased mobility options all support The envisioned transit network provides access to • Bus Rapid Transit (BRT) half to two miles apart. Stations can have parking economic growth and sustainability. major activity centers that serve diverse functions, • Express bus or can be designed for walk access. Service is all including governmental, cultural, educational, and • Enhanced bus day and frequent – at least four buses per hour Goals of the Transit Vision Plan commercial uses. The system improves • Local bus during peak periods. Vehicles are fueled by diesel connections between these centers, better or compressed natural gas (CNG). An example of For the purposes of this study, the fixed route The Transit Vision Plan proposes that an integrated, connecting cities within the region; it also better BRT would be the Orange Line in Los Angeles. modes were defined as follows. high-capacity transit system will help address some connects Hampton Roads to neighboring regions. The Plan considers a range of modes, recognizing Express Bus operates on existing roads in mixed of the region’s social, environmental, and economic Commuter Rail operates on freight rail corridors, challenges that are interrelated to land use and that a sustainable and successful transit network traffic or on High Occupancy Vehicle (HOV) lanes consists of light and heavy rail, express and local perhaps in mixed operation with freight trains, using were present. Express buses serve one or a few transportation planning. Based on public input, rolling stock compliant with Federal Railroad consultation with local planning agencies, and bus service, and dedicated and fixed guideway park-and-ride lots in lower density suburban areas service. The envisioned network creates intermodal Administration regulations. Stations are spaced then travel non-stop, often via freeways, to core analysis of the region’s planning efforts, the Transit approximately three to five miles apart and are Vision Plan recommends a robust transit system to connections, allowing transit riders to transfer activity centers where there may be several closely designed mainly for drive access. They are located achieve the following regional goals: between buses and light rail, and connect to spaced stops. Service is primarily during regional rail and the airport. in lower density suburban areas and have park-and- commuting peaks, but can be all day. Vehicles are ride lots. Service is provided primarily on weekdays 1. Maximize limited infrastructure budgets through fueled by diesel or compressed natural gas (CNG). during commuting peak periods. Propulsion is likely parity between transit and highway investments This Plan compares existing conditions, plans, and Often vehicles are over-the-road motorcoaches, as policies to those required to achieve the region’s diesel, but the line could be electrified. An example

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opposed to 30- to 40-ft transit buses. An example conceptualizing and refining high-speed, high- The transit-supportiveness evaluation criteria were: proposed transit projects. The criteria were: of Express Bus would be HRT’s MAX service. capacity corridors, local bus enhancements, and • Project readiness – How easily and quickly the transportation demand management measures. In • Existing Land Use – a review of the types and project can be implemented as determined by Enhanced Bus operates on existing roads in mixed addition, dozens of conversations with jurisdiction character of development in the corridor traffic with cars, mainly along surface arterial roads. staff, MPO, HRT, and DRPT influenced this Plan’s the stage of planning process, right-of-way Stops are farther apart than on local bus, perhaps recommendations. • Transit-Supportive Plans and Policies – a review availability, and funding of the policies that support transit such as 1/2-mile or more apart, and stops have shelters • Effectiveness at enhancing mobility – Serving growth management, zoning regulations, and and more amenities than local bus stops. Service is Because of the importance of tying transportation corridors forecast to be heavily congested and tools to implement land use policies all day and frequent, using a diesel- or CNG- improvements to land use, the technical process the ability to avoid congestion (such as fixed propelled transit bus, which could be specially was based on an analysis of existing land use, • Performance and Impacts of Policies – a review guideway, separate lanes, and signal branded. Examples of Enhanced Bus would be comprehensive plans, and forecast demographics. of how land use policies have shaped prioritization) in Los Angeles and MetroExtra in Demographic data were collected from the Hampton development and how the transit investment • Service efficiency – Providing a high level of Washington, DC. Roads Planning District Commission (HRPDC) for might impact regional transit use the years 2000 and 2034. The region is divided up service versus the cost per vehicle-revenue-mile Local Bus operates on existing roads in mixed traffic into 1,059 zones and demographic factors have The second level of evaluation was a feasibility review based on five categories. • Land use supportiveness - Ability of land use to with cars. Stops are every few blocks apart and been estimated for each zone. The transit develop in a transit supportive way, as reflected usually no more than 1/4-mile apart. Amenities at supportive parts of the region were identified using in demographic projections, zoning, and • Projected Demand – the ability for the proposed stops are limited, perhaps as little as a sign and a land use analysis and transit supportiveness maps redevelopment potential concrete pad. Service is all day with frequencies of were developed for the region. transit mode to meet travel demand in the one to eight buses per hour, depending on time of corridor Analysis of land use played a significant role in all three levels of evaluation. day and location. Vehicles are typically 30- to 40-ft The transit supportive parts of the region were • Service Area Corridors – the ability to identify long and fueled by diesel or compressed natural gas compared with areas currently served by the right-of-way for the proposed transit service (CNG) propulsion. An example would be HRT bus existing bus network. Similarly, concentrations of After the feasibility review, further discussions with service. non-drivers, as identified by the HRPDC, were • Institutional Arrangements – the existence or the PTPTC and jurisdictional staff, the corridors and examined against the existing bus network coverage ability to create the organizational structures to the proposed transit service in them were refined and the transit supportive parts of the region. operate the transit service into Draft Vision Plan recommendations. Input from PLANNING PROCESS the public, PTPTC, HRT, HRMPO, DRPT and • Supportive Land Uses – the ability of forecast The parts of the region most supportive of transit jurisdictional staff received on the Draft Vision Plan The process to develop this integrated Transit Vision land uses to support transit usage were compared to land use plans found in the was addressed to develop this final version of the Plan was initiated by the Hampton Roads various jurisdictions’ comprehensive plans to • Funding Strategies and Programs – the Hampton Roads Transit Vision Plan. Partnership, a nonprofit public/private organization identify the major regional activity centers in potential to find sources of funding to dedicated to enhancing the competitiveness of the Hampton Roads, supported by input from the public implement the transit project Hampton Roads region. Joining with the Hampton and PTPTC. Corridors connecting the major activity Roads Metropolitan Planning Organization (HRMPO) The third level of evaluation was to identify the centers were proposed as candidates for high- and the Virginia Department of Rail and Public reasonable sequence in which to implement the speed, high-capacity transit service. Existing transit Transportation (DRPT), a study was launched with studies provided the alignments for many of the the establishment of a Public Transportation Plan candidate corridors. The set of candidate corridors Technical Committee (PTPTC), including staff from was reviewed with the PTPTC and modified based 13 jurisdictions and representatives from the on their comments. Different transit modes were HRMPO, DRPT, Hampton Roads Transit, and the considered for each candidate corridor. The Hampton Roads Partnership. candidate corridors were analyzed using several criteria to assess their feasibility and to choose The methodology used to generate the Vision Plan’s Recommended which mode or modes were most suitable. Candidate Transit Implementation recommendations relied on technical and Feasibility Supportiveness Sequence Transit Vision experiential analysis. Both aspects of the analysis – Corridors Three levels of evaluation were applied to the examining the data and research available as well Corridors candidate corridors (see process diagram below). as discussing existing and desired conditions and The first level was to assess transit-supportiveness experiences with technical committees, local of the corridor. jurisdiction staff, and the public – were critical in Technical Committee Review

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Figure ES-1: Regional Transit Vision Map for Hampton Roads – Entire Network

RECOMMENDATIONS NEXT STEPS

As shown in Figure ES-1, this Vision Plan The Transit Vision Plan is the first step in the recommends an integrated high-speed/high- process to connect the entire Hampton Roads capacity regional transit network, including express region with high quality, attractive transit service, bus, ferry service bus rapid transit, light rail and and to guide development in a more transit commuter rail services that cross jurisdictional supportive manner. Many refinements should be boundaries and connect activity centers within the expected as the region pursues its goals of greater region. The high-speed /high-capacity corridors mobility options, more efficient land use, improved recommended in this Plan connect the entire region air quality, energy independence, regional with high quality, attractive transit service. The competitiveness, and economic growth. transit service will both support and be supported by additional focused development. For each of the The Transit Vision Plan (TVP), as well as its cost and proposed corridors, recommendations are given for ridership estimates completed independently of this improving the transit supportiveness of land use in study document, will feed two processes. The first the corridor. process is the creation of the transit component of the MPO’s multi-modal Long Range Transportation A range of transit modes are recommended, from Plan (LRP). In order to meet the financial constraint express bus to light rail, such that the mode is most requirements of MPO LRPs, that portion of the TVP’s appropriate for the types of development Long-Range system which can be implemented and anticipated in each corridor. The corridors come maintained using reasonably expected funding (up together at various important regional activity to 100%) will be included in the region’s 2034 LRP. centers. Intermodal hubs are recommended to allow convenient transfers between different transit The second process is to incorporate the region’s modes. The primary hubs that emerge from this Transit Vision into a Statewide Transit Plan. The Plan are: Statewide Transit Plan will synthesize the transit plans from all regions in Virginia into one plan. The • Downtown Norfolk, with Eastern Virginia Medical Statewide Transit Plan will be combined with similar School on west and Harbor Park on east plans for highways, railroads, ports, and airports to intermodal center create a comprehensive multimodal plan called VTRANS 2035. • Naval Station Norfolk

• Oyster Point/City Center in Newport News

Furthermore, the Vision Plan presents Transportation Demand Management (TDM) recommendations to reduce automobile travel on the roads by using Hampton Roads’ existing transportation and infrastructure and by systematically expanding programs that attract new transit users, serve commuters, and increase mobility options.

DRPT• Page vii INTRODUCTION

1. INTRODUCTION

1.A PROJECT PURPOSE TRANSIT VISION STATEMENT FOR Greater Mobility Options The Hampton Roads Metropolitan Planning corridors. The plan also makes recommendations HAMPTON ROADS on changes to land use development patterns that Organization (HRMPO) undertook an effort to An increasingly significant portion of the population will support the high capacity transit. develop a regional vision of public transportation, will rely on transportation options other than the An integrated public transit network indicating the combination of transit services and single-occupant, personal vehicle. A greater range The Vision Plan is a comprehensive study that land use intensity best suited for the region. The of mobility options is needed to serve aging Baby provides a strategic approach for the development will provide Hampton Roads with basic premise of this study is that public Boomers and other non-drivers, including those too and implementation of a robust regional mass transportation provides a mobility option valuable to transportation choice, thereby young or unable to drive and those unable to afford transit system based on the following study the individuals who use it and beneficial to the personal investment in a car or truck. whole community as part of its economic objectives: ensuring greater mobility, economic infrastructure. Route-based public transportation development, environmental In addition to serving a greater variety of mobility services are generally financially feasible where they • The Vision Plan addresses all fixed route surface needs, transit also serves travel preferences. connect high activity locations. public transportation modes (i.e. local and protection, energy independence, Increased travel options, in particular transit on an express bus, bus rapid transit, street car/trolley, and quality of life. exclusive or dedicated track or lane, provides a less This plan is being conducted at the request of the light rail, and commuter rail). Transportation congested and often less time consuming travel Virginia Department of Rail and Public Demand Management (TDM) services are also option. The compact, transit supportive design analyzed in this study. Transportation (DRPT) and will be used: (1) by the necessary for successful transit systems put a MPO, CBT, DRTP, and local transit agencies to guide • Transit corridor and TDM recommendations greater variety of destinations within walking or service implementation; and, (2) by local cover short-range, mid-range, and long-range 1.C.1 Now is the Time for Transit biking distance. Good public transportation design governments as they direct development to transit time spans, where long-range recommendations improves walkability, further reducing motorized corridors requiring greater activity prior to service are for the 2034 timeframe. Recommendations Globally, as well as regionally, interest in transit is travel demand. implementation. also are made for beyond 2034. being driven by many environmental, social, and • The Vision Plan provides recommendations for economic conditions. Transit, when designed and Improved Land Use and Transportation Following completion of this study, the HRMPO will supportive land uses appropriate to enhancing implemented as part of a larger strategic and Coordination constrain the short-, mid-, and long-range elements public transportation services. regional plan, addresses challenges of growth that of the Vision Plan in accordance with 2034 land use • Recommendations for dedicated, on-going have become more complex or more pressing due The trend toward growth management, or “smart and 2034 finances to develop the financially- funding programs to meet capital and operating to these changing conditions. growth” planning, has begun to address the issues constrained transit component of its 2034 Long- needs are included in the plan. related to sprawling, geographically dispersed land Range Transportation Plan (LRP). Furthermore, this Limited Infrastructure Budgets use patterns and to better coordinate land use and plan will be used as input into the Hampton Roads 1.C ENVISIONING THE FUTURE transportation. Transit is a cornerstone of growth component of the Virginia 2035 Statewide Transit States, regions, and local governments have management techniques and transit supportive Plan. The Hampton Roads Transit Vision Plan establishes increasingly limited infrastructure budgets to development key to vibrant, walkable, and a vision statement, goals, and recommendations to provide expected services and improvements. The accessible activity centers. By providing the 1.B BACKGROUND AND help the region achieve its long-term transit vision – construction of new and repair of existing roadways, transportation system capacity that supports more OBJECTIVES planning, building, and maintaining an integrated, in particular, can pose a fiscal challenge. Transit compact development, transit (fixed guideway, in high speed/high capacity transit system. Based on offers the opportunity to increase roadway capacity, particular) allows growth to be concentrated in the project background and objectives as well as moving more people per vehicle when compared to centers. These development patterns are also The Vision Plan has not been targeted for a specific automobiles. This allows transportation supported by focused water, sewer, energy and horizon year. Rather the intent of this plan is to feedback from the public, a project review committee, and regional planning agencies, the investments to serve a greater number of taxpayers. other infrastructure investments. Coordinating identify those corridors and districts where transit In addition, an increase in transit vehicles and the these investments through a comprehensive plan, services are most likely to be successfully following vision statement was refined to capture the essence of the region’s desired transit system associated increase in transit ridership can help transportation plan, or other long-range plan gives implemented. The Plan includes recommendations mitigate increased traffic congestion. Reduced jurisdictions the ability to direct and manage for the levels of usage that are necessary to support and to guide future transit planning and development efforts. traffic congestion translates into a reduced need for development patterns and benefit from transit high speed/high capacity transit in specific new automobile lanes. supportive development patterns.

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1.C.3 Foundations of this Vision Plan

Improving land use, transportation, and patterns necessary to support it, increase a region’s Environmental, social, and economic conditions desired transit network. The table below infrastructure coordination encourages ability to absorb growth without sacrificing local make transit necessary to maintaining the health of summarizes the benefits of transit supportive development in areas that can support it, while quality of life or disproportionately depleting natural a region. The jurisdictions of Hampton Roads development. Taken together, the disincentivizing growth in sensitive areas with resources. Vibrant mixed use communities, recognize this need and have provided guidance in recommendations and strategies presented in this natural or cultural resources. Population growth accessible and compact commercial and retail determining what the regional transit goals should Vision Plan will help the Hampton Roads region and demographic changes are still accommodated, districts, and increased mobility options all support be and how to achieve them. This Transit Vision obtain and maintain an integrated, enhanced, and but land is used more efficiently and in context with economic growth and sustainability. In addition, for Plan recommends an integrated, cohesive, transit truly sustainable transit network. geographic and environmental constraints. individuals using transit, costs associated with system and identifies strategies to achieve local and getting to work or running errands can be greatly regional goals. Energy, Air Quality, and Climate Change reduced, often allowing a slight increase in other areas of household spending. The envisioned transit network provides access to No longer solely of national concern, minimizing major activity centers that serve diverse functions, GENERAL BENEFITS OF TRANSIT energy consumption and taking action to stabilize 1.C.2 Goals of the Transit Vision Plan including governmental, cultural, educational, and SUPPORTIVE DEVELOPMENT air quality impacts are on local and regional policy commercial uses. The system improves agendas. The creation and improvement of transit The Transit Vision Plan proposes that an integrated, connections between these centers, better • A method for community revitalization systems is critical to tackling these challenges. high speed/high capacity transit system will help connecting cities within the region; it also better • Improved connectivity and access Transit reduces fossil fuel consumption by requiring address some of the region’s social, environmental, connects Hampton Roads to neighboring regions. options less energy to transport more people than and economic challenges that are interrelated to The Plan considers a range of modes, recognizing • Increased local real estate tax revenue conventional personal vehicles. Transit can also land use and transportation planning. Based on that a sustainable and successful transit network • Increased local sales tax revenue improve energy security and independence, public input, consultation with local planning consists of light and heavy rail, express and local • Diversified housing choices reducing energy demand and allowing the use of agencies, and analysis of the region’s planning bus service, and dedicated and fixed guideway domestically produced electricity and natural gas. efforts, the Transit Vision Plan recommends a service. The envisioned network creates intermodal • Enhanced employment opportunities robust transit system to achieve the following connections, allowing transit riders to transfer • Neighborhood/district shopping Relative to climate change, the State of Virginia and regional goals: between buses and light rail, and connect to opportunities the Hampton Roads region are aware of the regional rail and the airport. • Concentrations of mixed-uses and public potential for flooding due to sea-level rise. This 1. Maximize limited infrastructure budgets through uses issue should be addressed in any environmental parity between transit and highway investments This Plan compares existing conditions, plans, and • Community/neighborhood gathering impact assessments for future transit projects, so 2. Provide greater mobility options through an policies to those required to achieve the region’s location that costly infrastructure is not located within areas transit Vision. It identifies the land use changes integrated, high speed/high capacity transit • Context sensitive design/enhancements susceptible to flooding. system necessary to support this Vision and to support higher capacity and higher speed transit. It builds 3. Improve land use and transportation Creating integrated transit systems has become an on transportation improvements currently under indispensable tool for regions to regain air quality coordination by encouraging transit supportive consideration (Third Crossing, Intercity Rail), and conformity. By reducing individual vehicles on the development within mixed-use activity centers examines their utility to the envisioned transit roadways, transit reduces greenhouse gas and corridors network. emissions and improves air quality. These same 4. Reduce energy consumption, improve air reductions are important in acting to mitigate quality, and mitigate climate change with a For the short-term, the Vision Plan offers climate change. Climate change initiatives, ranging robust transit system based on renewable recommendations on how to address current from the U.S. Mayors’ Agreement to Cool Counties, energy sources inadequacies in existing service or in underserved emphasize the important role of transit in meeting areas. It suggests ways to slow growing traffic local and regional targets. 5. Promote economic growth and regional congestion, linking short-term strategies with long- competitiveness through a transit system that term goals of reduced congestion and increased Regional Competitiveness and Economic Growth connects major activity and employment centers transit usage. For the long-term, the Plan provides In proposing a regional transit system that will help guidance on creating the land uses and Transit is an economic asset, attracting employers, achieve these goals, the Transit Vision Plan will development patterns necessary to support the industries, and new residents. An integrated transit support greater equity, sustainability, and system and the transit supportive development accessibility in the Hampton Roads region.

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1.D PROCESS corridors and local bus enhancements. Display Public comments were reviewed to determine how The process to develop this integrated Transit Vision boards provided information on the Plan’s high- the Vision Plan could be refined to address Plan was initiated by the Hampton Roads speed, high- capacity corridors, local bus substantive issues related to the scope of this Partnership, a nonprofit public/private organization enhancements, implementation sequencing, and study. Any comments that did not directly relate to dedicated to enhancing the competitiveness of the transportation demand management (TDM) the scope of this study were forwarded to the MPO, Hampton Roads region. Joining with the Hampton recommendations. After a brief presentation DRPT, and HRT for future consideration. Roads Metropolitan Planning Organization (HRMPO) highlighting recommended corridors and key and the Virginia Department of Rail and Public findings, meeting participants were invited to break The diagram shown in Figure 1-1 represents the Transportation (DRPT), a study was launched with up into small groups for facilitated conversations. Transit Vision Plan process as a series of the establishment of a Public Transportation Plan Each small group discussed transit priorities, milestones, or major steps. Points of guidance and Technical Committee (PTPTC), ), including staff from regional and personal benefits of transit, and how input, consultant analysis, publication of 13 jurisdictions and representatives from the implementation of recommended improvements documents, and information sharing are identified. HRMPO, DRPT, Hampton Roads Transit, and the might affect interest in and ability to use transit. Interspersed among these tasks were meetings, Hampton Roads Partnership. The meetings were offered a total of four times, teleconferences, and correspondence with twice at each meeting location in Hampton and jurisdictional staff and Hampton Roads Transit The PTPTC crafted the study scope that outlined the Norfolk. Comments and input were received in one- representatives to further refine the evolving plan. analytical process that was followed. This process on-one conversations with technical and consultant The present document is the final Transit Vision is depicted in Figure 1-1. staff, during the small group discussions, on written Plan. comment sheets, by e-mail, and on the project web The process was anchored by two public meetings, site. Below are participant responses to a small two meetings with the HRMPO Board, and group discussion question at the February 24, 2009 numerous milestone meetings with PTPTC during public meeting. the study execution to guide the formation of recommendations.

At the beginning of the study, a public information What benefits of transit enhancements are most meeting was held to inform the public about the important to you? study and to solicit input. Presented at the meeting were display boards showing the existing transit • Congestion reduction network, past plans for high speed/high capacity • Economic development transit, land use and demographic information, data • Mobility of workforce on regional travel patterns, and a solicitation for • Traffic management ideas for future transit services. Multiple means of • Connecting the region providing input and getting information were • Tourism available, including comment cards, writing on • Quality of life maps, writing on flip charts, interacting with study • Serving the people staff one-on-one, and asking questions and making • Reliable travel options, don’t have to have comments in a public forum. The meeting was held a car, can go where/when I want to go simultaneously in two locations in Chesapeake and Hampton, connected by live interactive video. The • Improved Sunday service, Virginia Beach public could also provide input to the study team service, more direct point A to point B after the meeting by e-mail, fax, mail, or the project service, better transfers web site at www.hamptonroadstransitplan.com. • Information on system delays - real time • Extended para-transit services, hours, After publication of a draft Vision Plan, a second more reliable outreach and public meeting was held to present draft Plan communications findings, including the preferred and recommended

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Figure 1-1: Development Process of the Transit Vision Plan (TVP)

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DRPT• Page 5 VISION FRAMEWORK

2. VISION FRAMEWORK 2.A INTRODUCTION 2.B.2 Comprehensive Plans Summary highlights only Comprehensive Plans, the state- zoning districts have numerous transit supportive Hampton Roads Transit (HRT) currently provides an mandated long-range land use policy and planning policies and regulations. In addition, older extensive bus transit service, Norfolk is building the The Comprehensive Plans for the region’s tool. Transit supportive policies and regulations are comprehensive plans, such as Norfolk’s region's first light rail transit corridor, and Virginia jurisdictions were reviewed for transit supportive also found in small area plans and zoning comprehensive plan, cannot be expected to address Beach and Newport News are planning for future land uses, plans, and policies. The jurisdictions that ordinances, which often specify both qualitative and some policy areas that were generally not light rail transit. In addition, the region desires a address transit supportive policies have been noted quantitative transit supportive requirements. In considered at the time of its production. As more robust transit network of high speed/high in Figure 2-1 and relate to the following categories. designing this Vision Plan and assessing individual comprehensive plans – as well as small area plans capacity transit modes, including express bus, bus corridors, all sources of transit supportive policies and zoning ordinances – are updated, transit rapid transit, streetcars, light rail, and commuter • Growth management: includes land were taken into account. For example, while supportive policies should be refined and added to rail. A broad and integrated regional transit conservation and/or preservation policies and Virginia Beach’s comprehensive plan policies do not specifically address the proposed corridors within network will increase mobility options, contribute to the provision of infrastructure based on these cite specific densities, its small area plans and this Transit Vision Plan. energy and natural resource conservation, and policies. strengthen the regional economy. This Vision Framework summarizes the region’s foundation for • Targeted growth areas: includes activity Figure 2-1: Comprehensive Plan Policies of the Hampton Roads Region transit, describes the level of transit supportive centers, strategic investment areas, and any development needed for a more robust transit specific designation of a type of area to receive system, and concludes with a transit supportive growth and/or intensification. development framework for future planning efforts. • Mixed use development: specific mention of Comprehensive Plan/Year 2.B THE REGION’S FOUNDATION mixed-use areas and mixed-use development;

discussion of areas with multiple uses near facilities densities each other are not included here. Bus transit FOR TRANSIT improvements Transit-supportive Pedestrian and bike Growth management Fixed guideway transit Targeted growth areas HRT and the region’s jurisdictions have past and • Fixed guideway transit: specific mention of Mixed use development rapid rail or bus rapid transit, or fixed guideway; current plans that provide a basic foundation for Chesapeake 2005 X X X X X X future high speed/high capacity transit modes. To may reference a corridor study specifically or become more competitive for state and federal generally. Gloucester 2001 X X X X transit funding, HRT and local jurisdictions are Hampton 2006 X X X X X committed to creating future plans, policies, and • Bus transit improvements: discussion of programs to maximize transit use within proposed growing existing local and express service or Isle of Wight 2001 X X X X X transit corridors and near transit stops. adding new service where none exists. James City 2003 X X X X X 2.B.1 Past Plans and Studies • Transit-supportive densities: citations of Newport News 2008 draft X X X X X X specific numeric residential and/or commercial The Hampton Roads metropolitan region consists of densities to help support transit, or more urban Norfolk 1992 X X X thirteen local jurisdictions. The comprehensive development patterns. Poquoson 2008 draft X X X X plans and transportation plans related to these jurisdictions have been reviewed and summarized • Pedestrian and bike facilities: includes policies Portsmouth 2005 X X X X X X to highlight how local and regional bodies have or planning efforts to add new infrastructure to Suffolk 2006 X X X X X X already begun to lay the groundwork for improved support pedestrian and bicycle accessibility transit services. and access. Virginia Beach 2003 X X X X X Williamsburg 2006 X X X X X Figure 2-1 indicates that a solid foundation for transit supportive policies exists in most York 2005 X X X X X jurisdictions. It is important to note that Figure 2-1

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2.B.3 Transportation Plans Summary 2.C CURRENT PLANS AND In addition to local comprehensive plans, there are • Hampton Roads 2030 Long Range PROJECTS • Paratransit Service: The Federal Transit numerous transportation plans in the region that Transportation Plan (2007) is based on Administration (FTA) mandates paratransit provide the basis for a more transit supportive socioeconomic forecasts and includes six toll The HRT 2030 Regional Transit Plan is the most service within 3/4-mile of either side of existing environment. The following summaries highlight the projects. As “planning by others,” the document current transit plan for the region and serves as the fixed route service. Since the fixed route service most relevant aspects of these transportation plans. includes copies of the Williamsburg Area primary foundation for the region’s long-range improvements proposed within this Plan are Transport and Hampton Roads Transit long- transit vision. In addition, Norfolk is currently along existing routes, paratransit service is • Williamsburg Area Transit 2030 Plan (2006) is range plans. constructing 7.3 miles of light rail transit that will anticipated to grow at a slower rate than fixed based on the Williamsburg Area Public serve as the backbone for a more robust regional route service. Transportation study (2005) and identifies • Hampton Roads Transit 2030 Long Range Plan system of high capacity transit. Also, Virginia Beach areas that require shuttle service and (2006) includes regional express bus services and Newport News are currently studying the • Vanpool Service: TRAFFIX is a brand name for transportation centers. with defined headways, new routes in feasibility of high capacity transit to serve the HRT’s regional vanpool program, which includes Williamsburg area, bus improvements for region’s transit needs. The current work that is a total of 55 vans of which 37 are leased to • Williamsburg Area Public Transportation Study Portsmouth and Chesapeake, new park and ride being completed will provide a solid basis for future major employers. The Plan estimates that the (2005) discusses the governance, structure, lots, maintenance facilities, and modified local transit planning and investments. TRAFFIX program will grow an average of two and jurisdictional participation of the various bus service. vanpools per year. public transportation services within the area. 2.C.1 HRT 20-year Transit Plan Capital and cost allocation plan are presented • Coliseum Central Master Plan, Hampton (2007) • Ferryboat Service: HRT provides year-round ferry as part of the study. focuses on redevelopment for the area and The HRT 2030 Regional Transit Plan is a long-range service between downtown Norfolk and examines circulator bus routes. plan that will be used to determine potential new downtown Portsmouth, at 15 minute • Williamsburg Area Transit Transportation bus and rail alignments and service over the next frequencies at peak times and 30 minute Improvement Plan for 2009-2012 reviews the • Hampton Community Plan (2006) outlines key 25 years. The 2030 Regional Transit Plan includes frequencies otherwise. HRT has proposed two administration and operation of the corridors and districts and also considers a few improvements for bus service, rail service, new high-speed ferry routes: (1) Newport News Williamsburg area transportation services and transit concepts pertaining to Hampton. paratransit service, vanpool program, and ferryboat Ferry Service, between downtown Newport News makes recommendations to improve them. service. to Naval Station Norfolk; and, (2) Hampton Ferry • Hampton Roads Area Public Transportation Service, between downtown Hampton to the • Regional Fixed Guideway Long Range Plan Human Services Coordinated Transportation • Bus Service: The local bus network is the Naval Station Norfolk. (2004) identifies several generic corridors and Plan (2008) is by and largely aimed at backbone of all transit services in the HRT recommends a suitable type of mode for each of interagency coordination. service area. Without local bus service, the 2.C.2 Norfolk LRT Project them. proposed regional bus and rail projects would • Richmond to Hampton Roads Passenger Rail not reach their full ridership potential. The HRT The Norfolk light rail transit project, called The Tide, • Pembroke Area Comprehensive Transportation Study (2005) examines three basic alignments 20 Year Transit Plan calls for modifications to received approval in April 2006. A 7.3-mile Plan (2008) looks at city- and region-wide transit and presents engineering analysis for existing bus service to reflect the Norfolk light alignment is being constructed from the Eastern as well as local transit serving the Pembroke infrastructure needs. rail transit project as well as to rationalize longer Virginia Medical School to Newtown Road along a area. With 25-30 years of planning horizon, this routes. Norfolk Southern Railroad corridor and city streets. plan makes multimodal recommendations for Eleven stations are being constructed, including: short-, mid- and long-range timelines for the • Rail Service: Several rail service projects have Eastern Virginia Medical School, York Street, Pembroke area. In addition, the plan also been proposed in the HRT service area to Monticello Avenue, Plume Street, Government includes a parking plan addressing short and address travel needs in heavily congested Center, Harbor Park, , long-term parking. corridors. The primary short-term projects Ballentine Boulevard, Ingleside Road, Military include Norfolk’s light rail transit (LRT) and Highway, and Newtown Road. This light rail • Virginia Beach Resort Area Strategic Action Plan Peninsula fixed guideway service. Fixed alignment is envisioned to serve as the first (2008) calls for transit service connecting the guideway service to Norfolk Naval Base and to segment of a larger regional rail system. Oceanfront and the Dome Site. Virginia Beach are also being considered. Lastly, seven potential corridors were identified in Portsmouth and six potential corridors were identified in Chesapeake, with connections to the Norfolk LRT Project.

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2.C.3 Peninsula Rapid Transit Project Figure 2-2: Key Findings on Transit Supportive In 2001, HRT began an Alternatives Analysis for a Norfolk Southern right-of-way and beginning Development supportive development principles known as the rapid transit alignment on the Peninsula. Because environmental documentation. “4Ds” — Density, Diversity, Design, and Distinguish. of the large regional scale of the project, HRT Key Findings on Transit Supportive proposed phased implementation, beginning with a Development Density Minimum Operable Segment. Based on evaluation 2.D GUIDELINES FOR TRANSIT criteria, including the operational and capital costs • Factors that most influence transit ridership • Highest density development should be closest associated with establishing a light rail transit line SUPPORTIVE DEVELOPMENT are station proximity, transit quality, and to the transit station or bus stop. parking policies. on the CSX Railroad right-of-way between Newport • Fast, frequent, and comfortable transit service News and Williamsburg, a separate alignment in the To build the integrated transit network envisioned • Effective transit supportive development should will increase ridership. City of Newport News was selected. for the Hampton Roads region, land use offer easily accessible critical services to help • High parking charges and/or constrained development patterns should change over time to reduce auto dependency. parking supply also will increase ridership. In conjunction with the City of Newport News, HRT encourage and support future transit services. has pursued the analysis for an alignment that Changes in location of development, types of uses, • Free or low-cost parking is a major deterrent to transit ridership. • Compact building design, infill development, includes service to the City Center/Oyster Point and densities should focus more people within and structured parking are ways to increase area. The rigorous analysis has indicated that, at major activity centers and along proposed transit • Because station area residents are nearest to transit, station areas should be among the density. this time, it is almost certain that a light rail transit corridors to support the transit network. More first locations that transit agencies implement project would not qualify for federal funding under transit supportive development will help create the specialized programs to encourage ridership. Diversity the New Starts program. Because of this, in ridership demand necessary for obtaining state and • Transit supportive development (e.g., mixed collaboration with the City of Newport News, $9 federal transit funding and maximizing the benefits uses, high densities, reduced parking) is still • Mixed-use development is a major factor for a million in Regional Surface Transportation Program of a transit investment. illegal around station areas in many cities and vibrant, active community, and should be mixed funds previously programmed for this project has transit districts. within the same building and between adjacent been reprogrammed to three other projects. 2.D.1 What is Transit Supportive Development? • Steps transit agencies are taking to promote sites. transit supportive development include: It remains an objective of the City of Newport News Transit supportive development is a moderate to reconsidering replacement parking • Successful mixed use environments include to create a light rail transit system to support future high density mix of homes, shops, restaurants, requirements at park and rides, advocating for civic uses, retail, housing, office/employment, development with a balanced transportation offices, entertainment, employment, or government zoning changes, land assembly, joint entertainment, and small parks and public system. The City has requested that HRT consider uses within a pedestrian-friendly network. Transit development, and educational efforts. spaces. several supportive tasks be completed to assist the supportive development within each “station area” Source: TCRP Report 128: Effects of TOD on Housing, Parking, and City in achieving a future light rail transit project along a transit corridor attracts and increases Travel, G.B. Arrington and Robert Cervero, Transit Cooperative • Varied housing choices should include over a longer period of time. This additional work transit use. A station area is typically defined as a Research Program, Transportation Research Board, 2008 apartments, condominiums, townhomes, small- will entail determination of right-of-way 10-minute walk or one-half mile distance from the lot single-family homes, and housing over retail. requirements, estimation of right-of-way costs, transit stop to nearby destinations. It is within this determination of ridership requirements and station area where transit supportive development Design financial implications, enhanced land use analysis, will provide positive effects on transit use and 2.D.2 State Transit Service Design Guidelines transit oriented development planning, and analysis provide the greatest economic development • Design guidelines and standards should scale of supporting transit facilities. potential for a local jurisdiction. Figure 2-2 lists key In 2008, the Virginia Department of Rail and Public the size and variety of development to fit local findings on transit supportive development. Transportation (DRPT) developed Transit Service needs. 2.C.4 Virginia Beach LRT Project Design Guidelines to help transit providers, local governments, and the general public better • Coordinated visual treatments help define In the 1990s, light rail along the Norfolk Southern understand the types of transit available to meet character such as architecture, streetscapes, railroad corridor was being considered as part of regional and community transit needs. DRPT has and landscaping. project currently under incorporated these guidelines into its grant funding construction in Norfolk. In 1999, the City of Virginia application process for new transit services, so the • Pedestrian and bicycle access is a key design Beach placed the light rail project on hold within its guidelines should be used at the early stages of consideration to reduce impacts from city limits. Planning work is now continuing for light transit planning. A major consideration in selecting automobile access and traffic. rail in this corridor, including acquisition of the the best transit service should be the transit

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Distinguish Figure 2-3: FTA New Starts Land Use Criteria & Factors 2.E FUTURE TRANSIT SUPPORTIVE

• Recognize the unique qualities of each Existing Land Use PLANNING community and provide a customized approach instead of a one size fits all approach. • Existing corridor and station area The Hampton Roads Metropolitan Planning development Organization (HRMPO) has worked with HRT and the • Provide a framework for conceptual regional • Existing corridor and station area local jurisdictions to develop the Hampton Roads level planning as well as more detailed station development character Transit Vision Plan to establish a long term vision for area planning. • Existing station area pedestrian facilities the region’s transit system that incorporates and • Existing station area parking supply goes beyond the parameters of HRT’s 2030 • Facilitate the evaluation of transit impacts on Regional Transit Plan. The Hampton Roads Transit existing development patterns and future land Transit Supportive Plans & Policies Vision Plan provides a “blueprint” for local use. jurisdictions to plan and encourage more transit • Concentration of development around transit supportive development along proposed transit 2.D.3 Federal Transit Administration Guidelines • Plans and policies to increase station area routes and transit stops. development Due to the high costs of transit infrastructure and • Plans and policies to enhance transit-friendly In the future, local jurisdictions should evaluate, the need for federal subsidies, the Federal Transit character update, or amend their overall development plans, Administration (FTA) has established “New Starts • Plans to improve pedestrian facilities policies, and programs for consistency with the Criteria” to develop overall project ratings, make • Zoning ordinances that enhance transit- unique needs of desired transit modes. For decisions for advancing proposed projects, and for oriented character instance, light or heavy rail projects require the recommending projects for funding. The FTA makes • Zoning ordinances that allow for reduced largest densities and potential ridership to justify these decisions by evaluating five criteria, including: parking costly investments. On the other hand, bus rapid mobility improvements; environmental benefits; • Outreach to government agencies, developers, transit or streetcar transit has lower minimum and the public operating efficiencies; cost-effectiveness; and, standards on densities and ridership since these transit supportive land use. • Regulatory and financial incentives for TOD projects cost less. Therefore, each jurisdiction should consider DRPT’s transit guidelines and the As shown in Figure 2-3, the FTA considers three Performance & Impact of Policies FTA land use criteria to determine what they are categories and their interrelated factors to evaluate • Demonstrated cases of development affected doing now and what they should be doing to create transit supportive land use: (1) existing land uses; by policies a transit supportive environment for the proposed (2) transit supportive plans and policies; and, (3) • Station area development proposals and transit services. performance and impacts of policies within a status proposed transit corridor. Since federal transit • Adaptability of station area land for Based on the aforementioned principles and funding is constrained, those communities with development guidelines, a transit supportive development transit supportive development, plans, and policies • Corridor economic environment framework is provided in Figure 2-4 on the will obtain a higher evaluation under the FTA land subsequent page and highlights various station area use criteria and increase their chances to secure types, local development character, densities, and federal funding to design and construct new transit potential transit options that are described in service through the FTA New Starts program. Section 3.A.3. This transit supportive development framework can be used by local jurisdictions to understand and plan for feasible transit corridors in the future.

DRPT• Page 9 Figure 2-4: Hampton Roads Transit Supportive Development Framework

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Figure 2-4: Hampton Roads Transit Supportive Development Framework (Continued)

DRPT• Page 11 FUTURE TRANSIT VISION

3. FUTURE TRANSIT VISION several criteria to assess their feasibility and to Streetcar operates primarily on city streets, typically choose which mode or modes were most suitable. sharing lanes with cars. Stations are spaced 1/8- to 3.A METHODOLOGY 3.A.1 Identifying potentially underserved areas This analysis was documented in the Technical 1/4-mile apart and are simple. They generally have The methodology used to generate the Vision Plan’s The transit supportive parts of the region were Memorandum included in the Appendix. a shelter, information signing, a fare machine, and recommendations relied on technical and compared with areas currently served by the no parking. Service is all day and frequent. experiential analysis. Both aspects of the analysis – existing bus network. It was found that a few transit 3.A.3 Transit Modes Considered Propulsion is electric. An example would be the supportive areas are not served. Some of the Portland Streetcar. The differences between light examining the data and research available as well The Transit Vision Plan considered the following transit supportive, underserved areas were rail and streetcar are station spacing, exclusive as discussing existing and desired conditions and fixed route modes. experiences with technical committees, local discovered to have lower residential density and versus non-exclusive running way, and station therefore best served by local bus. However, some amenities. jurisdiction staff, and the public – were critical in • Commuter Rail conceptualizing and refining high speed/high underserved areas include employment densities best served by high speed/high capacity transit • Light Rail Bus Rapid Transit (BRT) has similar characteristics capacity corridors, local bus enhancements, and • Streetcar/Trolley transportation demand management measures. services. This analysis is fully explained in the land to Light Rail, except the vehicle is a bus instead of a use analysis in Section 3.C in the Technical • Bus Rapid Transit (BRT) train. Bus Rapid Transit operates primarily on an The sequence of experiential inputs – public Memorandum (included in the Appendix). • Express bus exclusive running way, but can also operate on city meetings, technical committee meetings, and MPO • Enhanced bus streets in exclusive lanes. Stations are spaced one- meetings – are described and represented Similarly, concentrations of non-drivers, as • Local bus half to two miles apart. Stations can have parking identified by the HRPDC, were examined against the or can be designed for walk access. Service is all graphically in the Process section of the For the purposes of this study, the fixed route existing bus network coverage and the transit day and frequent – at least four buses per hour Introduction. In addition to the depicted process modes were defined as follows. milestones, dozens of additional conversations supportive parts of the region. Most concentrations during peak periods. Vehicles are fueled by diesel of non-drivers were found to be served by existing occurred with jurisdiction staff, MPO, HRT, and Commuter Rail operates on freight rail corridors, or compressed natural gas (CNG). An example of bus routes. Local bus improvements were DRPT and influenced this Plan’s recommendations. perhaps in mixed operation with freight trains, using BRT would be the Orange Line in Los Angeles. proposed in areas where non-drivers are Without this local input and the iterative process it rolling stock compliant with Federal Railroad underserved. Section 3.D of this report describes Express Bus operates on existing roads in mixed supported, this Plan’s recommendations would Administration regulations. Stations are spaced these proposed local bus improvements. traffic or on High Occupancy Vehicle (HOV) lanes have been incomplete. approximately three to five miles apart and are were present. Express buses serve one or a few designed mainly for drive access. They are located 3.A.2 Identifying places to connect with high park-and-ride lots in lower density suburban areas Likewise, this Plan would have been incomplete in lower density suburban areas and have park-and- speed/high capacity transit then travel non-stop, often via freeways, to core without the technical analysis and research ride lots. Service is provided primarily on weekdays activity centers where there may be several closely conducted. Because of the importance of tying The parts of the region most supportive of transit during commuting peak periods. Propulsion is likely spaced stops. Service is primarily during transportation improvements to land use, the were compared to land use plans found in the diesel, but the line could be electrified. An example commuting peaks, but can be all day. Vehicles are technical process was based on an analysis of various jurisdictions’ comprehensive plans to of Commuter Rail would be the Virginia Railway fueled by diesel or compressed natural gas (CNG). existing land use, comprehensive plans, and identify the major regional activity centers in Express (VRE) in Northern Virginia. Often vehicles are over-the-road motorcoaches, as forecast demographics. Hampton Roads, supported by input from the public opposed to 30- to 40-ft transit buses. An example and PTPTC. The result was a set of maps of activity Light Rail Transit (LRT) operates primarily on an of Express Bus would be HRT’s MAX service. Demographic data (population, employment, centers as shown in Figures 3-1 and 3-2. exclusive running way, but can also operate on city number of households, and number of vehicles streets in exclusive lanes. Stations are spaced one- Enhanced Bus operates on existing roads in mixed available) were collected from the Hampton Roads Corridors connecting the major activity centers were half to two miles apart. Stations can have parking traffic with cars, mainly along surface arterial roads. Planning District Commission (HRPDC) for the years proposed as candidates for high speed/high or can be designed for walk access. Service is all Stops are farther apart than on local bus, perhaps 2000 and 2034. The region was divided up into capacity transit service. Existing transit studies day and frequent – at least four trains per hour 1/2-mile or more apart, and stops have shelters 1,059 zones and demographic factors have been provided the alignments for many of the candidate during peak periods. Propulsion is electric with an and more amenities than local bus stops. Service is estimated for each zone. The transit supportive corridors. The set of candidate corridors was overhead catenary system, making trains quiet and all day and frequent, using a diesel- or CNG- parts of the region were identified using the land reviewed with the PTPTC and modified based on reducing pollution from the vehicle. Examples propelled transit bus, which could be specially use analysis criteria described in Section 3.C in the their comments. Different transit modes were would include the in Charlotte and branded. Examples of Enhanced Bus would be Technical Memorandum included in the Appendix. considered for each candidate corridor (see Section the Baltimore Light Rail. Metro Rapid in Los Angeles and MetroExtra in The resulting transit supportiveness maps also can 3.A.3). The candidate corridors were analyzed using be seen in the Technical Memorandum. Washington, DC.

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Figure 3-1: Map of Activity Centers – Peninsula Figure 3-2: Map of Activity Centers - Southside

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Local Bus operates on existing roads in mixed traffic with cars. Stops are every few blocks apart and usually no more than 1/4-mile apart. Amenities at stops are limited, perhaps as little as a sign and a concrete pad. Service is all day with frequencies of Recommended Candidate Transit Implementation 1 to 8 buses per hour, depending on time of day Feasibility Transit Vision and location. Vehicles are typically 30- to 40-ft long Corridors Supportiveness Sequence and fueled by diesel or compressed natural gas Corridors (CNG) propulsion. An example would be HRT bus service. Technical Committee Review 3.A.4 Corridor Assessment

Three levels of evaluation were applied to the candidate corridors. The first level was to assess transit-supportiveness of the corridor, using criteria contained in the Federal Transit Administration • Institutional Arrangements – the existence or • Service efficiency – Providing a high level of guidelines for the New Starts funding program. This ability to create the organizational structures to service versus the cost per vehicle-revenue-mile was out of necessity a high-level, qualitative review operate the transit service • Land use supportiveness - Ability of land use to as the proposed transit projects are not yet well • Supportive Land Uses – the ability of forecast develop in a transit supportive way, as reflected defined. The transit-supportiveness evaluation land uses to support transit usage in demographic projections, zoning, and criteria were: redevelopment potential • Funding Strategies and Programs – the • Existing Land Use – a review of the types and potential to find sources of funding to Analysis of land use played a significant role in all character of development in the corridor implement the transit project three levels of evaluation.

• Transit-Supportive Plans and Policies – a review The first two levels of evaluation are described in After the feasibility review and further discussions of the policies that support transit such as more detail in a Technical Memorandum, included with the PTPTC and jurisdictional staff, the corridors growth management, zoning regulations, and under separate cover in the Appendix. and the proposed transit service in them were tools to implement land use policies refined into recommendations to be brought The third level of evaluation was to identify the • Performance and Impacts of Policies – a review forward in the Transit Vision Plan. These reasonable sequence in which to implement the recommendations are described in detail in Section of how land use policies have shaped proposed transit projects. The criteria were: development and how the transit investment 3.C. might impact regional transit use • Project readiness – How easily and quickly the The second level of evaluation was a feasibility project can be implemented as determined by review based on five categories. the stage of planning process, right-of-way availability, and funding • Projected Demand – the ability for the proposed • Effectiveness at enhancing mobility – Serving transit mode to meet travel demand in the corridors forecast to be heavily congested and corridor the ability to avoid congestion (such as fixed • Service Area Corridors – the ability to identify guideway, separate lanes, and signal right-of-way to implement the proposed transit prioritization) improvement

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3.B PRELIMINARY CORRIDOR REFINEMENTS

Based on the analysis documented within the implemented, service was recommended to be A Draft Transit Vision Plan incorporating the On the next several pages, each corridor is Technical Memorandum (included in the Appendix) deferred to beyond 2034. refinements listed above was generated and described and illustrated. The transit service submitted to the members of the technical proposed for each corridor, which may evolve over as well as jurisdictional comments on that report, Further refinements were made in the process of committee, HRTMPO, and DRPT for review and time, is reviewed. Recommendations are given for corridor refinements were made and brought review with the HRMPO, PTPTC, and jurisdictional comments. The preliminary findings were improving the transit supportiveness of land use in forward into a Draft Transit Vision Plan. staff. presented at public meetings. This Final Vision Plan the corridor. Finally, supporting projects, regional The Technical Memorandum rated as having lower document incorporates refinements based connections, and additional planning decision to be • Corridors 8c and 8e were combined to make a feasibility four of the candidate corridors and modal comments received on the Draft Vision Plan. made are discussed. While the corridors are single corridor, called Corridor 8c. options. As a result, the following refinements were designated using numbers, no priority is implied by made: • Express bus service Corridor 8d was extended the numbering. from its previous western terminus in the 3.C PROPOSED HIGH • Light rail in Candidate Corridor 8d via the Harbour View area of Suffolk to Smithfield in Isle After the high speed/high capacity corridors are Midtown Tunnel and Western Freeway in of Wight County. At present Isle of Wight County SPEED/HIGH CAPACITY presented, the recommended local bus service Portsmouth was rated as having lower only has express bus service to Newport News. CORRIDORS improvements are described in Section 3.D. feasibility, primarily because it missed important The recommended change will improve transit activity centers in Portsmouth. Express bus connections from Isle of Wight County to The high speed/high capacity corridors service was carried forward as the suitable region’s core. recommended in this Plan, shown in Figure 3-3, transit mode for Corridor 8d. The high speed/high capacity transit service • A new Corridor 17 was added, calling for bus connect the entire region with high quality, recommended in this Plan is anticipated to • Commuter rail in Candidate Corridor 9c between rapid transit service along the Princess Anne attractive transit service. The transit service will Suffolk and Norfolk was rated as having lower Road and Lynnhaven Parkway corridors in both support and be supported by additional serve more than 670,000 jobs and more than feasibility, primarily because it missed important Virginia Beach. This service would connect focused development. A range of transit modes are 820,000 residents in the region. The activity centers in Portsmouth and traversed Strategic Growth Areas in Virginia Beach with recommended, from express bus to light rail, such undevelopable land. This corridor was dropped one another and with a potential light rail line that the mode is most appropriate for the types of recommended light rail network on the from further consideration, as other corridors paralleling I-264. development anticipated in each corridor. In many met the transportation needs. corridors, the mode will evolve over time as more Southside alone is anticipated to serve more • A new Corridor 18 was added, calling for intensive development occurs. For example, than 360,000 jobs and 320,000 residents. • Light rail in Candidate Corridor 11 along the CSX express bus service between Downtown Suffolk beginning with bus rapid transit and eventually Railroad on the Peninsula was rated as having and Harbour View. While current levels of converting to light rail has been recommended in lower feasibility, primarily because current and development would unlikely support transit some corridors. anticipated development patterns in the service, in the long-range an improved cross-city northern part of the corridor can be served with transit connection in Suffolk would be of value. The corridors come together at various important commuter rail. In addition, commuter rail is • The ultimate mode in Corridor 12 between regional activity centers. Intermodal hubs are more likely due to its compatibility with CSX recommended to allow convenient transfers operations. However, both LRT and commuter Downtown Hampton and Oyster Point via Coliseum Central was changed from bus rapid between different transit modes. The primary hubs rail will be evaluated in an Alternatives Analysis that emerge from this Plan are: study and an Environmental Impact Statement transit to light rail. While the forecast land use in this corridor is moderately supportive of high (EIS) to make a final determination of the • Downtown Norfolk, with Eastern Virginia Medical appropriate mode. speed/high capacity transit, this change was recommended because of the importance of School on west and Harbor Park on east • Express bus in Candidate Corridors 15a and Coliseum Central as an activity center on the intermodal center 15b from Poquoson to Oyster Point and Peninsula. Coliseum Central was rated as having lower • Naval Station Norfolk feasibility, primarily because demand for public transportation in Poquoson was rated low. Even • Oyster Point/City Center in Newport News though these transit routes would be readily

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Figure 3-3: Regional Transit Vision Map for Hampton Roads

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CORRIDOR 1. Eastern Virginia Medical School to Newtown Road, Norfolk

Description of Corridor Implementation Other Discussion Regional Connections

Corridor 1 runs from the Eastern Virginia Medical A light rail transit (LRT) line called The Tide is Supporting Projects Other transit corridors will connect this corridor into School (EVMS) in Norfolk to Newtown Road in currently being constructed in this corridor. The the region’s integrated transit network. Any corridor Norfolk. The corridor goes through multiple activity short-range plan calls for completing construction of Light rail service in Corridor 1 is supported by references are meant to show regional connections. and employment centers including Downtown The Tide light rail project and begin operating the operational changes to existing bus service. The Full corridor descriptions and maps may be found Norfolk and Norfolk State University. This corridor, service by 2010. Light rail service will continue to following existing routes should be reoriented to within Section 3.C of the Vision Plan. which has the most intensive commercial operate throughout the timeframe of the Vision serve light rail stations and better coordinate with development in the region, is logically the hub and Plan. Bus service will be modified to better serve light rail service. Ridership on this initial light rail line will be greatly starting point for the regional high speed/high light rail stations along the corridor. It is anticipated enhanced by future extensions to the light rail capacity transit network envisioned in this Plan. that service frequency will increase over time as • Route 4 to serve Medical Center Station network, as called for in the Vision Plan. ridership demand increases and additional light rail extensions are built, as recommended in this Plan. • Route 11 to serve Medical Center Station • Corridor 3 light rail service would provide connections to central Virginia Beach and the • Route 15 to serve Military Highway Station Oceanfront

• Corridor 4 and Corridor 5 light rail service would RECOMMENDED CORRIDOR • Route 17 NET Circulator modified to coordinate with light rail service enable connections to Naval Station Norfolk around the east and west sides of Norfolk, as • Route 18 to serve Ballentine Boulevard Station well as service to Norfolk International Airport.

• Route 20 to serve Military Highway Station • Corridor 8a rapid transit service would enable connections to Portsmouth and the • Route 23 to serve southwestern part of the region.

• Route 25 to serve Newtown Road Station In addition, an intermodal hub at Harbor Park Station would be created under the Vision Plan. • Route 27 to serve Newtown Road Station Commuter rail trains to Chesapeake (Corridor 7) and Portsmouth and Suffolk (Corridor 9a) would • Route 44 to serve Medical Center Station terminate at Harbor Park, as would intercity rail service from Richmond via Petersburg. Light rail service in Corridor 1 is also supported by IMPLEMENTATION PHASING the enhanced bus service called for in Corridor 5.

Near-Term Long-Range Extended-Range Short-Range Mid-Range (2026–2035) (Beyond 2035) (Six-Year Improvement (2016–2025) Plan 2010-2015)

Complete construction and Continue operating LRT Continue operating LRT Continue operating LRT begin operating LRT with increased with increased frequency frequency

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Land Use Recommendations

Downtown Norfolk’s growing mix of uses and 4. Update the Comprehensive Plan and provide compact, walkable development patterns serve as a land use policies that more accurately reflect local model of transit supportive development. To Norfolk’s current and future land use and fully utilize other LRT station areas, a variety of transportation plans. Build in additional higher density housing options, mixed-use and guidance for the development of future high compact development, minimal surface parking, capacity transit services. and improved pedestrian accessibility are needed. 5. Continue strategic development in Downtown 1. Focus redevelopment and higher intensity uses Norfolk. Encourage high density residential within one-half mile of each LRT station, using uses, retail, and entertainment. Foster more transit-oriented development best practices as a diversity in the commercial and employment guide to refine local plans and zoning. markets.

2. Create attractive, accessible, pedestrian- 6. Continue to use and refine the Downtown friendly, and mixed use station areas that taper District’s design review criteria specified in the and transition smoothly to adjacent moderate zoning ordinance to encourage desired types of density residential areas. development.

3. Provide increased circulator service between the 7. Identify strategic actions to encourage LRT stations and residential neighborhoods additional employment in the corridor by outside of the one-half mile station area. This focusing development in the Downtown Norfolk will help build ridership in the early days of the and Military Highway areas. LRT and provide additional travel options to users.

CORRIDOR 1: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 2. Christopher Newport University to Denbigh Boulevard, Newport News

Description of Corridor Implementation Other Discussion

Corridor 2 runs from Christopher Newport University The ultimate transit vision for this corridor is light Supporting Projects • Route 106 to serve Station (CNU) to Denbigh Boulevard in Newport News. There rail service. are multiple activity centers along this corridor, Realizing the transit vision in this corridor will be • Route 107 to serve Patrick Henry Mall Station including two existing model mixed use, transit- In the short range, the City in coordination with greatly enhanced by implementing high speed/high and CNU Station supportive centers in Port Warwick and Oyster Point, Hampton Roads Transit should identify the routing capacity transit in other Corridors in this Plan. as well as Newport News/Williamsburg International and stop locations for enhanced or premium bus Foremost would be to connect to the light rail • Route 111 to serve Thimble Shoals Boulevard Airport and Patrick Henry Mall. The CNU and City service in the corridor. Enhanced bus service system on the Southside via Corridor 12 through and Riverside Regional Medical Center Stations Center portions of this corridor are forecast to have should have more widely spaced stops than local Hampton, and Corridor 16c light rail crossings of the as well as shortened to reduce duplication with residential and employment densities supportive of bus service, at least 4 trips per hour, bus shelters at Hampton Roads harbor, as called for in this Plan. light rail service high speed/high capacity transit investment. all stops, and perhaps specially branded buses. Enhanced bus service could be constrained to this Light rail service in Corridor 2 would be supported • Route 112 to serve Thimble Shoals Boulevard, The City of Newport News has been advancing Corridor or, better yet, be extended along Jefferson by operational changes to existing bus service. The Jefferson Lab, and Patrick Henry Mall Stations planning for high speed/high capacity transit in this Avenue to Downtown Newport News, similar to following existing routes should be reoriented to as well as to reduce duplication with light rail corridor and has established a preferred alignment Route 131 contemplated in HRT’s Proposed 20- serve light rail stations and better coordinate with service and potential station locations. The City continues Year Transit Plan (2006). If the latter option is light rail service. to encourage higher density, mixed use pursued, this service could be branded as bus rapid • Route 113 to serve Patrick Henry Mall Station development in the corridor in order to realize the transit service, with stations spaced one-half to two community’s vision for light rail service. The City miles apart and HRT are collaborating on additional analysis in RECOMMENDED CORRIDOR support of ultimately building light rail in this In the mid-range, enhanced bus service should corridor, including determination of right-of-way continue to operate. The City of Newport News requirements, estimation of right-of-way costs, should continue with its transit-supportive land use determination of ridership requirements and planning and high speed/high capacity transit financial implications, enhanced land use analysis, planning. The environmental documentation transit oriented development planning, and analysis needed for the light rail line should be completed in of supporting transit facilities. this timeframe. This includes completing the Alternatives Analysis and the Environmental Impact Statement (assuming federal funding will be pursued).

In the long-range, the light rail project should be constructed and service should commence in the corridor. IMPLEMENTATION In the extended-range, the light rail service should continue operations. Near-Term Short-Range Mid-Range Long-Range Extended-Range (Six-Year Improvement (2016–2025) (2026–2035) (Beyond 2035) Plan 2010-2015)

Begin operating Continue operating Construct and operate Continue operating LRT enhanced bus service in enhanced bus. LRT corridor Complete AA/DEIS and FEIS for LRT project

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Land Use Recommendations CORRIDOR 2: LAND USE CONDITIONS AND RECOMMENDATIONS

• Route 116 to serve Patrick Henry Mall Station Newport News has two of the region’s model mixed- use developments – Port Warwick and Oyster Point • Route 119 could be eliminated as its service at City Center. The densities, combination of uses, would be duplicated by light rail service walkability, and pedestrian-oriented design and accessibility make these centers both attractive and • Route 121 to serve Patrick Henry Mall Station transit-supportive. Future development at proposed transit stations along this corridor should continue In addition, a local circulator route would be to be compact and mixed-use to support the beneficial for connecting Port Warwick with other community’s vision for LRT service. employment and commercial centers in the corridor. This circulator could be publicly or privately 1. Encourage station area development along this operated. corridor to use Port Warwick and Oyster Point at City Center as models of transit supportive Regional Connections mixed-use developments.

Other transit corridors will connect this corridor into 2. Continue to use high intensity and mixed use the region’s integrated transit network. Any corridor zoning districts, such as the Mixed Use District references are meant to show regional connections. and Neotraditional Overlay District, to create Full corridor descriptions and maps may be found pedestrian-oriented and transit supportive within Section 3.C of the Vision Plan. development.

Light rail service in Corridor 2 would connect with 3. Continue to develop Oyster Point at City Center other projects called for in the Vision Plan: with medium-density, mixed uses.

• Corridor 11 commuter rail service along the 4. Redevelop the Patrick Henry Mall as a mixed- Peninsula, including service to use center, using either of the corridor models Richmond. as guides.

• Corridor 12 bus rapid transit and eventually light 5. Determine an appropriate scale and mix of uses rail service to Coliseum Central and Downtown for the areas north of the Airport and then Hampton. Light rail service in Corridor 12 would encourage that type of redevelopment. also support regional light rail connectivity to the Southside. 6. Ensure frequent and reliable connecting service between Port Warwick and enhanced transit • The Oyster Point section of Newport News is a service along the corridor. Connecting these hub for regional express bus service such as in residential areas to the employment centers at Corridor 14 to York and Gloucester Counties and Oyster Point, near the airport, at the Medical Corridor 15a to Poquoson. Center, and CNU will make fixed route or rail transit more feasible. Planning Decisions 7. Identify strategic actions to encourage As planning proceeds for high speed/high capacity additional employment in the corridor by transit service in Corridor 2, decisions need to be focusing development in the Airport, Patrick made with regard to how transit will interact with Henry Mall, Jefferson Lab, and Medical Center commuter rail service in Corridor 11 (CSX corridor) areas. called for in this Plan.

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CORRIDOR 3. Newtown Road to Oceanfront, Virginia Beach

Description of Corridor Implementation Other Discussion local trips along

Corridor 3 runs from Newtown Road in Norfolk to The ultimate transit vision for this corridor is light Supporting Projects • Route 32 may be redundant with light rail the Oceanfront resort area in Virginia Beach, rail service. service and discontinued or replaced with local following the unused Norfolk Southern Railroad line Certain land use and transportation projects will circulators and Virginia Beach Boulevard. This corridor runs In the short-range, limited stop bus service should help support implementation of the through or near multiple activity and employment be implemented along Virginia Beach Boulevard recommendations described above. Some enabling New local bus service, as called for in Section 3.D of centers, including Pembroke Town Center, from Newtown Road to the Pacific Avenue Transit and supporting projects are: this Plan, should also be implemented to support light rail service in Corridor 3. Examples include: Lynnhaven office parks, Oceana Naval Air Station, Center. Consideration should be given to dedicating Hilltop shopping area, and the Oceanfront. the curb lane to buses, HOVs, and taxis during peak • Completion of the initial light rail line in Norfolk travel periods to improve travel times and service (Corridor 1) is a critical enabling project for light • New route in the Kempsville Road and Corridor 3 forms a logical eastward extension of reliability. All bus stops should have shelters. rail service in Corridor 3. Witchduck Road corridor, serving a Witchduck Corridor 1, where The Tide light rail line is being Service should be frequent, with at least 4 trips per Road station. constructed. hour. Stop locations should be at major crossing • Enhanced and extended circulator bus service (or bus rapid transit) in Corridor 10 is necessary • New route in the Rosemont Road corridor, arterial streets and activity centers likely to have a serving a Rosemont Road station. Some of the highest employment and residential light rail station in the future. to distribute passengers using light rail throughout the Oceanfront resort area. densities in the region are found in this corridor. Regional Connections The amount of employment is already supportive of Also in the short-range, the Alternatives Analysis and • Pembroke Town Center could become a model high speed/high capacity transit, and residential environmental documentation for implementing station area based on compact, mixed use, and Other transit corridors will connect this corridor into densities in the corridor have the potential to light rail in the corridor should be completed. The walkable development. the region’s integrated transit network. Any corridor support rail in the future. High worker trip volumes Norfolk Southern right-of-way should be acquired. references are meant to show regional connections. from Virginia Beach to Norfolk and presence of Bus service should be reoriented to serve light rail Full corridor descriptions and maps may be found several Strategic Growth Areas along this corridor In the mid-range, the final design and construction stations. Additional planning will be required to within Section 3.C of the Vision Plan. justify a high speed/high capacity transit investment of the light rail project should be completed. Local determine station locations (as described further in the corridor. bus routes should be reoriented to serve light rail below) and exact service modifications. Examples Light rail service in Corridor 3 would connect with station areas. In the long- and extended-range, of bus service modifications include: other projects called for in the Vision Plan: operation of the light rail line will continue. • Route 36 routed to serve a Pembroke Town • Corridor 10 enhanced and extended circulator Center station bus service is an enabling project to connect throughout the Oceanfront resort area. • Route 29 routed to serve a Lynnhaven Parkway station • Route 20 routed to serve multiple stations and allow connections between longer distance and

RECOMMENDED CORRIDOR IMPLEMENTATION

Near-Term Short-Range Long-Range Extended-Range Mid-Range (Six-Year Improvement (2026–2035) (Beyond 2035) (2016–2025) Plan 2010-2015)

Begin enhanced bus Construct and operate Continue operating LRT Continue operating LRT service along US 58 LRT Complete AA and EIS for LRT project

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Land Use Recommendations

• Corridor 17 bus rapid transit service would tie Significantly, the proposed corridor contains 4. Maximize development potential in redeveloping 7. Connect those SGAs near but not bisected by into light rail service in two locations to increase 125,000 jobs and meets federal guidelines for mixed use centers such as the Pembroke Town the corridor (Lynnhaven, Oceana Naval Air regional connectivity corridor level employment. This level of Center and Oceanfront SGAs by minimizing Station, Hilltop) to the main corridor with employment supports transit ridership when major surface parking and updating parking and frequent transit service. Consider • Corridor 4 light rail service would enable longer employers are located near stations, bus pricing policies. Reconsidering quantity, type, enhancements to local bus service or distance, high speed/high capacity transit trips connections are provided from stations to major and location of parking will contribute to encouraging employers and developers to between Virginia Beach and Naval Station employers, and park-and-ride lots or parking increased walkability, and permit a broader provide shuttle service. Norfolk as well as Norfolk International Airport. garages are provided at stations. Based on these variety of development types and design. • Corridor 1 light rail service would enable conditions, Corridor 3 has the most appropriate 8. Continue with redevelopment planning for the connections to Downtown Norfolk. level of employment to support high speed/high 5. Identify strategic actions to encourage higher Oceanfront resort area and around the Virginia capacity transit service among the corridors in this housing unit density in the corridor by focusing Beach Convention Center. Develop a Planning Decisions Plan. The policy basis for increasing transit- development in the Town Center, Lynnhaven sequencing plan for the recommendations supportive conditions along this corridor and Parkway, and Oceanfront areas. included within existing resort area plans Questions to answer in the environmental compact mixed use development – including a (Oceanfront Resort Area Plan, Virginia Beach: documentation phase include whether the light rail variety of higher density housing options – exists in 6. Continue to support development in Pembroke Creating an Old Beach District Center) to aid alignment should remain within the Norfolk Virginia Beach. The following land use Town Center, implementing the transit-oriented implementation. Encourage infill development Southern Railroad right-of-way or deviate from the recommendations are based in part on the policies recommendations of the Pembroke Area in older, established areas of the Oceanfront. right-of-way to serve office parks along Lynnhaven and actions suggested within the Virginia Beach Comprehensive Transportation Plan. Continue and retail areas in Hilltop. Also, the location of the Comprehensive Plan and other local area plans. to use the Pembroke Central Business zoning eastern project terminus needs to be determined, district. namely whether the project terminates near the 1. Focus on redevelopment in Strategic Growth Virginia Beach Convention Center or extends east Areas (SGAs) along the corridor. This includes closer to the Oceanfront hotels. Pembroke Town Center, Lynnhaven, Oceana Naval Air Station, Hilltop, and Oceanfront. CORRIDOR 3: LAND USE CONDITIONS AND RECOMMENDATIONS Potential Station Locations Ensure that the zoning districts used within these SGAs permit mixed uses and transit- Below is a list of potential light rail station locations supportive residential densities. (Note: Due to to be considered in future studies. In addition, its military functions, there are development whether and how much parking should be built at restrictions around Oceana Naval Air Station.) each station needs to be determined. The locations of grade separations at major crossing arterials also 2. Increase residential densities in targeted areas need to be studied. within SGAs along the corridor to (a) support desired transit and (b) create markets for • Kempsville/Arrowhead Shopping Center additional neighborhood-oriented, walkable • Witchduck Road retail. Encourage a variety of housing types: • Kellam Street high density (20 or more units per acre) high- and mid-rise multi-family, and moderate density • Pembroke Town Center (8 to 12 units per acre) single-family attached • Rosemont Road/Little Neck Road and detached housing. • Lynnhaven Parkway • London Bridge Road 3. Use Comprehensive Plan and area plan policies • Oceana Boulevard as well as SGA design guidelines to ensure • Birdneck Road internal circulation and non-vehicular • Virginia Beach Convention Center connectivity as centers intensify. Provide pedestrian and bicycle facilities so that residents and workers can take advantage of mobility options.

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CORRIDOR 4. Military Highway/I-64 Corridor, Norfolk

Description of Corridor Implementation Other Discussion

Corridor 4 runs from I-264 parallel to Military The ultimate transit vision for this corridor is light Supporting Projects • Corridor 1 light rail service would enable Highway and I-64 to Naval Station Norfolk. Currently rail service. connections to Downtown Norfolk via Norfolk adopted 2034 forecasts of residential density in the Certain transportation projects will help support State University. corridor do not support rail, except along Little In the short-range, existing MAX Routes 919 and implementation of the recommendations described Creek Road west of I-564. However, the corridor 922 express bus service would continue operating above. Some enabling and supporting projects are: • Corridor 3 light rail service would enable links several important regional activity centers in the corridor. The Alternatives Analysis should be connections across central Virginia Beach and including providing improved transit access to initiated as funding for this study has been • Completion of the initial light rail line in Norfolk the Oceanfront resort area. Norfolk International Airport and Naval Station allocated. (Corridor 1) is a critical enabling project for light Norfolk. A study conducted in 1999 identified this rail service in Corridor 4. • Corridor 5 light rail service would enable corridor as feasible for extending light rail to Naval In the mid-range, the Alternatives Analysis and connections to Downtown Norfolk via Old Station Norfolk. High speed/high capacity transit in environmental documentation necessary for • Extension of light rail to Virginia Beach (Corridor Dominion University this corridor is further justified by the large number implementing light rail service should be completed. 3) would greatly support ridership for light rail of workers who commute from Virginia Beach to Right-of-way acquisition should begin, as should service in Corridor 4 by connecting to more jobs • Corridor 16c light rail service would enable Naval Station Norfolk. final design. and residences. connection across Hampton Roads harbor to Downtown Hampton and the Peninsula. In the In the long-range, the light rail project should be Bus service should be reoriented to serve light rail interim, cross harbor ferry service in Corridor constructed and begin operations. stations. Additional planning will be required to 16a would provide connections to the determine station locations (as described further Peninsula. In the extended-range, operation of the light rail line below) and exact service modifications. Examples will continue. of bus service modifications include: Planning Decisions RECOMMENDED CORRIDOR • Route 3 routed to serve a Chesapeake Questions to answer in the environmental Boulevard station documentation phase include the preferred alignment of the light rail line. In particular, whether • Route 8 routed to serve a Tidewater Drive to serve Norfolk International Airport with a branch station line or along the main line needs to be decided. Also, the departure point or station from The Tide • Route 9 routed to serve a Chesapeake initial light rail line needs to be determined. Boulevard station A transit operating plan needs to be created. Issues • Route 15 routed to serve multiple stations and to be resolved include: allow connections between longer distance and local trips along Military Highway • Whether to continue MAX Route 919 once light rail service is implemented. • Route 23 routed to serve a Northampton IMPLEMENTATION Boulevard station • Whether light rail service in Corridor 4 operates independently (that is, requiring a transfer to Regional Connections light rail service between Downtown Norfolk and Near-Term Virginia Beach) or if through service is offered Long-Range Extended-Range Other transit corridors will connect this corridor into from Oceanfront to the Naval Station or from Short-Range Mid-Range (2026–2035) (Beyond 2035) the region’s integrated transit network. Any corridor Downtown Norfolk to the Naval Station. (Six-Year Improvement Plan (2016–2025) references are meant to show regional connections. 2010-2015) Full corridor descriptions and maps may be found • Whether local bus service within the Naval within Section 3.C of the Vision Plan. Light rail Station loop is replaced by light rail service Continue MAX express bus Complete AA and EIS for Construct and operate LRT Continue operating service in Corridor 4 would connect with other service in corridor. Initiate LRT project LRT projects called for in the Vision Plan: AA.

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Potential Station Locations Land Use Recommendations

Below is a list of potential light rail station locations This corridor links a nationally-significant naval 4. Conduct small area planning studies for Military to be considered in future studies. In addition, base—which also serves as the region’s largest Circle Mall and Janaf Shopping Center to whether and how much parking should be built at employment centers—to the airport, to the future determine how these two activity centers can be each station needs to be determined. The locations Tide LRT station, and to activity centers with high improved or redeveloped to better support of grade separations at major crossing arterials also redevelopment potential. There are many transit and to become more accessible, need to be studied. opportunities for creating transit-supportive pedestrian-friendly destinations. Incorporate conditions within these areas, but additional policy study findings into an updated Comprehensive • Virginia Beach Boulevard guidance, redevelopment, and additional amenities Plan. • Northampton Boulevard are needed. • Norfolk Commerce Park 5. Focus additional commercial development near • Norfolk International Airport 1. Update the Comprehensive Plan to include the Airport. • Norview Avenue/Azalea Garden Road policies to specifically support Norfolk’s transit initiatives, including those along this corridor. 6. Work with the U.S. Navy to determine the most • Chesapeake Boulevard efficient means of providing enhanced transit • Tidewater Drive 2. Encourage moderate density residential service to commuting employees. Discussing • Wards Corner development along this corridor. Use existing topics such as access and security will help • Torgerson Road policies and apply zoning designations used in design the most feasible mid- and long-range • Beechwood Ave/Norfolk International Terminals other areas to achieve desired results. solutions. • Naval Station Norfolk loop with multiple stations 3. Provide bus shelters, sidewalks, and other 7. Identify strategic actions to reverse anticipated improvements to support existing bus service job losses at Norfolk Naval Base and encourage within and between the corridor’s activity additional employment in the corridor by centers. focusing development in the and Janaf Shopping Center area.

CORRIDOR 4: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 5. Downtown Norfolk to Naval Station Norfolk, Norfolk

Description of Corridor Implementation Other Discussion Light rail service in Corridor 5 would connect with other projects called for in the Vision Plan: Corridor 5 runs between the Naval Station Norfolk The ultimate transit vision for this corridor is light Supporting Projects and Downtown Norfolk on the west side of Norfolk. rail service. • Corridor 4 light rail service would enable Until the 1950s streetcar service ran on streets in Certain transportation projects will help support connections to Norfolk International Airport and and near this corridor. An abandoned railroad right- In the short-range, limited stop bus service should implementation of the recommendations described the east side of Norfolk. Corridor 4 and Corridor of-way traverses the southern portion of this be implemented in this corridor, in preparation for above. Enabling and supporting projects include: 5 light rail service could overlap within Naval corridor. future light rail service. Stop locations should be Station Norfolk. farther apart than for local bus service, and service • Completion of the initial light rail line in Norfolk Corridor 5 forms a logical western and northern should be at least 4 buses per hour each direction. (Corridor 1) is a critical enabling project for light • Corridor 1 light rail service would enable extension of Corridor 1, where The Tide light rail Vehicles may be specially branded, and bus stops rail service in Corridor 5. connections through Downtown Norfolk and project is being constructed. should have shelters. At the same time, care should Norfolk State University. Coupled with Corridor be given not to over-invest in amenities that may be Bus service should be reoriented to serve light rail 3 light rail service, connections across central Three important regional activity centers anchor this discarded when light rail service is implemented. stations. Additional planning will be required to Virginia Beach and the Oceanfront resort area corridor: Naval Station Norfolk to the north, Old determine station locations (as described further would be made. Dominion University in the middle, and Eastern In the mid-range, the Alternatives Analysis and below) and exact service modifications. Examples Virginia Medical School to the south. In addition to environmental documentation necessary for of bus service modifications include: • Corridor 8a rapid transit service would enable institutional uses, residential density along this implementing light rail service should be completed. connections to Portsmouth and the corridor has the potential to support high Right-of-way acquisition should begin. • Route 2 routed to serve multiple stations and southwestern portion of the region. speed/high capacity transit service. When allow connections between longer distance and connected with seamless transit service to In the long-range, final design should be completed local trips along Hampton Boulevard • Corridor 16b light rail service would enable Downtown Norfolk, corridor employment is already and construction of the light rail project should connection across Hampton Roads harbor to supportive of high speed/high capacity transit. begin. On-street right-of-way along this corridor is • Route 4 routed to serve an ODU station and a Downtown Newport News and the Peninsula. In very narrow making an exclusive guideway mode Kensington neighborhood station the interim, cross harbor ferry service in Corridor more challenging to implement. For this reason 16a would provide connections to the streetcar operating in mixed traffic is an alternative Regional Connections Peninsula. that could be implemented. Other transit corridors will connect this corridor into In the extended-range, operation of the light rail (or the region’s integrated transit network. Any corridor streetcar) line will continue. references are meant to show regional connections. Full corridor descriptions and maps may be found within Section 3.C of the Vision Plan.

RECOMMENDED CORRIDOR

IMPLEMENTATION

Near-Term Long-Range Extended-Range Short-Range Mid-Range (2026–2034) (Beyond 2034) (Six-Year Improvement (2016–2025) Plan 2010-2015)

Begin enhanced bus Complete AA and EIS for Construct LRT (or Continue to operate LRT service. transit project streetcar) (or streetcar)

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Planning Decisions Land Use Recommendations CORRIDOR 5: LAND USE CONDITIONS AND RECOMMENDATIONS

Questions to answer in the environmental Existing transit-supportive residential densities and documentation phase include the preferred major employment centers provide an important alignment of the light rail line. North of the foundation for high capacity transit service along Lafayette River, following Hampton Boulevard this corridor. Updating Comprehensive Plan seems the most logical choice. However, south of policies, encouraging infill development, and closely the Lafayette River the options for reasonable coordinating with large employers and institutions alignments increase. will make future transit service more feasible and more likely to be successful. A transit operating plan needs to be created. Issues to be resolved include: 1. Encourage infill development along the corridor that is consistent in scale and complementary in • Whether light rail service within the Naval character with existing structures. Station is provided by the Corridor 4 route, the Corridor 5 route, or both. 2. Take advantage of the historic and pedestrian- friendly street network. Provide streetscape and • Whether light rail service in Corridor 5 operates landscape improvements and encourage a mix independently of The Tide initial line (that is, of uses with ground floor retail, especially requiring a transfer at EVMS) or if through adjacent to transit stations and within business service is offered to Downtown Norfolk and districts or retail corridors. points east. 3. Continue mixed-use infill development and • Whether through service is offered from Corridor redevelopment in Downtown Norfolk. 4 via the Midtown Tunnel into Portsmouth. 4. Engage in discussing • Whether local bus service within the Naval the university’s long-range and campus planning Station loop is replaced by light rail service. to appropriately address their transit needs with the proposed corridor and service. Potential Station Locations 5. Work with the U.S. Navy to determine the most Below is a list of potential light rail station locations efficient means of providing enhanced transit to be considered in future studies. In addition, service to commuting employees. Discussing whether and how much parking should be built at topics such as access and security will help each station needs to be determined. design the most feasible mid- and long-range solutions. • West /Westover • Kensington 6. Identify ways of stabilizing anticipated job losses at the Naval Base by focusing new development • Old Dominion University in the Old Dominion University and Downtown • Larchmont Norfolk areas. • Little Creek Road • Beechwood Ave/Norfolk International Terminals • Naval Station Norfolk loop with multiple stations

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CORRIDOR 6. Campostella Road and Battlefield Boulevard, Chesapeake

Description of Corridor Implementation Other Discussion

Corridor 6 runs along Campostella Road and The ultimate transit vision for this corridor is bus Supporting Projects point, BRT would serve a regional intermodal hub Battlefield Boulevard in Chesapeake and also rapid transit (BRT). that would be constructed for light rail and encompasses the Norfolk Southern rail line. This Certain transportation projects will help support commuter rail. corridor links Chesapeake’s major activity centers In the short-range, HRT Route 13 will continue to implementation of the recommendations described and planned transit-oriented villages to Downtown operate in the corridor. Alternatives Analysis and above. Supporting projects include: In addition, a new transit hub near Volvo Parkway in Norfolk and to southern Chesapeake. Areas served environmental documentation for the bus rapid Greenbrier could provide connections for regional include South Norfolk, Greenbrier, and Great Bridge. transit project should be completed. This process • Completion of the initial light rail line in Norfolk express bus services such as MAX Routes 922 and The City of Chesapeake anticipates a substantial would include identifying station locations and (Corridor 1) would support bus rapid transit 967. increase in population, mostly residing in suburban beginning right-of-way acquisition. BRT service service in Corridor 6. developments in the southern portion of the City. should have limited stops. All bus stations should Planning Decisions The northern portion of the corridor is largely urban have shelter and either parking/walking access. Local bus service should be reoriented to support with stable population. Transit along this corridor The BRT alignment would likely follow Campostella bus rapid transit. Examples include: Questions to answer in the environmental would serve the large number of worker trips from Road and Battlefield Boulevard, but could also documentation phase include the preferred Chesapeake to Norfolk as well as serve as the follow the Norfolk Southern right-of-way. • Route 13 routed to serve multiple stations and alignment of the bus rapid transit rail line. While transportation backbone of Chesapeake’s urban allow connections for local trips along the bus rapid transit line would likely follow core. In the mid-range, the BRT should begin operating Campostella Road and Battlefield Boulevard, Campostella Road and Battlefield Boulevard, other and continue to operate throughout the long-range perhaps truncated to only serve south of Military options exist, including using some of the Norfolk and extended-range. Highway Southern right-of-way.

• Route 6 routed to serve a Liberty Street station Potential Station Locations RECOMMENDED CORRIDOR • Route 12 routed to serve an Indian River Road Below is a list of potential bus rapid transit station station locations to be considered in future studies. In addition, whether and how much parking should be • Route 57 routed to serve a Military Highway built at each station needs to be determined. station • Harbor Park Stadium Station OR Brambleton • Route 58 routed to serve a Military Highway Avenue Station (existing) station • Indian River Road • Berkley Avenue • Route 15 routed to serve a Volvo Parkway • Liberty Street (South Norfolk Transit Village) station • Providence Road (Transit Village) • Military Highway (Robert Hall Boulevard Transit • Route 922 routed to serve a Volvo Parkway Center) station • Volvo Parkway (Greenbrier Transit Village) IMPLEMENTATION • Oak Grove Road • Route 967 routed to serve a Volvo Parkway • Medical Parkway Near-Term station • Great Bridge Blvd Long-Range Extended-Range • Cedar Road (Great Bridge Transit Village) Short-Range Mid-Range Regional Connections (2026–2035) (Beyond 2035) • Municipal Center (Six-Year Improvement Plan (2016–2025) 2010-2015) Bus rapid transit service would make a connection to light rail service at one of The Tide’s light rail Continue HRT Route 13 in Construct and begin Continue to operate BRT Continue to operate stations, such as at Harbor Park Stadium or corridor. Complete AA and operating BRT in the BRT Brambleton Avenue. If Harbor Park Stadium is EA for BRT project corridor. chosen as the northern terminus or connection

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Land Use Recommendations

Transit-supportive policies and plans are in place in 4. Encourage moderate and high density Chesapeake and can be applied to this corridor. residential development within the activity Encompassing several activity centers, this corridor centers along the corridor. has a high potential for success with the application of targeted transit-oriented development and 5. Use the Urban Overlay and Mixed Use Urban design. zoning districts to further develop transit- oriented centers and villages. These zoning 1. Focus development in the transit-oriented districts allow transit-supportive levels of villages and centers along this corridor. Under- residential and non-residential development and utilized retail and commercial areas with describe appropriate and desired mixes of uses. expansive parking lots should be considered for master planned mixed use centers. 6. Foster unique identities for each of the activity centers as they redevelop. Encourage each 2. Apply existing Comprehensive Plan policies that center to have slightly different characters and emphasize streetscape, pedestrian-oriented to maintain ties to adjacent neighborhoods, as design, and accessibility. appropriate.

3. Provide bus shelters, sidewalks, and other 7. Identify strategic actions to encourage improvements to support enhanced bus service additional employment in the corridor by within and between the corridor’s activity focusing development in the northern portion of centers. the City.

CORRIDOR 6: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 7. Route 168/I-464 Corridor, Chesapeake

Description of Corridor Implementation

Corridor 7 runs along Route 168/I-464 and the In the short-range, the City of Chesapeake should In the extended-range a regional intermodal hub references are meant to show regional connections. railroad joining North Carolina and Norfolk. The City coordinate with HRT, TRAFFIX, and VDOT to identify should be constructed near the Harbor Park light Full corridor descriptions and maps may be found of Chesapeake anticipates a substantial increase in park and ride lot locations from which to operate rail station in Norfolk to serve as the terminus for within Section 3.C of the Vision Plan. population, mostly residing in suburban express bus service. Also, stop locations and commuter and intercity rail lines. The first segment developments in the southern portion of the City. routing in Portsmouth and Norfolk should be of the Chesapeake commuter rail line should be Express bus and commuter rail services in Corridor Transit in this corridor would serve the large number determined. Express bus service could begin within constructed and put into operation, perhaps as far 7 would connect with other projects called for in the of worker trips from Chesapeake to Norfolk. Transit the short-range timeframe. south as Fentress or Etheridge Manor Boulevard. Vision Plan: would need to be suited toward the low-density Further into the extended-range the commuter rail suburban development in southern Chesapeake. In the mid-range, express bus service would line could be extended to Moyock, North Carolina, • Corridor 1 light rail service would provide Therefore, express bus and ultimately commuter rail continue operating. as demand warranted. connections from both express bus and should be implemented in this corridor. commuter rail to central Norfolk. Light rail In the long-range express bus service could be As commuter rail service is implemented, demand extensions in Corridor 3 and 5 would expand extended to North Carolina as demand warranted. for express bus service may be reduced. Express regional connectivity to include Naval Station The Alternatives Analysis and environmental buses could be re-oriented to serve trips from Norfolk and central Virginia Beach. document for the commuter rail project should be Chesapeake to Portsmouth or to feed commuter rail completed. stations. • Corridor 8a rapid transit and Corridor 8b bus and ultimately light rail service would enable RECOMMENDED CORRIDOR Other Discussion connections from Downtown Portsmouth to Midtown and the western parts of Portsmouth. Supporting Projects • Corridor 8c BRT service would enable Existing bus service in many cases serves as local connections from Downtown Portsmouth to the circulator to and from express bus stops and Naval Hospital, the Portsmouth Naval Shipyard, commuter rail stations reducing the space demand and points west. at park-ride lots. Hence, existing bus service should be reoriented to serve express bus stations. • The intermodal hub at Harbor Park would Additional planning will be required to determine enable connections to commuter rail service to station locations (as described further below) and Downtown Suffolk as well intercity passenger exact service modifications. Examples of bus rail service to Richmond via Petersburg. service modifications include: Planning Decisions • Route 13 to serve a Kempsville Road park-and- IMPLEMENTATION ride lot or commuter rail station The location and size of express bus park-and-ride lots in Chesapeake should be determined. Potential • Route 15 to serve a Volvo Parkway transit hub park-and-ride lot locations that would support the Near-Term or commuter rail station operation of the express bus service are: Long-Range Extended-Range • Oak Grove, near Route 168 and Kempsville Short-Range Mid-Range (2026–2035) (Beyond 2035) • Route 922 to serve a Volvo Parkway transit hub Road (Six-Year Improvement Plan (2016–2025) or commuter rail station 2010-2015) • Great Bridge, near Route 168 and Hanbury Road • Route 967 to serve a Volvo Parkway transit hub Begin express bus along the Continue operating Complete AA and EIS Construct and begin or commuter rail station corridor express bus for commuter rail operating commuter rail, Questions to answer in the environmental documentation phase include the preferred project. Continue ultimately extending to Regional Connections express bus and North Carolina. Phase alignment of the commuter rail line. The commuter extend the route to out or modify express rail line would likely follow the Norfolk Southern Other transit corridors will connect this corridor into right-of-way, but it could divert from that alignment North Carolina bus service as the region’s integrated transit network. Any corridor necessary.

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Land Use Recommendations CORRIDOR 7: LAND USE CONDITIONS AND RECOMMENDATIONS to better serve major activity centers (such as The Chesapeake Comprehensive Plan has many Greenbrier) or residential communities. focused policies to support transit-oriented development, such as streetscape and circulation Significant coordination will be required with the design principles, growth management, and the North Carolina Department of Transportation’s designation of transit-oriented villages and major Public Transportation and Rail Divisions, as well as activity centers. Key to creating transit-supportive with Currituck County, to extend either commuter centers along this corridor will be focusing rail or express bus service to North Carolina. development in existing activity centers and proposed transit villages and increasing residential Potential Station Locations densities near proposed stations.

Below is a list of potential commuter rail station 1. Encourage moderate and high density locations to be considered in future studies. In residential development in identified centers addition, the amount of parking that should be built along the corridor. Provide pedestrian and bike at each station needs to be determined. amenities from these residential communities to proposed future transit stops. • Harbor Park Stadium • Providence Road (Transit Village) 2. Focus development in activity centers to • Volvo Parkway minimize suburban sprawl and preserve natural • Kempsville Road and agricultural areas outside of the centers. • Mount Pleasant Road/Fentress Intensifying uses should be focused in those • Etheridge Manor Blvd areas with sufficient infrastructure. • Hickory 3. Identify appropriate locations for park-and-ride • Moyock, NC lots and provide appropriate amenities in those areas. Supporting retail uses should be considered and provided.

4. Continue urban-scale and infill development in Downtown Norfolk.

5. Identify and implement incremental phases of infill and redevelopment for Downtown Portsmouth. Use existing policies promoting mixed uses, compact development, and transit- supportive densities as guides for future development.

6. Identify strategic actions to encourage additional employment in the corridor by focusing development in the Greenbrier and Great Bridge areas.

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CORRIDOR 8a. Eastern Virginia Medical School to Midtown & Downtown Portsmouth

Description of Corridor Implementation Other Discussion Regional Connections

Corridor 8a runs from Eastern Virginia Medical The ultimate transit vision for this corridor is light Supporting Projects Other transit corridors will connect this corridor into School (EVMS) to Midtown and Downtown rail service. the region’s integrated transit network. Any corridor Portsmouth via the Midtown tunnel. This corridor Certain transportation projects will help support references are meant to show regional connections. connects a major employment center in Norfolk to In the short-range, HRT Route 44 would continue to implementation of the recommendations described Full corridor descriptions and maps may be found an employment and residential area in Portsmouth. operate in this corridor. Also in the short-range, above. Supporting projects include: within Section 3.C of the Vision Plan. Light rail Activity centers that would be served include EVMS, stop locations and routing for express bus service in service in Corridor 8a would connect with other Naval Medical Center, Midtown Portsmouth, Norfolk and Portsmouth should be determined and • Completion of the initial light rail line in Norfolk projects called for in the Vision Plan: Downtown Portsmouth, and Victory Crossing. Some ready for implementation when the tunnel and (Corridor 1) would support the initial express of the highest employment and residential densities freeway project is complete. Express buses would bus service in Corridor 8a and would be a • Corridor 1 light rail service would enable in the region are to be found in this corridor. likely use I-264 and the MLK Freeway to access critical enabling project for light rail in Corridor connections to Eastern parts of Norfolk. Residential densities in the corridor have the Downtown Norfolk. 8a. potential to support rail in the future. • Corridor 5 light rail service would enable In the mid-range, express bus service should begin • Constructing the Midtown Tunnel/MLK Freeway connections to Norfolk Naval Station and Old Corridor 8a forms a logical western and southern operating in this corridor. Project would be a critical enabling project for Dominion University. extension of Corridor 1, where The Tide light rail express bus and light rail service in Corridor 8a. • Corridor 7 express bus service would enable project is being constructed. In the long-range, the environmental planning process to implement rapid transit service in the Light rail service in Corridor 8a would be supported connections to Chesapeake and eventually to North Carolina. While it would be beneficial to have a transit Midtown Tunnel should be conducted. Any by operational changes to existing bus service. The following existing routes should be reoriented to component in the Midtown Tunnel, the additional right-of-way acquisition should begin. • Corridor 8b light rail service would enable serve light rail stations and better coordinate with environmental process and design of the Midtown connections to western parts of Portsmouth, light rail service. Tunnel project have advanced to the point where it In the extended-range, rapid transit should be Churchland, and Harbour View is not feasible to incorporate the transit component constructed and operation should begin. Rapid under the current widening project. Therefore, the transit service would operate along a dedicated • Route 47 to serve multiple stations enable • Corridor 8c BRT service would enable possibility of adding a transitway connection at the transitway through the Midtown Tunnel. connections between local and longer distance connections to western parts of Chesapeake Midtown Tunnel should be explored in the future as trips and Suffolk. part of the Alternative Analysis that will need to be • Routes 41, 44, 45, 50 to serve Downtown and conducted for high speed/high capacity transit in • Corridor 8d express bus service would enable Midtown Portsmouth stations. Corridor 8a between Norfolk and Portsmouth. connections to Suffolk and Smithfield.

IMPLEMENTATION RECOMMENDED CORRIDOR Near-Term Long-Range Extended-Range Short-Range Mid-Range (2026–2035) (Beyond 2035) (Six-Year Improvement (2016–2025) Plan 2010-2015)

Continue HRT Route 44 in Begin express bus Continue to operate Construct and operate the corridor. service. express bus service. rapid transit. Conduct an Alternative Analysis and develop the supportive environmental documentation to implement rapid transit.

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Land Use Recommendations CORRIDOR 8A: LAND USE CONDITIONS AND RECOMMENDATIONS

• Corridor 9a express bus and ultimately Portsmouth has several transit-supportive plans, commuter rail service would enable connections policies, and regulations that relate to Downtown to Downtown Suffolk. Portsmouth and other activity centers. Creating corridors that can support the proposed modes of Planning Decisions transit requires implementing these policies and regulations in a strategic manner. Questions to answer in the environmental documentation phase of the rapid transit project 1. Focus development in identified regional, include the preferred alignment of the rapid transit community, and neighborhood activity centers. line outside of the limits of the Midtown Tunnel. Encourage concentrated and compact development. A rapid transit operating plan needs to be formulated to determine whether through service 2. Develop strategies for redeveloping brownfield from Portsmouth is provided via Downtown Norfolk and greyfield sites near the industrial centers of (Corridor 1), Old Dominion University (Corridor 5), or these corridors. Work with federal entities, such both. as the Naval Medical Center, to determine appropriate uses for nearby and adjacent Potential Station Locations redevelopment areas.

Below is a list of potential rapid transit station 3. Continue to use Portsmouth’s transit-supportive locations to be considered in future studies. In zoning designations, such as the Office, addition, whether and how much parking should be Waterfront, and Mixed Use/Employment Center built at each station needs to be determined. Districts, to promote compact, mixed use development in targeted areas.

• MLK Freeway/Cleveland Street 4. Encourage infill development within Downtown • MLK Freeway/London Boulevard and Midtown Portsmouth that is appropriate in • MLK Freeway/I-264 scale and use, enhances urban character, and • Old Towne Market Place complements the City’s historic resources. Take • Effingham Street advantage of the existing, historic, and pedestrian-friendly street grid and encourage • Crawford Parkway uses that will activate the public realm. • Naval Medical Center 5. Re-examine parking policies in Downtown and Midtown Portsmouth and emerging activity center developments. Consider using parking maximums, shared parking, and performance parking (variable pricing) techniques.

6. Identify strategic actions to encourage additional employment in the corridor by focusing development in Midtown Portsmouth.

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CORRIDOR 8b. High Street/Churchland Corridor, Portsmouth, Chesapeake, Suffolk

Description of Corridor Implementation Other Discussion Regional Connections

Corridor 8b runs from Downtown Portsmouth to The ultimate transit vision for this corridor is for light Supporting Projects Other transit corridors will connect this corridor into Harbour View approximately following High Street rail service. In the interim, bus rapid transit is the the region’s integrated transit network. Any corridor and Churchland Boulevard. This corridor connects high speed/high capacity mode most suited to the While the bus rapid transit project could be references are meant to show regional connections. commercial and residential uses in Downtown corridor. implemented independently of other projects, Full corridor descriptions and maps may be found Portsmouth to a growing activity center in Suffolk. conversion to light rail would be greatly benefited by within Section 3.C of the Vision Plan. BRT and Major activity centers that fall in this corridor In the short-range, Alternatives Analysis and operating light rail through the Midtown Tunnel to ultimately light rail service in Corridor 8b would include Naval Medical Center, Downtown environmental documentation for the bus rapid connect with light rail lines in Norfolk. connect with other projects called for in the Vision Portsmouth, Midtown Portsmouth, Churchland and transit project should be completed. The alignment Plan: Harbour View. Harbour View is a major and stop locations should be identified. Stop BRT and light rail service in Corridor 8b would also development focus area for the City of Suffolk. locations should be one-half to two miles apart and be supported by operational changes to existing bus • Corridor 7 express bus service would enable in appropriate locations for conversion to light rail service. The following existing routes should be connections to Chesapeake and eventually to While local bus is already in place for shorter trips service in the future. BRT service should be at least reoriented to serve stations and better coordinate North Carolina. along this corridor, high speed/high capacity transit 4 buses per hour each direction, with specially with high speed/high capacity service. in this corridor would support longer distance trips branded vehicles and station stops. Any needed • Corridor 8a rapid transit service would enable between Portsmouth and Suffolk as well as support right-of-way should be identified and acquired. • Route 47 to serve multiple stations to allow connections to the west end of Downtown land development goals in both these cities. connections between local and longer distance Norfolk. In the mid-range, BRT should begin operating along trips in the corridor • Corridor 8c bus rapid transit service would Corridor 8b forms a logical western extension of the corridor. • MAX Route 967 to serve an I-664 station enable connections to southern and western Corridor 8a, called for in the Vision Plan. Portsmouth. In the long-range, any updates to the environmental • Route 50 to serve stations in Downtown documentation to convert BRT to light rail should be Portsmouth • Corridor 9a commuter rail service would enable completed. Final design for the conversion should connections to Downtown Suffolk. also be completed. • Route 45 to serve stations in Downtown Portsmouth Planning Decisions: In the extended-range, the light rail project should • Route 44 to serve stations in Midtown be constructed and begin operation. Questions to answer in the environmental Portsmouth documentation phase of the BRT project include the • Route 41 to serve stations in Downtown preferred alignment of the bus rapid transit line that Portsmouth can be sensibly converted to light rail service in the future. In addition, BRT or light rail service should connect to the existing paddlewheel ferry service between Portsmouth and Norfolk. RECOMMENDED CORRIDOR IMPLEMENTATION

Near-Term Long-Range Extended-Range Short-Range Mid-Range (2026–2035) (Beyond 2035) (Six-Year Improvement (2016–2025) Plan 2010-2015)

Complete AA and EIS for Implement BRT along Continue operating BRT. Construct and operate BRT project the corridor. Update EIS for LRT LRT project

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Potential Station Locations Land Use Recommendations

Below is a list of potential station locations to be Portsmouth has several transit-supportive plans, 5. Identify appropriate locations for park-and-ride considered in future studies. In addition, whether policies, and regulations that relate to Downtown lots within these corridors. Encourage bus or and how much parking should be built at each Portsmouth and other activity centers. Creating shuttle connections between the park-and-ride station needs to be determined. corridors that can support the proposed modes of transit centers and nearby residential areas. transit requires implementing these policies and • Naval Medical Center regulations in a strategic manner. 6. Continue to develop emerging employment • Crawford Parkway (with connections to the centers such as Harbour View. Encourage paddlewheel ferry) 1. Focus development in identified regional, supporting retail uses and pedestrian-friendly • Effingham Street community, and neighborhood activity centers. land use patterns within these centers. • Old Towne Market Place Encourage concentrated and compact

• MLK Freeway/London Boulevard development. 7. Encourage infill development within Downtown and Midtown Portsmouth that is appropriate in • Frederick Boulevard 2. Continue to use Portsmouth’s transit-supportive scale and use, enhances urban character, and • Maryview Medical Center zoning designations, such as the Office, complements the City’s historic resources. Take • Cedar Lane Waterfront, and Mixed Use/Employment Center advantage of the existing, historic, and • Tyre Neck Road Districts, to promote compact, mixed use pedestrian-friendly street grid and encourage • Taylor Executive Center development in targeted areas. uses that will activate the public realm. • Mast Center Corporate Research Park • Landview East Industrial Park / I-664 3. Redevelop older shopping centers located in 8. Re-examine parking policies in Downtown • Bridgeway Commerce Park designated activity centers. These centers, Portsmouth, Midtown Portsmouth, and such as the Churchland shopping area, should emerging activity center developments. be encouraged to add a variety of uses, Consider using parking maximums, shared redevelop more compactly, and provide parking, and performance parking (variable enhanced pedestrian amenities. pricing) techniques.

4. Develop strategies for redeveloping brownfield 9. Identify strategic actions to encourage and greyfield sites near the industrial centers of additional employment in the corridor (in these corridors. Work with federal entities, such combination with other corridors in Portsmouth) as the Naval Medical Center, to determine by focusing development in the Midtown area. appropriate uses for nearby and adjacent redevelopment areas.

CORRIDOR 8B: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 8c. Portsmouth Boulevard Corridor, Portsmouth, Chesapeake, Suffolk

Description of Corridor Implementation Other Discussion

Corridor 8c runs from Northgate Commerce Park in The ultimate transit vision for this corridor is bus Supporting Projects • Corridor 9a express bus service and ultimately Suffolk to the Naval Medical Center in Portsmouth rapid transit. commuter rail service would enable connections via the Naval Shipyard. This corridor connects major The bus rapid transit project in Corridor 8c could be to Downtown Suffolk. activity centers in Portsmouth, Chesapeake, and In the short-range, Alternatives Analysis and implemented independently of other projects. Suffolk, including Naval Medical Center, Downtown environmental documentation for the bus rapid However, also implementing BRT in Corridor 8b Planning Decisions Portsmouth, Naval Shipyard, Victory Crossing, transit project should be completed. The alignment would broaden higher quality transit service across Mall, and Northgate Commerce and stop locations should be identified. Stop more of Portsmouth. Questions to answer in the environmental Park. locations should be one-half to two miles apart and documentation phase of the BRT project include the in appropriate locations for conversion to light rail Bus rapid transit service in Corridor 8c would also preferred alignment of the bus rapid transit line. While local bus is already in place for shorter trips service in the future. BRT service should be at least be supported by operational changes to existing bus along this corridor, high speed/high capacity transit four buses per hour each direction, with specially service. The following existing routes should be Potential Station Locations in this corridor would support longer distance trips branded vehicles and station stops. Any needed reoriented to serve stations and better coordinate between Portsmouth and Suffolk as well as support right-of-way should be identified and acquired. with high speed/high capacity service. Below is a list of potential BRT station locations to land development goals in both these cities as well be considered in future studies. In addition, as the City of Chesapeake. In the mid-range, BRT should begin operating along • MAX Route 967 to serve a Chesapeake Square whether and how much parking should be built at the corridor. In the long- and extended-range Mall station each station needs to be determined. operation of BRT will continue. • MAX Route 962 to serve a Chesapeake Square • Naval Medical Center Mall station and a Victory Crossing station • Ferry Dock • Port Centre Commerce Park RECOMMENDED CORRIDOR • Route 41 to serve multiple stations to allow • Naval Shipyard connections between local and longer distance • Elm Avenue trips in the corridor • Frederick Boulevard • Victory Crossing Shopping Center • Route 45 to serve multiple stations to allow • Elmhurst Lane connections between local and longer distance • Hodges Ferry Road trips in the corridor • Chesapeake Square Mall (perhaps two stations) Regional Connections • Jolliff Road / I-664 • Northgate Commerce & Industrial Park Other transit corridors will connect this corridor into the region’s integrated transit network. Any corridor references are meant to show regional connections. Full corridor descriptions and maps may be found within Section 3.C of the Vision Plan. IMPLEMENTATION BRT service in Corridor 8c would connect with other Near-Term projects called for in the Vision Plan:

Long-Range Extended-Range • Corridor 8a rapid transit service would enable Short-Range Mid-Range (2026–2035) (Beyond 2035) (Six-Year Improvement (2016–2025) connections to Norfolk. Plan 2010-2015) • Corridor 8b bus rapid transit service and ultimately light rail service would improve Complete AA and EIS for Implement BRT along the Continue operating Continue operating connections to Midtown Portsmouth. BRT project corridor BRT BRT

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Land Use Recommendations

Portsmouth has several transit-supportive plans, 4. Develop strategies for redeveloping brownfield 9. Encourage retail and residential development policies, and regulations that relate to Downtown and greyfield sites near the industrial centers of between the Naval Shipyard and Naval Medical Portsmouth and other activity centers. Creating these corridors. Work with federal entities, such Center to support enhanced circulator service. corridors that can support the proposed modes of as the Naval Shipyard, to determine appropriate transit requires implementing these policies and uses for nearby and adjacent redevelopment 10. Identify strategic actions to encourage regulations in a strategic manner. areas. additional employment in the corridor by focusing development around Chesapeake 1. Focus development in identified regional, 5. Foster multi-jurisdictional cooperation on the Square Mall, Victory Crossing, and the Naval community, and neighborhood activity centers. provision of bus rapid transit (BRT) and express Shipyard. Encourage concentrated and compact transit rider amenities, such as bus shelters, development. benches, and signing.

2. Continue to develop emerging employment 6. Continue to use Portsmouth’s transit-supportive centers such as Victory Crossing. Encourage zoning designations, such as the Office, supporting retail uses and pedestrian-friendly Waterfront, and Mixed Use/Employment Center land use patterns within these centers. Apply Districts, to promote compact, mixed use these same standards to the redevelopment development in targeted areas. and improvement of Northgate Commerce Park and other existing employment areas within 7. Encourage infill development within Downtown these corridors. Portsmouth that is appropriate in scale and use, enhances urban character, and complements 3. Redevelop older shopping centers located in the City’s historic resources. Take advantage of designated activity centers. These centers, the existing, historic, and pedestrian-friendly such as Chesapeake Square Mall and Victory street grid and encourage uses that will activate Crossing Shopping Center, should be the public realm. encouraged to add a variety of uses, redevelop more compactly, and provide enhanced 8. Re-examine parking policies in Downtown pedestrian amenities. Portsmouth and emerging activity center developments. Consider using parking maximums, shared parking, and performance parking (variable pricing) techniques.

CORRIDOR 8C: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 8d. Western Freeway Corridor, Portsmouth, Chesapeake, Suffolk, Isle of Wight

Description of Corridor Implementation Other Discussion Planning Decisions

Corridor 8d runs from Eastern Virginia Medical The ultimate transit vision for this corridor is express Supporting Projects The routing of express bus service, particularly in School (EVMS) to Smithfield via the Western bus service. Smithfield, the Harbour View area, and Downtown Freeway, US 17, and US 258. Activity centers served Express bus service in Corridor 8d could be Norfolk, remain to be decided. by this corridor include EVMS, Churchland, Harbour In the short-range, the routing for express bus implemented independently of other transportation View, and the Town of Smithfield. service should be determined. Park-and-ride lot improvements. However, improvements to the Potential Park-and-Ride Locations locations in western Portsmouth and northern Midtown Tunnel would improve service reliability. The EVMS and Churchland portions of this corridor Suffolk from which to operate the service should be Below is a list of potential park-and-ride lot locations are forecast to have residential and employment identified. Shared parking arrangements should be Regional Connections to be considered in future studies. How much densities supportive of high speed/high capacity made, right-of-way for park-and-ride facilities should parking should be built at each location needs to be transit investment. However, much of the corridor be acquired, or both. Express bus service between Other transit corridors will connect this corridor into determined. has lower development densities suitable for Harbour View and Downtown Norfolk would the region’s integrated transit network. Any corridor express bus service. Express bus service in this commence in the short-range. references are meant to show regional connections. • Route 258 at Route 10 in Smithfield (existing corridor would increase transit options to Downtown Full corridor descriptions and maps may be found park-and-ride lot) Norfolk from I-664 and from northern Isle of Wight In the mid-range, express bus service would make within Section 3.C of the Vision Plan. • Near Carrollton Boulevard and Brewers Neck County. At present, Isle of Wight County only has use of the improved Midtown Tunnel. Bus service Boulevard in Isle of Wight County express bus service to Newport News. Express bus should use the dedicated transitway until it is Express bus service in Corridor 8d would connect • Near I-664 in the Harbour View area of Suffolk service would also enable high speed/high capacity converted to light rail service. with other projects called for in the Vision Plan: • Near Cedar Lane in the Churchland area of reverse direction transit commutes from Norfolk to Portsmouth Harbour View. In the long-range express bus service would • Corridor 1 light rail service would enable continue, and in the extended-range service would connections to eastern Norfolk. Operating transit in this corridor would also take be extended to the Town of Smithfield in Isle of • Corridor 5 light rail service would enable advantage of the Midtown Tunnel improvement Wight County. However, a transfer point would be connections to Naval Station Norfolk. project. designated in Downtown Portsmouth to facilitate a • Corridor 8a rapid transit service would enable transfer between express bus to rapid transit connections to Downtown and Midtown service into Norfolk. Portsmouth.

RECOMMENDED CORRIDOR IMPLEMENTATION

Near-Term Long-Range Extended-Range Short-Range Mid-Range (2026–2035) (Beyond 2035) (Six-Year Improvement (2016–2025) Plan 2010-2015)

Implement express bus Continue operating Continue operating Extend express bus service from Harbour express bus service, express bus service service to Smithfield. View to Norfolk. using the improved Designate transfer point Midtown Tunnel from express bus to light rail for service into Norfolk.

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Land Use Recommendations

Portsmouth has several transit-supportive plans, 3. Continue to develop emerging employment policies, and regulations that relate to Downtown centers such as the Harbour View area. Build Portsmouth and other activity centers. Similarly, off the Suffolk Comprehensive Plan to Suffolk’s comprehensive plan and zoning ordinance encourage transit-supportive densities in this provide for transit-supportive densities. Creating area. Encourage supporting retail uses and corridors that can support the proposed modes of pedestrian-friendly land use patterns within transit requires implementing these policies and these centers by applying existing provisions in regulations in a strategic manner. the zoning ordinance.

1. Focus development in identified regional, 4. Increase retail and commercial uses within community, and neighborhood activity centers. Smithfield. Encourage compact growth, Encourage concentrated and compact providing the scale and variety to strengthen the development. retail district. Follow the guidance of the Isle of Wight Comprehensive Plan by designating 2. Identify appropriate locations for park-and-ride centers that emphasize pedestrian scale, lots within these corridors. Encourage bus or streetscape, and moderate residential densities shuttle connections between the park-and-ride of 10 to 12 units per acre. transit centers and nearby residential areas.

CORRIDOR 8D: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 9a. US 460/I-264/CSX Corridor, Suffolk, Chesapeake, Portsmouth, Norfolk

Description of Corridor Implementation Other Discussion

Of competing candidate corridors 9a, 9b, and 9c, The ultimate transit vision for this corridor is Supporting Projects • Routes 41, 45, 50, and 57 to serve a Victory following different paths to join Downtown Suffolk to commuter rail service. In the interim, express bus Crossing station Downtown Norfolk, Corridor 9a was chosen due to would continue to operate in the corridor, with Express bus service in Corridor 9a is supported by highest feasibility. (For more detail see “Feasibility improvements. local bus service in Suffolk connecting to express • Route 57 to serve a Bowers Hill station Evaluation” in Tech Memo in the Appendix.) bus in Downtown Suffolk. It is also supported by In the short-range, stop locations and routing for local bus service in Portsmouth connecting at At the time of commuter rail implementation MAX Corridor 9a runs from Downtown Suffolk to express bus service in Downtown Suffolk should be Victory Crossing. Route 962 could be rerouted or eliminated to Downtown Norfolk via US 460 and I-264. The determined. A park-and-ride lot in Downtown reduce redundancy with the commuter rail service. activity centers that fall in this corridor include Suffolk should be identified, either as shared Express bus service in Corridor 9a and 9d would Downtown Norfolk, Downtown Portsmouth, Victory parking with another use or as strictly commuter need to be coordinated with each other. The Commuter rail service in Corridor 9a would need to Crossing, and Downtown Suffolk. parking. The park-and-ride lot and stop locations proposal for Corridor 9d is to operate a new MAX be coordinated with intercity passenger rail service should be coordinated with existing local bus routes route from Chesapeake Square Mall rather than between Richmond and Norfolk. It is likely these Due to the spacing of activity centers and suburban in Suffolk. MAX Route 962 service should then be have MAX Route 962 divert from direct service services would share tracks. Commuter rail nature of uses in Suffolk, express bus and extended to Downtown Suffolk. along Route 460 and I-264. ridership could be enhanced by transfers to and commuter rail are appropriate modes for the from intercity passenger service. corridor. Express bus service already operates as In the mid-range, operation of express bus service Implementing express bus service in Corridor 8a far west as the Magnolia Park & Ride Lot. Extending should continue. would also need to be coordinated with service in Regional Connections express bus service in the corridor would increase Corridor 9a. Service from Suffolk to Norfolk could the ridership and build demand for future commuter In the long-range, Alternatives Analysis and either divert via the MLK Freeway through the Other transit corridors will connect this corridor into rail. environmental documentation for commuter rail Midtown Tunnel to the west side of downtown, or the region’s integrated transit network. Any corridor project should be completed. Any needed right-of- remain on I-264 via the to the references are meant to show regional connections. Corridor 9a would work well in combination with way acquisition for stations or sidings should begin. east side of downtown. Full corridor descriptions and maps may be found Corridor 8a (via the Midtown Tunnel), called for in within Section 3.C of the Vision Plan. Commuter rail the Vision Plan, as an alternate route for express In the extended-range, commuter rail service will be Commuter rail service in Corridor 9a would be service in Corridor 9a would connect with other bus service into Downtown Norfolk. implemented as far as Downtown Portsmouth. supported by operational changes to existing bus projects called for in the Vision Plan: Transfers to the paddlewheel ferry and to rapid service. The following existing routes should be High speed/high capacity intercity passenger rail is transit in Corridor 8a would be needed to complete reoriented to serve commuter rail stations. • Corridor 7 express bus and ultimately commuter being studied that would pass through this corridor. a trip into Norfolk. Later in the extended-range, the rail service would enable connections to The contemplated intercity service would run from rail connection to a Harbor Park Stadium intermodal • Local Suffolk bus routes 71, 72, 73, and 74 to Chesapeake and eventually North Carolina. Richmond via Petersburg and Suffolk terminating in station could be built. serve a Downtown Suffolk park-and-ride station • Corridor 8a rapid transit service would enable Norfolk. connections to the west side of Norfolk.

RECOMMENDED CORRIDOR IMPLEMENTATION

Near-Term

Short-Range Mid-Range Long-Range Extended-Range (Six-Year Improvement (2016–2025) (2026–2035) (Beyond 2035) Plan 2010-2015)

Extend express bus in Continue operating express Complete AA and EIS for Construct and operate the corridor to bus service commuter rail project Commuter Rail Downtown Suffolk.

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Land Use Recommendations CORRIDOR 9A: LAND USE CONDITIONS AND RECOMMENDATIONS

• Corridor 8b light rail service would enable This corridor connects various existing connections to Midtown Portsmouth, Corridor 8c developments, land use patterns, and jurisdictions. BRT would enable connections to Downtown Encouraging redevelopment and compact growth Portsmouth, the Naval Shipyard, and within activity centers and updating plans and Chesapeake Square Mall. policies will be very important for creating transit supportive conditions in these corridors. Planning Decisions 1. Follow recommendations in the Suffolk The location of an additional park-and-ride lot in Comprehensive Plan to update the zoning Downtown Suffolk needs to be decided. Substantial ordinance to better support and encourage ongoing coordination will be required with the CSX mixed use centers. Zoning districts that Railroad and with the high speed/high capacity describe compact growth, combinations of uses, intercity passenger rail study team. An operating pedestrian and bike facilities, and public realm plan for freight, intercity passenger, and commuter improvements can be used to build transit rail services needs to be created. supportive communities.

An alternative to following Corridor 9a with 2. Identify appropriate locations for park-and-ride commuter rail service would be to follow a more lots within these corridors. Encourage bus or southerly route bypassing Downtown Portsmouth shuttle connections between the park-and-ride and crossing the Elizabeth River on existing bridges. transit centers and nearby residential areas. This alternative would allow service to an intermodal hub at Harbor Park Stadium in Norfolk to be 3. Encourage moderate density residential implemented sooner, but has the disadvantage of development in identified activity centers. requiring a transfer to another mode to get to Expand housing options within proposed transit Downtown Portsmouth. corridors by providing multi-family housing types. Potential Station Locations 4. Increase density and encourage supporting and Below is a list of potential commuter rail station mixed uses within identified activity centers. locations to be considered in future studies. In Intensifying uses should be focused in those addition, whether and how much parking should be areas with sufficient infrastructure. built at each station needs to be determined. 5. Foster development in Downtown Suffolk, its • Downtown Norfolk designated “Central Growth Area.” Encourage • Downtown Portsmouth compact and transit-supportive growth, as • Victory Crossing supported by Suffolk’s Comprehensive Plan • Bowers Hill policies. • Downtown Suffolk 6. Continue redevelopment of Downtown Norfolk and Downtown Portsmouth.

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CORRIDOR 9d. I-664/I-264 Corridor, Chesapeake, Portsmouth, Norfolk

Description of Corridor Implementation Other Discussion

Corridor 9d runs from Chesapeake Square Mall in The ultimate transit vision for this corridor is express Supporting Projects Portsmouth to Norfolk via I-664 and I-264. Major bus service. activity centers in this corridor include Chesapeake Express bus service in Corridor 9a can operate Square Mall, Victory Crossing, Downtown In the short-range, MAX Route 962 service to independently of other proposed transit services in Portsmouth and Downtown Norfolk. Chesapeake Square Mall would be replaced by a the Vision Plan. However, express bus ridership new route, so that Route 962 would have more would be supported by the completion of light rail This corridor connects predominately suburban direct service between Suffolk and Norfolk. projects in Norfolk to broaden the number of uses in western Portsmouth and Chesapeake to destinations reachable by transit. Norfolk’s Downtown, which will continue to remain In the mid-range, once the Midtown Tunnel/MLK suburban in the future. Hence, continued express Freeway project is complete, a branch of the new Several existing local bus routes are already routed bus is the appropriate transit service to serve trips express bus service could begin operating to the to allow transfers to express bus service in this between Portsmouth and Norfolk. west side of Norfolk via the Midtown Tunnel. corridor:

Corridor 9d would work well in combination with In the long- and extended-ranges, operation of • Route 44 and MAX Route 967 at Chesapeake Corridor 8a (via the Midtown Tunnel), called for in express bus will continue. Square Mall the Vision Plan, as an alternate express bus route into Downtown Norfolk. • Routes 41, 45, 50, and 57 at Victory Crossing

Planning Decisions RECOMMENDED CORRIDOR The highway and park-and-ride infrastructure to operate express bus service in Corridor 9a is already in place. With increased transit usage, additional parking may be needed.

Additional planning will be needed to establish a coordinated operating plan for express bus service and to review timed transfers from local bus service.

IMPLEMENTATION

Near-Term Long-Range Extended-Range Short-Range Mid-Range (2026–2035) (Beyond 2035) (Six-Year Improvement Plan (2016–2025) 2010-2015)

Begin operating a new MAX Continue operating Continue operating Continue operating express bus route Express Bus Express Bus Express Bus

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Land Use Recommendations

This corridor connects various existing 3. Increase density and encourage supporting and developments, land use patterns, and jurisdictions. mixed uses within identified activity centers. Encouraging redevelopment and compact growth Intensifying uses should be focused in those within activity centers and updating plans and areas with sufficient infrastructure. policies will be very important for creating transit supportive conditions in these corridors. 4. Develop a phased approach for redeveloping the older shopping areas within these corridors, 1. Identify appropriate locations for park-and-ride such as Tower Mall and Chesapeake Square, lots within these corridors. Encourage bus or into mixed-use centers. shuttle connections between the park-and-ride transit centers and nearby residential areas. 5. Continue redevelopment of Downtown Norfolk and Downtown Portsmouth. 2. Encourage moderate density residential development in identified activity centers. Expand housing options within proposed transit corridors by providing multi-family housing types.

CORRIDOR 9D: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 10. Oceanfront Corridor, Virginia Beach

Description of Corridor Implementation Other Discussion

Corridor 10 serves the Oceanfront area in Virginia The ultimate transit vision for this corridor is to Regional Connections Planning Decisions Beach. This corridor covers the North Beach, Central continue with the VB Wave and study an appropriate Beach, Convention Center, and Marina activity mode in the long-range future. Other transit corridors will connect this corridor into The Virginia Beach Oceanfront Bus Rapid Transit centers, which experience high transportation the region’s integrated transit network. Any corridor Feasibility Study (2004) identified a feasible route demand during summers. With the expansion of the In the short-range, operation of the existing VB references are meant to show regional connections. for bus rapid transit in Corridor 10. However, a convention center, the forecasted number of events Wave circulator bus routes (Route 30, 31, and 32) Full corridor descriptions and maps may be found great deal of local concern was expressed about the and total attendees is expected to increase at a will continue. within Section 3.C of the Vision Plan. Local transit BRT concept, the scale of BRT vehicles, and the faster rate. Transit in this corridor would improve service in Corridor 10 should connect with other compatibility of BRT with the resort district. For mobility of residents, employees, tourists, and In the mid-range, expansion of the existing VB Wave projects called for in the Vision Plan: these reasons, Virginia Beach will continue VB Wave convention attendees in the Oceanfront area. should occur to serve new developments within service and study an appropriate transit mode in the activity centers. • Corridor 3 light rail service would enable longer long-range future. BRT for this corridor was studied in 2004, and it distance trips from Virginia Beach to Norfolk. was determined to be a feasible transit service. In the long- and extended-range, an Alternatives However, Virginia Beach does not want any further Analysis (AA) and environmental documentation for • Corridor 1 and Corridor 4 light rail service in consideration of BRT service, and instead, wants to Resort Area transit should be completed. combination would enable connections from continue the existing VB Wave circulator service. In Virginia Beach to several parts of Norfolk. the long-range future, Virginia Beach would like to conduct studies on an appropriate transit project.

RECOMMENDED CORRIDOR IMPLEMENTATION

Near-Term

Short-Range Mid-Range Long-Range Extended-Range (Six-Year Improvement (2016–2025) (2026–2035) (Beyond 2035) Plan 2010-2015)

Continue existing VB Begin expansion of VB Complete AA and EIS Complete AA and EIS for Wave circulator bus Wave circulator bus for Resort Area transit Resort Area transit project to determine project to determine mode and alignment. mode and alignment. Continue operating VB Continue operating VB Wave Circulator bus. Wave Circulator bus.

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Land Use Recommendations

Redevelopment, compact growth, and an increased 3. Continue to maintain and improve pedestrian mix of uses will not only increase this corridor’s amenities throughout the Oceanfront area to ability to support transit, it will also help the encourage walking. Oceanfront area become more economically sustainable and more of a year-round destination. 4. Encourage infill development in older developed Policies to support this change exist in current areas of the Oceanfront in order to maintain community plans and guidelines. existing and historic character.

1. Implement policies recommended in the 5. Encourage the development of moderate Oceanfront Resort Area and other plans; build density housing throughout the corridor. on recent Virginia Beach Resort Area Strategic Action Plan findings. Use Oceanfront Resort 6. Focus high density development within the Area Design Guidelines to direct development North Beach, Central Beach, and Marina areas. and improvements. Ensure that new, high density areas taper and transition smoothly to the adjacent residential 2. Monitor and adjust parking policies and areas. regulations along the corridor to reduce any oversupplies of parking. Reduced or more 7. Develop the area around the Convention Center urban scale parking standards will allow more as a gateway to the Oceanfront. Encourage a varied and pedestrian-oriented development. high level of design and architectural excellence along this entryway.

CORRIDOR 10: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 11. Peninsula CSX Corridor, Newport News, James City, York, Williamsburg

Description of Corridor Implementation Other Discussion Regional Connections

Corridor 11 runs along the CSX corridor from The ultimate transit vision for this corridor is likely to Supporting Projects Other transit corridors will connect this corridor into Lightfoot in the north to Downtown Newport News in include commuter rail service. the region’s integrated transit network. Any corridor the south. This corridor links several important Commuter rail service could operate independently references are meant to show regional connections. activity centers including Williamsburg, In the short-range, operation of express bus Routes of other transit improvements recommended in the Full corridor descriptions and maps may be found Busch Gardens, Newport News/Williamsburg 113 and 121 (primarily on I-64) should continue. Vision Plan. However, commuter rail service would within Section 3.C of the Vision Plan. Commuter rail International Airport, Oyster Point, and Downtown The planned increase in Amtrak service, as be supported by additional Amtrak service. service in Corridor 11 would connect with other Newport News. Some of the highest employment documented in the Statewide Rail Plan, should be projects called for in the Vision Plan: and residential densities in the region are to be implemented. In addition, enhanced bus service Commuter rail in Corridor 11 would be supported by found in this corridor. Transit in this corridor would along Jefferson Avenue, as described under Corridor operational changes to existing bus service. The • Corridor 13 enhanced bus and ultimately serve large worker trip volumes between 2, should also be implemented. following existing routes should be reoriented to streetcar service would enable regional Williamsburg and Newport News. serve commuter rail stations and service. connections to Hampton all the way to Buckroe In the mid-range, the Alternatives Analysis and Beach. The CSX Railroad operates freight service in this environmental documentation for either light rail • Routes 101, 103, and 105 to serve a Downtown corridor. In addition Amtrak offers two daily round transit (LRT) or commuter rail should be completed. • Corridor 14 express bus service would enable trips between Newport News and Richmond with Any needed right-of-way acquisition at station connections to Gloucester. continuing service to and from Washington, DC. locations and sidings should begin. • Route 106 to serve Oyster Point and a Fort Eustis station • Corridor 15a express bus service would enable The southern half of this corridor is urbanized and is In the long-range, frequency should be increased for connections to Poquoson. well suited to light rail transit. In contrast, the both Amtrak service as called for in the Statewide • Routes 107, 111, and 112 to serve Oyster Point northern half of the corridor has lower density Rail Plan. Commuter rail service is likely to be • Corridor 16a ferry service and Corridor 16b light development and more widely spaced activity implemented as the preferred transit mode due to • Route 116 to serve a Bland Blvd station and a rail service would enable connections to Norfolk centers making express bus and commuter rail compatibility with CSX operations. Fort Eustis station and the Southside. service more appropriate. However, it may be more likely feasible to operate commuter rail for the In the extended-range, commuter rail should • Express Route 113 to serve a Fort Eustis station Planning Decisions entire corridor due to compatibility with CSX continue operations. operations. • Express Route 121 could be shortened or Corridor 11 is a complex corridor in the Vision Plan eliminated to reduce redundancy with light rail which requires additional planning beyond the and commuter rail service assessment conducted for this study.

RECOMMENDED CORRIDOR IMPLEMENTATION

Near-Term Long-Range Extended-Range Short-Range Mid-Range (2026–2035) (Beyond 2035) (Six-Year Improvement (2016–2025) Plan 2010-2015)

Continue express bus Continue express bus and Construct and operate Continue operating and increase Amtrak Amtrak service; LRT and rail service (see “Mid- rail service (see “Mid- service. commuter rail will be Range” for mode). Range” for mode). evaluated: commuter rail Increase Amtrak service is likely due to further. compatibility with CSX

operations.

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Land Use Recommendations

• Implementing transit in Corridor 11 will require To create transit-supportive conditions along this 3. Identify appropriate locations for park-and-ride extensive coordination with the CSX Railroad. corridor, strategic compact mixed use development lots. Consider the full range of this corridor’s is needed. The length of the corridor and range of core transit users, both commuters and • The location needs to be determined for a local existing land use conditions will also require a vacationers. Provide adequate parking and intermodal hub in Downtown Newport News to variety of scales and types of centers. accessibility in these locations, and also allow connections among local bus, express encourage supporting retail uses appropriate in bus, and rail. • Focus development within designated activity scale. centers along the corridor, including Lightfoot, Potential Station Locations central Williamsburg, and Oyster Point in 4. Use existing mixed use developments—such as Newport News. Concentrate residential and Oyster Point, Port Warwick, and New Town Below is a list of potential transit station locations to non-residential developments in these areas Williamsburg—as models for new transit be considered in future studies. In addition, and prevent sprawling land use patterns. supportive developments. whether and how much parking should be built at each station needs to be determined. 1. Ensure a mix of uses in all retail and commercial 5. Develop a phased, incremental approach to centers, in particular those in suburban or less revitalizing Downtown Newport News. Use Commuter Rail Stations urban contexts, such as Lightfoot. existing Comprehensive Plan policies on transit- oriented design and regional activity centers to • Downtown Newport News (with Amtrak) 2. Provide bus or shuttle connections between the guide redevelopment. corridor’s light rail or commuter rail and nearby • Bland Blvd (with Amtrak) residential, employment, and recreational • Lee Hall/Fort Eustis centers. Ensure frequent connections to major • Busch Gardens cultural and entertainment destinations, such • Williamsburg Transit Center (with Amtrak) as Busch Gardens, during holiday and vacation seasons. • Lightfoot

CORRIDOR 11: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 12. Downtown Hampton to Oyster Point. Hampton, Newport News

Description of Corridor Implementation Other Discussion

Corridor 12 runs from Downtown Hampton to Oyster The ultimate transit vision for this corridor is light Supporting Projects • Corridor 13 enhanced bus and ultimately Point/City Center in Newport News. The corridor rail service. In the interim, bus rapid transit is the streetcar service would enable regional links three major regional activity centers of the high speed/high capacity mode most suited to the Bus rapid transit service in Corridor 12 could be connections to Downtown Newport News and Peninsula, including Downtown Hampton, Coliseum corridor. implemented independently of other transit Buckroe Beach. Central, and Oyster Point. High speed/high capacity improvements called for in the Vision Plan. Light transit in the corridor would create opportunities for In the short-range, limited stop bus service should rail service in Corridor 12, while not wholly • Corridor 14, Corridor 15a, and Corridor 15b “smart growth” type development on undeveloped be implemented in this corridor, in preparation for dependent on a light rail crossing of Hampton express bus services would enable connections land along the corridor. The Hampton future BRT service. Stop locations should be farther Roads harbor, would be greatly enhanced by that to Gloucester and York Counties, Poquoson, and Comprehensive Plan supports improved transit apart than for local bus service, and service should other project. service between Downtown and Coliseum Central as be at least 4 buses per hour each direction. these are the city’s strategic investment areas. For Vehicles may be specially branded, and bus stops Virtually every bus route in Hampton intersects • Corridor 16a ferry service and Corridor 16c light these reasons, high speed/high capacity transit is should have shelters. Corridor 12. Realignments of all local bus routes rail service would enable connections to the justified in this corridor. would be expected to serve BRT and ultimately light Southside. Once light rail is built in Corridor 16c In the mid-range, the Alternatives Analysis and rail stations. and Corridor 12 transit service is converted to Corridor 12 would work in combination with Corridor environmental documentation for the bus rapid light rail, one seat rides will be possible between 16, called for in the Vision Plan to connect the transit project should be completed. Station Regional Connections the Southside and Oyster Point and potential Peninsula and Southside with light rail. It would also locations and routing of the BRT fixed guideway Newport News Airport. serve as a connection to Corridors 14 and 15a, should be identified, bearing in mind the ultimate Other transit corridors will connect this corridor into called for in the Vision Plan, serving trips to conversion to a light rail guideway. Right-of-way the region’s integrated transit network. Any corridor Planning Decisions Gloucester and York Counties and the City of acquisition should begin. references are meant to show regional connections. Poquoson. Full corridor descriptions and maps may be found Questions to answer in the environmental In the long-range, operation of BRT in the corridor within Section 3.C of the Vision Plan. Bus rapid documentation phase of the BRT project include the should begin. transit and ultimately light rail service in Corridor 12 preferred alignment of the bus rapid transit line that would connect with other projects called for in the can be sensibly converted to light rail service in the In the extended-range, BRT will be converted to light Vision Plan: future. rail. • Corridor 2 light rail service would enable better An operating plan would need to be formulated for connections in Oyster Point, the Newport the conversion for BRT to light rail and integrating News/Williamsburg International Airport, and this corridor’s light rail service with Corridor 2 light Downtown Newport News. rail and Corridor 11 commuter rail.

RECOMMENDED CORRIDOR IMPLEMENTATION

Near-Term

Short-Range Mid-Range Long-Range Extended-Range (Six-Year Improvement Plan (2016–2025) (2026–2035) (Beyond 2035) 2010-2015)

Begin enhanced bus service Complete AA and EIS for Implement BRT Convert BRT to light in the corridor BRT project rail

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Potential Station Locations Land Use Recommendations CORRIDOR 12: LAND USE CONDITIONS AND RECOMMENDATIONS

Below is a list of potential station locations to be Transit improvements within this corridor will benefit considered in future studies. In addition, whether from continuing the development efforts at the two and how much parking should be built at each major activity centers anchoring this corridor – station needs to be determined. Downtown Hampton and Oyster Point. Implementing existing policies and creating • Downtown Hampton additional housing options is also recommended. • Crossroads Center • 1. Focus development and redevelopment efforts • Coliseum Central Hospitals in designated activity centers, such as Oyster • Hampton Roads Center Point, Hampton Roads Center, Coliseum Central, and Downtown Hampton. Encourage compact • J Clyde Morris/Jefferson and mixed use development. Provide streetscape and other pedestrian-oriented infrastructure improvements.

2. Provide transit supportive housing options within existing activity centers and proposed transit station areas, such as multi-family apartments, condominiums, and townhomes, at densities of 15 units per acre or higher.

3. Continue to develop Oyster Point/City Center as a model mixed use center.

4. Promote context-sensitive infill development in Downtown Hampton. Promote the adaptive re- use of historic and cultural structures and resources.

5. Assess progress on implementing the policy recommendations and implementation plan of the Coliseum Central Master Plan. Prepare a specific, feasible action plan to achieve the policies that are still relevant and important, but not yet complete.

6. Identify strategic actions to encourage additional employment in the corridor by focusing development in the Coliseum Central and the Hampton Roads Center areas.

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CORRIDOR 13. Downtown Newport News to Buckroe, Newport News, Hampton

Description of Corridor Implementation Other Discussion Potential Stop Locations

Corridor 13 connects Buckroe in Hampton to The ultimate transit vision for this corridor is Regional Connections Stops along the streetcar line could be quite Downtown Newport News. This corridor links several streetcar service. In the interim, enhanced bus frequent. Below is a list of potential streetcar stop regional activity and employment centers including service is appropriate as the corridor redevelops. Other transit corridors will connect this corridor into locations to be considered in future studies. Many Buckroe Beach, Hampton University, the Veterans the region’s integrated transit network. Any corridor more stops than these are likely to be built. Administration hospital, Downtown Hampton, and In the short-range, limited stop bus service should references are meant to show regional connections. Downtown Newport News. Transit in this corridor be implemented in this corridor. Stop locations Full corridor descriptions and maps may be found • Buckroe Beach would serve potential lower income communities should be farther apart than for local bus service, within Section 3.C of the Vision Plan. • Mallory Street/Mercury Blvd (Phoebus) and serve as a revitalization tool for Hampton and and service should be at least 4 buses per hour • Hampton University Newport News. Newport News is planning each direction. Vehicles may be specially branded, Streetcar service on Corridor 13 would serve as • Downtown Hampton revitalization for the area east of the CSX which lies and bus stops should have shelters. feeder or regional circulator for the following • Wythe Place projects called for in the Vision Plan. in this corridor. • Chestnut Avenue In the mid-range, operation of enhanced bus service • Downtown Newport News Corridor 13 is already well served by local buses. should continue. • Commuter rail service on corridor 11 connecting

High speed/high capacity transit would provide for areas in Newport News to Williamsburg. faster transit trips and encourage reinvestment in In the long-range, the Alternatives Analysis and the historic cores of Hampton and Newport News. environmental documentation for implementing • Ferry and light rail service on Corridor 16 The existing urban form, redevelopment potential, streetcar service should be completed. Routing for connecting Peninsula to the Southside. and downtowns anchoring each end of the corridor streetcar line should be identified; this alignment justify a fixed guideway transit solution in the may be different from the limited stop bus route. Planning Decisions corridor. Streetcar stops should be sheltered and in general would not include parking. Right-of-way acquisition, Questions to answer during the Alternatives Analysis Corridor 13 in combination with Corridors 11 and 12 if any is required, should also begin. phase include the preferred alignment of the could create a triangular rail network serving the streetcar line and whether interlining between the core urban population areas of the Peninsula. In the long-range, construction of streetcar along light rail lines in Corridors 11 and 12 and the Corridors 16b and 16c would create rail the corridor should begin. streetcar line will be accommodated. connections to the Southside, linking the entire region. In the extended-range, streetcar service would be implemented.

RECOMMENDED CORRIDOR IMPLEMENTATION

Near-Term

Short-Range Mid-Range Long-Range Extended-Range (Six-Year Improvement (2016–2025) (2026–2035) (Beyond 2035) Plan 2010-2015)

Begin enhanced bus Continue enhanced bus Complete AA and EIS for Construct and operate service in corridor. service. streetcar project. Begin streetcar right-of-way acquisition.

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Land Use Recommendations

Recommendations for this corridor center on 5. Promote context-sensitive infill development in creating a mix of uses appropriate in scale and Downtown Hampton. Encourage historic character, providing new multi-family housing resource preservation while also promoting an options, improving the quality of housing stock, and economically sustainable mix of uses. supporting community revitalization. 6. Encourage development that is sensitive to 1. Develop homeowner assistance programs to natural resources near Buckroe Beach. provide loan assistance to improve the quality of Encourage compatible residential and existing housing stock along the corridor. commercial uses that will also permit environmental conservation and restoration. 2. Increase the variety and types of multi-family housing along the corridor by targeting vacant or 7. Develop a phased, incremental approach to abandoned properties for redevelopment. revitalizing Downtown Newport News. Use existing Comprehensive Plan policies on transit- 3. Provide ground-floor retail zoning for new oriented design and regional activity centers to residential buildings adjacent to transit stops guide redevelopment. along the proposed corridor to encourage neighborhood supporting retail and commercial 8. Engage Hampton University in discussing the uses. university’s long-range and campus planning so that proposed transit service addresses their 4. Provide streetscape and landscape transit needs. improvements as a means of community revitalization and to encourage pedestrian- 9. Identify strategic actions to encourage activity along the proposed corridor. additional employment in the corridor by focusing development in Downtown Hampton and Downtown Newport News.

CORRIDOR 13: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 14. US 17/Gloucester County Corridor, Gloucester, York, Newport News

Description of Corridor Implementation Other Discussion

Corridor 14 extends from central Gloucester County The ultimate transit vision for this corridor is express Supporting Projects • Corridor 12 BRT and ultimately light rail service to Oyster Point/City Center. Activity centers in this bus service. would enable connections to Coliseum Central corridor include Oyster Point, Yorktown, Gloucester Express bus service in Corridor 14 could be and Downtown Hampton. Point, and Gloucester Courthouse. Transit in the In the short-range, stop locations and routing for implemented independently of other transit corridor would primarily serve commuting trips, express bus service should be determined. Service improvements called for the Vision Plan. However, • Corridor 15a express bus service would enable operating in peak periods only. Transit in this should be offered primarily during commuting ridership would be greatly increased by providing connections to Poquoson. corridor would help mitigate congestion on US 17. peaks. Park-and-ride lots in Gloucester County and high quality transit connections to places beyond York County from which to operate the express bus Oyster Point. For example, the enhanced bus • By way of Corridors 12 and 16c, light rail service This corridor connects predominately suburban service should be identified, including opportunities service recommended for Corridor 2 would bring would enable connections to the Southside. uses in Gloucester County to Downtown Newport for shared parking as well as dedicated commuter commuters to Downtown Newport News, and the News, which will continue to remain suburban in the parking. BRT service in Corridor 12 would bring commuters Planning Decisions future. Therefore, express bus is the appropriate to Coliseum Central and Downtown Hampton. transit mode to serve the commuting trips between In the mid-range, operation of express bus service in The Transit Vision Map shows Corridor 14 following Gloucester County and Newport News. the corridor should begin. Use of HOV lanes on I-64 A local intermodal hub should be created in central US 17 to Fort Eustis Boulevard (Route 105), then for the service should be considered. Newport News, for example at Patrick Henry Mall, at west to I-64 before continuing south to Oyster Point. Connections from Corridor 14 could be made to which transfers from express bus to local bus could Alternative routes are possible and should be Downtown Hampton, Downtown Newport News, and In the long- and extended-range operation of be made. studied. Coliseum Central via other transit improvements express bus service will continue. called for in the Vision Plan. Regional Connections Potential park-and-ride lot locations for the express bus service in this corridor are listed below. The Other transit corridors will connect this corridor into required quantity of parking remains to be studied. the region’s integrated transit network. Any corridor references are meant to show regional connections. • Gloucester Courthouse, Gloucester County Full corridor descriptions and maps may be found • Gloucester Point, Gloucester County within Section 3.C of the Vision Plan. Express bus • Patriot Square Shopping Center, York County service in Corridor 14 would connect with other projects called for in the Vision Plan:

• Corridor 11 commuter rail service would enable connections to Williamsburg and throughout Newport News, including Downtown.

RECOMMENDED CORRIDOR IMPLEMENTATION

Near-Term

Short-Range Mid-Range Long-Range Extended-Range (Six-Year Improvement (2016–2025) (2026–2035) (Beyond 2035) Plan 2010-2015)

No additional transit Begin express bus service Continue operating Continue operating service in the corridor express bus express bus

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Land Use Recommendations

Focusing transit-supportive development within 3. Focus development within activity centers and activity centers and minimizing sprawling land use station areas throughout the corridor. Within patterns is recommended for this corridor. Other Gloucester, new development should be recommendations emphasize identifying the encouraged within the Gloucester Point and locations of transit facilities, such as station areas Gloucester Courthouse areas to minimize and park-and-ride lots. sprawling land use patterns, natural resource degradation, or loss of agricultural and 1. Determine future locations for express bus historically rural lands. stops and conduct a planning study on appropriate combinations of uses and densities 4. Continue development in Oyster Point/City for these intermediate stops. Features such as Center in Newport News. mixed uses, compact development, pedestrian and bicycle amenities, streetscape and landscape design should be considered.

2. Identify appropriate locations for park-and-ride lots. Provide adequate parking and accessibility in these locations, and also encourage small- scale supporting retail.

CORRIDOR 14: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 15. Poquoson to Oyster Point and Coliseum, Poquoson, Newport News, York, Hampton

Description of Corridor Implementation Other Discussion

Corridor 15a runs from Poquoson to Oyster Point via The ultimate transit vision for this corridor is express Supporting Projects • Corridor 12 BRT and ultimately light rail service Victory Boulevard. Transit in this corridor would help bus service. would enable connections from Coliseum mitigate congestion along Victory Boulevard. Express bus service in Corridors 15a and 15b could Central to Downtown Hampton In the short- and mid-range, no additional transit operate independently of other transit Corridor 15b runs from Poquoson to the Coliseum service is proposed along both the sub corridors. improvements called for in the Vision Plan. • Corridor 11 commuter rail service to Central area of Hampton via Wythe Creek Road, However, planning for carpool parking should However, these services would be greatly enhanced Williamsburg would complement the transit with the potential to serve the NASA Research continue. by: service provided by Corridor 15. Center, Langley Air Force Base, and Langley Research and Development Park. Transit in this In the long-range, stop locations and routing for • Circulator systems to Langley Air Force Base Planning Decisions corridor would help mitigate congestion along Wythe express bus service should be determined. Service and around Oyster Point and Coliseum Central Creek Road. should be offered primarily during commuting While the Transit Vision Map suggests potential peaks. Carpool and park-and-ride lots in Poquoson • Realigning local bus service to connect at local routes for express bus services, other alternatives This corridor connects predominately suburban from which to operate the service should be intermodal hubs in central Newport News and are possible. uses in Poquoson to Newport News and Hampton, established. Carpool lots should begin operation to central Hampton. which will continue to remain suburban in the encourage ridesharing and increase the propensity Potential Stop Locations future. Transit in both the sub corridors would to use transit. • High speed/high capacity services such as BRT, primarily serve commuting trips, operating in peak and ultimately light rail, in Corridor 12. Below is a list of potential stop locations to be periods only. Therefore, express bus is the In the extended-range operation of express bus in considered in future studies. In addition, whether appropriate transit mode for this corridor. both the sub corridors would commence. and how much parking should be built at each Regional Connections station needs to be determined.

Other transit corridors will connect this corridor into Corridor 15a express bus stops the region’s integrated transit network. Any corridor RECOMMENDED CORRIDOR references are meant to show regional connections. • Oyster Point (several stops) Full corridor descriptions and maps may be found • Kiln Creek Corporate Center within Section 3.C of the Vision Plan. • Poquoson Shopping Center

Express bus service in Corridors 15a and 15b would Corridor 15b express bus stops connect with other projects called for in the Vision Plan: • Poquoson Shopping Center • NASA Research Center (Langley AFB) • Coliseum Central (several stops)

IMPLEMENTATION

Near-Term Long-Range Extended-Range Short-Range Mid-Range (2026–2035) (Beyond 2035) (Six-Year Improvement (2016–2025) Plan 2010-2015)

No additional transit No additional transit Establish Carpool and Operate express bus service service Park-Ride lots for service Express Bus service

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Land Use Recommendations

To successfully link the primarily residential areas in 3. Update the Poquoson Comprehensive Plan and Poquoson with employment centers in Newport zoning ordinance to encourage an appropriate News and Hampton by transit requires clustered uses and amenities best suited for bus station and compact redevelopment, the provision of areas. pedestrian amenities, streetscape improvements, and commuter parking. Comprehensive Plans and 4. Continue to develop the mixed use center at zoning ordinances should be updated to support Oyster Point/City Center. new transit service and more transit-supportive conditions. 5. Implement existing policies and develop a strategic plan to revitalize and intensify the 1. Cluster new development near transit stops Hampton Coliseum area. within the corridor to create areas of interest with a mix of uses. Redevelop underutilized 6. Provide shuttle service between transit stops on commercial and retail sites. the corridor and major employment centers nearby. Coordinate with Langley Air Force Base 2. Provide streetscape and landscape and the NASA Research Center in designing improvements, including sidewalks and frequency of shuttle service and stop locations. pedestrian amenities, at station areas and along the corridor.

CORRIDOR 15: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 16. Hampton Roads Harbor Crossings, Newport News, Hampton, Norfolk

Description of Corridor Implementation Other Discussion

Corridors 16a, 16b and 16c connect the Peninsula In the mid-range, environmental documentation for Supporting Projects • Light rail service in Corridors 5 and 1 would to the Southside. Some of the 17,000 worker round the ferry project (Corridor 16a) should be enable connections to Old Dominion University, trips between Hampton/Newport News and undertaken. Construction of ferry docks should Ferry service, as mentioned above, would be the west side of Norfolk, and Downtown Norfolk. Norfolk/Portsmouth would be assisted by this begin. enabled by local bus connections to the ferry service. terminals. Affected bus service on the Southside • Light rail service in Corridor 4 would enable In the long-range, ferry service between Newport includes Routes 2, 15, 919, and 922. In Newport connections to Norfolk International Airport and Ultimately, with the addition or improvement of News, Hampton and Norfolk along sub corridor 16a News, Routes 105, 106, and 107 are the primary east side of Norfolk. highway linkages between Southside and Peninsula, should be initiated. Also in the long-range, feeder routes affected. In Hampton, all routes serving light rail would be extended from both Newport bus and employee shuttles to complement the ferry Downtown are potentially affected. • Bus rapid transit and ultimately light rail service News via the proposed Third Crossing (Corridor 16b) service should be established. For sub corridors 16b in Corridor 12 would enable connections to and from Hampton parallel to the Hampton Roads and 16c, Alternatives Analysis and environmental High speed/high capacity projects will also support Coliseum Central and Oyster Point. Bridge Tunnel (Corridor 16c). Plans for the Third documentation for the light rail projects should be ferry service, including bus rapid transit service in Crossing include a multi-modal tube which could be completed. Corridor 12 and enhanced bus service as described Planning Decisions used for light rail. Transit connections would be in Corridor 2. made with Corridors 4, 5, 11, 12 and 13. In the extended-range,final design should be Substantial planning would be required to completed and construction of the light rail projects Regional Connections implement ferry service. The identification of the along sub corridors 16b and 16c should begin appropriate locations for ferry terminals in Newport operation. Once light rail service is initiated, ferry Other transit corridors will connect this corridor into News, Hampton, and Norfolk would be required. service could be discontinued. the region’s integrated transit network. Any corridor These terminals should be close to existing or references are meant to show regional connections. modified local bus routes and also provide for Full corridor descriptions and maps may be found parking. Assessing the amount of needed parking within Section 3.C of the Vision Plan. would require further study. RECOMMENDED CORRIDOR Light rail and ferry service in Corridor 16 would At a minimum four ferry terminals would be required connect with several other projects called for in the for ferry service in Corridor 16a: Vision Plan: • Downtown Newport News • Commuter rail service in Corridor 11 would • Downtown Hampton enable connections to northern Newport News • Near Naval Station Norfolk and Williamsburg. • Downtown Norfolk

IMPLEMENTATION

Near-Term

Short-Range Mid-Range Long-Range Extended-Range (Six-Year Improvement (2016–2025) (2026–2035) (Beyond 2035) Plan 2010-2015)

No additional transit Prepare EIS for ferry and Initiate Ferry service. Construct and operate service construct ferry docks Complete AA and EIS for LRT projects. Ferry LRT projects service could be discontinued.

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Potential Station Locations Land Use Recommendations CORRIDOR 16: LAND USE CONDITIONS AND RECOMMENDATIONS

Below is a list of potential light rail station locations Continuing transit-supportive development within to be considered in future studies of light rail the downtown areas and ensuring infrastructure will crossing of the Hampton Roads harbor. Whether support increased ferry service are the focus for and how much parking should be built at each recommendations for these corridors. station needs to be determined. 1. Collaborate with the U.S. Navy and other large Corridor 16b stations (Third Crossing): institutional employers along the corridors to determine appropriate locations and frequency • Downtown Newport News of ferry service. Considerations will include • Newport News Point peak hours of workforce travel, public • Near Beechwood Ave in Norfolk accessibility, and any security concerns.

2. Foster inter-jurisdictional coordination for the Corridor 16c stations (Hampton Roads Bridge provision of ferry service along the corridors. Tunnel route): Determine needed infrastructure, appropriate dock and station improvements, and • Downtown Hampton accessibility. • Hampton University/ VA Medical Center

• Willoughby 3. Provide frequent circulating bus service between employment areas and ferry stops. • 1st View Street Improve pedestrian amenities and provide bus • Wards Corner shelters.

4. Continue redevelopment activity, compact growth, and strategic improvements in the corridors’ downtowns — Hampton, Newport News, Portsmouth, and Norfolk.

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CORRIDOR 17. Princess Anne Road and Lynnhaven Parkway Corridors, Virginia Beach

Description of Corridor Implementation Other Discussion Bus rapid transit service in Corridor 17 would connect with other projects called for in the Vision Corridor 17 runs along or near Lynnhaven Parkway The ultimate transit vision for this corridor is bus Supporting Projects Plan: and Princess Anne Road in Virginia Beach. This rapid transit service. corridor connects several activity, employment, and BRT service in Corridor 17 would be supported by • Light rail service in Corridor 1 would enable educational centers including , In the short- and mid-range, no additional high operational changes and coordination with existing connections to Eastern Norfolk. Tidewater Community College-Virginia Beach speed/high capacity transit service is being bus service. Additional planning will be required to • Light rail service in Corridor 3 would enable campus, NSU/ODU Higher Education Center, recommended along the corridor. determine station locations and exact service connections to Oceanfront area. Virginia Beach Amphitheater, and Newtown modifications. Examples of bus routes that could be Strategic Growth Area. Oceana Naval Air Station is In the long-range, Alternatives Analysis and modified or coordinated with include: Potential Stop Locations another center that could be served from this environmental documentation for bus rapid transit corridor with shuttles or circulator buses. service should be completed. This analysis includes • VB Wave Route 32 Below is a list of potential stop locations to be determining BRT station locations. BRT service • Local bus Routes 26, 29 and 37 to serve a considered for the bus rapid transit service in future Corridor 17 is already served by local buses. High should have limited stops. All bus stations should Lynnhaven Mall station studies. Whether and how much parking should be speed/high capacity transit service in this corridor have shelter and have either parking or walking • Local bus Routes 12, 33 and 36 to serve a TCC built at each station needs to be determined. would provide for faster travel time for longer access. Right-of-way acquisition for BRT should station distance trips and will support anticipated begin in the long-range. • Local bus Route 25 to serve several stations to • Lynnhaven Parkway LRT station (Corridor 3) employment growth in Virginia Beach’s Strategic allow for connections between local and longer • Oceana West Industrial Park Growth Areas. In the extended-range, the BRT project should be distance trips in the corridor • Lynnhaven Mall (multiple stations) constructed and service should begin. • Green Run / Holland Road Regional Connections • Rosemont Road • TCC/NSU/ODU (more than one station) Other transit corridors will connect this corridor into • Amphitheater the region’s integrated transit network. Any corridor • Princess Anne Market Center / Independence references are meant to show regional connections. Boulevard South Full corridor descriptions and maps may be found within Section 3.C of the Vision Plan. • Salem Crossing Shop Center / Lynnhaven Parkway • Plaza Trail South • Edwin Drive RECOMMENDED CORRIDOR • Baxter Road • Kempsville Plaza • Arrowhead Shop Center (Corridor 3) • Newtown Road (Corridor 1)

IMPLEMENTATION

Near Term Long-Range Extended-Range Short-Range Mid-Range (2026–2035) (Beyond 2035) (Six-Year Improvement (2016–2025) Plan 2010-2015)

No additional transit No additional transit Complete AA and EIS for Construct and operate service service BRT project. Begin right- BRT of-way acquisition.

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Land Use Recommendations

Plans, studies, and design guidelines exist for 3. Review and update the Municipal Center Master portions of this corridor. Targeted development and Plan. Consider proposed transit improvements policy updates are needed to encourage more and update and create new policies to support transit-supportive development and more new bus service. sustainable land use patterns. 4. Provide circulating bus or shuttle service 1. Focus development in activity centers, such as between the Oceana NAS and transit stops Lynnhaven. Encourage compact growth, a mix along the corridor. of uses, and improved sidewalks and streetscapes. 5. Identify strategic actions to encourage additional employment in the corridor by 2. Consider ways to update and integrate the focusing development in the North Commons, Princess Anne Corridor Study, the Princess Anne West Holland, and West Oceana Strategic Commons Design Guidelines, and other existing Growth Areas. plans for this area of the corridor. Policies should be updated to encourage compact, transit-supportive development that is appropriate in scale and use for these less urbanized areas. Preservation of natural and cultural resources will remain centrally important; sprawling land use patterns should be minimized.

CORRIDOR 17: LAND USE CONDITIONS AND RECOMMENDATIONS

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CORRIDOR 18. Downtown Suffolk to Harbour View, Suffolk

Description of Corridor Implementation Other Discussion

Corridor 18 runs from Harbour View to Downtown The ultimate transit vision for this corridor is express Supporting Projects • Express bus and ultimately commuter rail Suffolk. Activity and employment centers in this bus service. service in Corridor 9a would enable connections corridor include Harbour View, Northgate Express bus service in Corridor 18 could operate to Victory Crossing, Downtown Portsmouth, and Commerce/Industrial Park, Willroy Industrial Park, In the short- and mid-range, no additional transit independently of other transit improvements called Downtown Norfolk and Downtown Suffolk. service is recommended along the corridor. for in the Vision Plan. However, this service would However, planning for carpool parking should be greatly enhanced by implementing express bus Potential Stop Locations This corridor connects predominately suburban continue. service in Corridor 8d enabling trips between uses in Suffolk, which will continue to remain Suffolk, Smithfield and Eastern Norfolk. Below is a list of potential stop locations to be suburban in the future. Furthermore, the spacing In the long-range, stop locations and routing for considered for the express bus service in future between the activity centers is relatively high, express bus service should be determined. Carpool Express service in Corridor 18 would also be studies. As additional growth occurs in the corridor, making express bus an appropriate transit mode for and park-and-ride lots in Suffolk from which to supported by operational changes to existing bus new activity centers are likely to emerge, each with this corridor. Express bus service already operates operate the service should be established. Carpool service. The following existing routes should be a potential stop. Assessing the amount of required as far west as the Magnolia Park & Ride Lot. lots should begin operation to encourage reoriented to serve stations and better coordinate parking will require further studies. ridesharing and increase the propensity to use with high speed/high capacity service. transit. • Harbour View (multiple stops, including a park- • Local Suffolk bus routes 71, 72, 73, and 74 to and-ride stop convenient to I-664) In the extended-range operation of express bus in serve a Downtown Suffolk park-and-ride stop the corridor would commence. • Northgate Commerce/Industrial Park • Local bus Route 47 to serve Harbour View stops RECOMMENDED CORRIDOR • Wilroy Industrial Park • Service modification to MAX Route 962 by extending the service to Downtown Suffolk • Magnolia Park-and-Ride

• MAX Route 967 to serve a Harbour View park- • Downtown Suffolk (potentially multiple stops) and-ride stop

Regional Connections

Other transit corridors will connect this corridor into the region’s integrated transit network. Any corridor references are meant to show regional connections. Full corridor descriptions and maps may be found within Section 3.C of the Vision Plan.

Express bus service in Corridor 18 would connect IMPLEMENTATION with other projects called for in the Vision Plan:

• BRT and ultimately light rail service in Corridor Near Term Long-Range Extended-Range 8b would enable connections to Churchland and (2026–2035) (Beyond 2035) Downtown Portsmouth Short-Range Mid-Range (Six-Year Improvement (2016–2025) • BRT service in Corridor 8c would enable Plan 2010-2015) connections to the Naval Medical Center via the Naval Shipyard No additional transit No additional transit Establish Carpool and Operate express bus service service Park-Ride lots for service • Express bus service in Corridor 8d would enable Express Bus service connections to Smithfield and Eastern Norfolk

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Land Use Recommendations CORRIDOR 18: LAND USE CONDITIONS AND RECOMMENDATIONS Continuing to foster transit supportive development and redevelopment in the two anchors of this corridor and identifying future station areas are central to creating the conditions needed to support transit along this corridor.

1. Conduct a transit feasibility study to determine probable alignment, potential locations of transit stops, and appropriate densities, mixes of uses, and amenities for the transit corridor. Update Comprehensive Plan policies to include the study’s recommendations.

2. Foster development in Downtown Suffolk, the City’s Central Growth Area. Encourage compact and transit-supportive growth, as supported by Suffolk’s Comprehensive Plan policies.

3. Continue to develop the emerging employment centers of Harbour View, and encourage supporting retail uses and pedestrian-oriented amenities.

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3.D LOCAL BUS IMPROVEMENTS The COA will issue specific local bus service • Route 71 Newtown Road to Virginia Beach Town • Route 122 Phoebus area — This route would improvement recommendations. The nature of the Center — This new route is a reasonable prelude serve transit supportive neighborhoods in recommendations are geared toward improving on- to light rail service in Corridor 3. Enhanced bus Hampton and would complement enhanced bus There are three components to the local bus service time performance and productivity through service in Corridor 3 called for in this Plan would and eventually streetcar service in Corridor 13. improvements called for in this Transit Vision Plan. techniques such as re-routing and splitting longer satisfy similar demand, but with higher First are the improvements that will be routes into two shorter routes. frequency and fewer stops. (The route number • Route 123 Lucas Creek Road — This route recommended by the Comprehensive Operational 71 is currently in use by Suffolk local bus would serve transit supportive neighborhoods in Analysis (COA) study that is currently ongoing. The 3.D.2 HRT Proposed 20-Year Transit Plan service.) northern Newport News and connect to light rail second component are improvements identified in and commuter rail service in Corridors 2 and 11. Hampton Road Transit’s Proposed 20-Year Transit • Route 72 South Chesapeake to Virginia Beach The HRT Proposed 20-Year Transit Plan was • Route 124 Kiln Creek — This route would serve Plan (2006) and Williamsburg Area Transport’s reviewed for new routes and major route cross town — This route would serve lower 2030 Plan. The third component are improvements density suburban portions of Chesapeake and York County and Newport News as a circulator modifications. These improvements were found to feeding an intermodal hub in central Newport identified in the course of the technical analysis and Virginia Beach, supporting trips to Greenbriar be reasonable and supportive of broader regional News with connections to express bus (Corridors stakeholder input supporting this Transit Vision and (with minor routing adjustments) the I-64 transit service goals. 14 and 15a), light rail (Corridors 2, 11, and 12), Plan. South Strategic Growth Area. This route would and commuter rail (Corridor 11). New routes connect to bus rapid transit service in Corridors In addition to new and modified bus routes 6 and 17 and commuter rail service in Corridor • Route 131 Downtown Newport News to Denbigh described below, consideration should be given to • Route 59 Greenbriar Circulator — Circulator 7. (The route number 72 is currently in use by Boulevard — This route, or one like it, is improving service duration (hours of the day and service in Greenbriar is highly desirable to Suffolk local bus service.) recommended as an early implementation in days of the week) and service frequency of local bus Corridor 2. It could be branded as enhanced mitigate growth in automobile traffic associated • Route 73 Lynnhaven circulator — Circulator service in the region. While “one size does not fit with the projected very large increases in bus service or as bus rapid transit. all” in a region as expansive and developmentally service in Lynnhaven is highly desirable to employment. It would connect to high connect to light rail service in Corridor 3 and • Route 201 Marcella Drive Circulator and Route varied as Hampton Roads, a policy of increased speed/high capacity transit recommended in service would serve transit dependent customers support additional job growth. (The route 202 Coliseum Circulator — These circulators this plan, such as bus rapid transit service in number 73 is currently in use by Suffolk local around the Coliseum Central section of more reliably, make transit far more attractive to Corridor 6 and commuter rail service in Corridor choice riders, and would create more consistent bus service.) Hampton are highly desirable to mitigate growth 7. in automobile traffic associated with the service among the region’s jurisdictions. • Route 74 Town Center circulator — Circulator projected large increases in employment and • Route 64 Azalea Garden Road — This route service around Pembroke Town Center is highly residences. These routes would connect to bus To adequately serve the integrated, high speed/high provides additional service to transit supportive desirable to connect to light rail service in capacity transit network within the Vision Plan, local neighborhoods of Norfolk as well as job centers Corridor 3 and support additional job growth. rapid transit and eventually light rail service in bus improvements should be considered now and in such as Norfolk Industrial Park and Norfolk (The route number 74 is currently in use by Corridor 12 as well as express bus service in the future as the network is constructed. Due to the Commerce Park. Extending this route to Norfolk Suffolk local bus service.) Corridor 15b. size of the region and its transit agency, 20- or 30- International Airport should be considered. This • Route 203 Oyster Point Circulator and Route minute headways for local bus services during all route would connect to light rail service in • Route 75 Portsmouth/Norfolk Shuttle — Shuttle service between Downtown Portsmouth and 204 Port Warwick Circulator — These circulators operating hours would enhance and facilitate the Corridor 1 (Ballentine Boulevard) and in Corridor are highly desirable to support residential and Downtown Norfolk complements the use of the proposed high speed/high capacity 4. employment increases. Connections would be paddlewheel ferry service and is highly desirable transit network. made to express bus (Corridors 14 and 15a), • Route 67 South Norfolk Circulator — This route until dedicated transitways can be built in light rail (Corridors 2, 11, and 12), and 3.D.1 Comprehensive Operational Analysis would serve transit supportive neighborhoods Corridors 8a and 9a. with lower auto availability in Norfolk and commuter rail (Corridor 11). • Route 85 Harbour View area — This route would The Vision Plan was conducted concurrently with a Chesapeake. This route would connect to bus support growing transit demand as development Comprehensive Operational Analysis (COA), as rapid transit service in Corridor 6. continues in the Harbour View area of Suffolk. Major route modifications managed by Hampton Roads Transit (HRT). The • Route 69 Old Dominion University to Tidewater This route would serve as a prelude to bus rapid COA is reviewing HRT’s existing operations and is Drive — This route would serve highly transit transit service and eventually light rail service in • Truncation of Route 1 and extension of Route developing recommendations to make the supportive neighborhoods in Norfolk and Corridor 8b, and would complement these high 36 — This modification is desirable to improve company’s transit services more effective and provide for cross town trips without going speed/high capacity services by serving local reliability on Route 1 and make the service efficient. through Downtown Norfolk. This route would trips. easier to understand by new riders by having all connect to light rail service in Corridor 5. trips serve the entire route

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• Truncation of Routes 8 and 15 and replacement 3.D.4 Transit Vision Plan Analysis and • The Great Bridge Boulevard area in Chesapeake Other corridors identified in Technical Memorandum with Route 65 Little Creek Road cross town — Stakeholder Input was identified for new local bus service to have not been carried forward as recommendations This modification also would support improved improve access to social services. in the Vision Plan: reliability and better enables cross town trips. Based on feedback received from the technical review committee members or from public meeting • The proposed Southeastern Parkway corridor in • Local bus improvements along High Street in • Truncation of Route 3 and replacement with input, the following areas within the region have Chesapeake and Virginia Beach could benefit Portsmouth are covered by bus rapid transit and Route 66 Oceanview Road — This modification been identified through the Transit Vision Plan from local or limited stop bus service. This ultimately light rail in Corridor 8b. would support improved reliability and better process for consideration of additional local bus would be a long-range idea, as the road is not enables cross town trips. services. These areas are highlighted in Figures 3-4 yet built, and the development in the area is not yet transit supportive. • Truncation of Route 13 and replacement with and 3-5. Route 68 Cedar/Battlefield Road — This modification would support better on-time • The Rosemont Road area in Virginia Beach was performance and would connect to bus rapid identified as a transit supportive area currently Figure 3-4: Local Bus Improvement Areas – Peninsula transit service in Corridor 6. underserved by local buses. It would have a connection to light rail service in Corridor 3. • Realignment of Route 106 and Route 107 — This modification would reduce service • The Diamond Springs/Witchduck Road/ duplication. Kempsville Road area in Virginia Beach was identified as a transit supportive area currently underserved by local buses. It was also 3.D.3 WAT 2030 Plan identified in public comments as a way of improving access to jobs in the Airport Industrial The Williamsburg Area Transport 2030 Plan calls for Park and Burton Station development along a new local route that has yet to be implemented. Diamond Springs Road. It would have a connection to light rail service in Corridor 3. • New route serving College of William and • The Port Norfolk area of Portsmouth was found Mary/Downtown, High Street, and New Town to be underserved by local buses. Modification Williamsburg — This route is highly desirable to of existing HRT Route 44 would improve service connect with one another the main retail coverage. Connections to light rail service centers near Williamsburg. Frequent service would be made to Corridors 1, 5, 8a, and 8b. would make the route attractive to students and tourists. The High Street and New Town areas • The State Route 199 corridor south of were designed specifically to be transit Williamsburg is forecast to have high supportive. employment growth to transit supportive levels. Connections would be made to other WAT local bus service and to commuter rail service in Corridor 11. • The High Street/New Town area north of Williamsburg was identified for new local bus service. • The Cedar Rd/Dominion Boulevard area in Chesapeake was identified as a growth area that would benefit from extended local bus service. The truncation of Route 13 and adding a new Route 68 as called for in HRT’s Proposed 20-Year Transit Plan would satisfy transit demand in this growth area.

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Figure 3-5: Local Bus Improvement Areas - Southside • Local bus improvements along Granby Street and Chesapeake Boulevard in Norfolk were found not to be needed by the City of Norfolk; however, the Comprehensive Operational Analysis may have recommendations for this area. • Local bus improvements between Downtown Hampton to Downtown Newport News are covered by enhanced bus and ultimately streetcar service in Corridor 13. • Centerville Turnpike has been mentioned. There is an SGA in the north and very little development in the south • Local improvements along Shore Drive in the Bayfront section of Virginia Beach were considered and will be addressed in the COA study.

In addition to circulator routes identified in the HRT 20-Year Plan, the Vision Plan recommends the following circulator routes be considered.

• Bus circulator in Naval Station Norfolk to coordinate with light rail service in Corridors 4 and 5. • Fort Monroe circulator to connect to transit services in Corridors 12, 13, and 16c. • Langley Air Force Base circulator to serve the NASA Research Center and coordinate with transit services in Corridors 12 and 15b.

• Oceana circulator to connect to transit in Corridor 3. • Continued circulator service in Downtown Norfolk (Route 17) • Continued circulator service to the Hilltop shopping district in Virginia Beach (Route 32)

DRPT• Page 64 FUTURE TRANSPORTATION DEMAND MANAGEMENT

4. FUTURE TRANSPORTATION DEMAND MANAGEMENT VISION 4.A METHODOLOGY

The definition of Transportation Demand against improved programs, and establish strategic Finally, a set of goals was established and action Management (TDM), as provided by the U.S. priorities for the future. steps were identified. These action steps, described Department of Transportation, Federal Highway on the following pages, comprise the TDM Vision for Administration is “programs designed to reduce The strategic priorities for TDM in the Hampton Hampton Roads. demand for transportation through various means, Roads region are: such as the use of transit and of alternative work A report documenting the TDM analysis in included hours.” TDM programs involve strategies for the • Private and public sector partnerships need to in the Appendix. reduction of automobile travel on the roads by be further developed and expanded utilizing the existing transportation and infrastructure within Hampton Roads and • Markets for ridesharing need to be further systematically expanding the programs offered to identified and cultivated based on continuing attract new users and meet the greater mobility market research. needs of commuters. Examples of TDM strategies are public transportation, carpooling, vanpooling, • TDM infrastructure, including park-and-ride-lots walking, bicycling, telecommuting, and van leasing. and HOV lanes, need to be fully developed in the Hampton Roads region. The first step in the TDM analysis was to conduct an Environmental Scan. An environmental scan is an • Dedicated sources of funding should be analysis of the factors that influence a commuter’s acquired at the state and local levels. decision on his or her mode of transportation. Demographic and socio-economic factors such as • Trade associations for TDM need to be population densities, employer/employee densities, developed on the state level. employment characteristics, opportunities for teleworking, and vehicle ownership rates have a • Emphasize TDM ambassador program to significant impact on the likelihood that a commuter encourage employers to promote TDM will choose an alternative to the single occupancy strategies to employees. vehicle. Commuter stress factors such as road congestion, commute length and difficulty, parking • Promote land use strategies that support TDM availability, and fuel prices also impact mode programs. decisions. The availability and awareness of public transit, HOV lanes, park-and-ride lots, and • Continue to support, through logistical and ridesharing information and assistance play a consultative efforts, the “Green strategies” of significant role in commuter choices. Data sources our Hampton Roads regional TRAFFIX for the environmental scan were the 2007 Virginia stakeholders. State of the Commute Study, U.S. Census, Virginia Employment Commission, and the Hampton Roads • Continue to work with large employers, including Metropolitan Planning Organization (HRMPO), private firms and the military, to provide Accomack Northampton Planning District ridesharing services. Commission (ANPDC), and Southampton County. Promote the advantages to employers and Next a workshop with the TRAFFIX Oversight employees of utilizing alternatives to the single- Committee was held to analyze the strengths and occupant vehicle. weaknesses of existing TDM programs in Hampton Roads, uncover opportunities for and threats

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4.B IMPLEMENTATION RECOMMENDATIONS

4.B.1 Goal: Develop and Expand Private and vehicle, so they must pay some or all of their and reduces need for office space and 4.B.3 Goal: Improve Public Awareness Public Sector Partnerships parking costs parking facilities Action Steps Action Steps o Offer cash equivalent to commuters that use o Provide an employer sponsored guaranteed alternative travel modes as opposed to ride home program for those that rideshare • Conduct market research studies every two (2) • Contact all of the region’s largest 25 employers subsidized parking or use other alternative commuting modes years. TRAFFIX should identify a qualified to determine any interest in starting or organization and/or individuals to be expanding a rideshare program. o Charge for parking to serve as financial o Encourage the development of shuttle responsible for conducting marketing studies disincentives to driving alone service from transit stops to employment and developing recommended responses to • Identify and contact clusters of smaller sites study results. Some recommended research employers located at industrial and business o Provide employer-paid transit benefits. techniques include: parks and other areas where employers are These are tax-exempt up to $100 per month o Continue to offer carpool matching services located in close proximity to one another. for an employee and serve as a tax at employment sites o Survey commuters to determine Target areas where multiple businesses are deduction for the employer preferences, knowledge, and perceived experiencing limited parking and/or traffic o Give employees the option of "flexing" their barriers and opportunities for using TDM congestion. o Provide employee-paid, pre-tax arrival/departure times strategies offered by TRAFFIX transportation benefits that allow employees • Develop a new partnership with an additional to set aside up to $100/month of pre-tax o Allow employees the option to stagger work o Identify barriers or perceived barriers that business association similar to the existing income to pay for transit or vanpooling, hours, thereby spreading out the exist in the Hampton Roads region and are partnership between HRT and the Ghent saving the employee money due to the arrival/departure times of employees; preventing commuters from changing the Business Association. Include the development amount set aside not being subject to way they travel to and from work payroll taxes o Allow employees the option to compress of the ambassador program in such work weeks, allowing employees to shorten partnerships. o Identify commuters who are using a SOV but o Provide Shared-cost transportation benefits, their work week by working longer hours are most able and willing to change their which are a hybrid of the above two each day 4.B.2 Goal: Entice Commuters to Choose TDM travel patterns and design marketing incentives, and it is a tax benefit to both strategies that will entice them to try a Programs. Provide some on-site services, eliminating employer and employee o TRAFFIX program the need for employees to have their cars at Action Steps - Financial-based incentives Manage and price the most convenient work every day. (i.e., cafes, daycare, o • Based on market research, identify and public parking spaces to favor car and banking/ATM, dry cleaning, etc). implement actions to increase the number of • Update TRAFFIX Toolkit for employers to include vanpools. people who are ridesharing or using an strategies for employers to promote ridesharing • Provide real-time information to commuters alternative to the SOV including: Action Steps - Convenience/service-based relating to congestion, accident and weather incentives information to aid in day-to-day commuter route • Promote green strategies and the environmental o Provide free or discounted transit fares for planning benefits associated with slowing the growth of employees who use transit • Update TRAFFIX Toolkit for employers to include vehicular travel such as improved air and water strategies for employers to promote ridesharing • Provide car and vanpool information to Provide travel allowances for employees to quality o including: employees as part of a customized transit route rideshare or use transit planning package to facilitate the use of • Hire a qualified individual or dedicate an o Provide preferential parking for employees commute alternatives o Provide free or discounted parking for that participate in vanpooling or carpooling existing staff member to establish and manage rideshare vehicles the ambassador program, who will be responsible for recruiting ambassadors into the o Adopt a telecommute/telework option for o Reduced employee parking subsidies for employees, which eliminates the commute program. The participating employer will those commuters who drive their personal designate an ambassador from its employees.

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4.B.4 Goal: Improve TDM infrastructure Figure 4-1: Preliminary List of Potential Park and Ride Lot Improvements

Express Commuter Action Steps Ferry Light Rail Bus Rail • Continue to work with owners of the park-and- Smithfield, Isle of Wight Co. (expand existing lot) X ride lots to develop formal, written, Downtown Suffolk X X memorandums of understanding (MOUs) that assign responsibilities and procedures for Harbour View, Suffolk X X maintaining park-and-ride lots. Great Bridge, Chesapeake X Oak Grove, Chesapeake X • Conduct a study of potential locations for new park-and-ride lots that are both inside and Greenbrier, Chesapeake (expand existing lot using mall parking) X outside the HRT transit service area. The following information should be determined for Chesapeake Square Mall, Chesapeake (use existing mall parking) X the additional park-and-ride locations: Bowers Hill, Chesapeake X o Number of parking spaces needed Greenbrier/Volvo Pkwy, Chesapeake X o Identify the optimum locations for new park- Greenbrier/Kempsville Rd, Chesapeake X and-ride lots Centreville Tpk/Fentress Rd, Chesapeake X Victory Blvd/Wythe Creek Rd, Poquoson X Identify potential sites and/or shared parking Gloucester Point, Gloucester Co. X opportunities with existing lots that are owned by local businesses. Figure 4-1 gives a preliminary list Gloucester Courthouse, Gloucester Co. X of potential park-and-ride lot improvement locations Williamsburg Transportation Center, Williamsburg X X X to support public transportation services. Additional Busch Gardens, James City Co. (use existing lots) X X locations may be warranted to promote ridesharing. Lightfoot, James City Co. X Fort Eustis / Lee Hall Area, Newport News (expand existing Yorktown • Continue to work with the Hampton Roads MPO X X X Rd lot, or new location) to encourage the planning and future development of HOV lanes in the region. Patrick Henry Mall, Newport News (use existing mall parking) X Downtown Newport News [new Amtrak station] X X Figure 4-2 shows the existing regional HOV lane Bland Blvd, Newport News [new Amtrak station] X X network. Newport News ferry terminal X 4.B.5 Goal: Advocate For and Obtain Sustainable Hampton Transit Center (use existing transit center lot) X Funding for TDM Programs Hampton ferry terminal X Churchland, Chesapeake X Action Steps Norfolk Naval Station ferry terminal X • Coordinate with stakeholders (HRMPO, HRT, Military Highway Corridor, Norfolk [two locations, TBD] X county and city planners, VDRPT, and FHWA) Pacific Ave at 19th St, Virginia Beach (use existing transit center lot) X and the TRAFFIX advisory group to identify potential sources and advocate for dedicated Rosemont Rd, Virginia Beach X funding for TDM projects. Lynnhaven Pkwy, Virginia Beach X • Seek to supplement federal, state, and local Oceana Blvd, Virginia Beach X funding with private sector funding from Virginia Beach Convention Center X employers that participate in TRAFFIX TDM Denbigh Rd, Newport News X programs. Main Street, Newport News X

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4.B.6 Goal: Land Use Strategies that Support 4.B.7 Goal: Improve advocacy and technical Figure 4-2: HOV Network Map TDM Programs. assistance for TDM in the Hampton Roads region at the state and/or national level. Action Steps Action Steps • Include TDM components in land use development plans for Hampton Roads • Research and network with existing national jurisdictions. TRAFFIX must inform planners and transportation associations (i.e., ACT, APTA) that engineers about the direct impacts of planning may provide resources and direction for developments, communities, and facilities that developing a state TDM association. support alternatives to the SOV (i.e., less parking, facilities for cyclists, and pull-outs for • Promote the concept of a state trade large transit vehicles) association that will educate legislators, the public, employers, and transportation providers • Encourage Hampton Roads jurisdictions to about the multitude of available resources and establish land use objectives that preserve the needs related to TDM strategies locally and environment, neighborhoods, walkability, park- nationally. and-ride lots, public transit, and other TDM programs

• Promote local policies to reduce automobile travel and the amount of land used for parking facilities in the developing suburban and rural areas

• Develop integrated transportation/land use models with regional planners. Ultimately, land use and transportation demand management policies should be complementary to promote alternatives to the SOV as the future for Hampton Roads

• Educate public transit systems about the possibilities for TDM strategies to provide a cost effective means for achieving their objectives

• Prepare transportation options to facilitate connecting commuters/employees to light rail stations without the need for their personal vehicle to make the entire trip from home to the station. Potential options include park-and-ride lots, carpools/vanpools, secure bicycle parking, and showers for cyclists.

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DRPT• Page 69 VISION IMPLEMENTATION

5. VISION IMPLEMENTATION Figure 5-1: Regional Transit Vision Map for Hampton Roads — Near -Term Projects 5.A SEQUENCED LIST OF SERVICE The Near Term Projects (2010 – 2025) IMPROVEMENTS 1. Completion of The Tide light rail project 2. Enhanced bus service between Oyster Point and On the next several pages, the regional high Downtown Newport News speed/high capacity transit network is shown 3. Enhanced bus service in short-range and east- according the implementation sequence: Near west light rail transit in mid-range between Term, Long Range, and Extended Range Projects. Newtown Road and Virginia Beach Oceanfront Near Term projects will be implemented by 2025, and are shown in Figure 5-1. Long Range projects 4. Continue express bus service along Military will be implemented by 2034, and are shown in Highway/I-64 Corridor to Naval Station Norfolk Figure 5-2. These two sets of projects will be 5. Enhanced bus service between Eastern Virginia constrained financially to become the Long Range Medical School and Naval Station Norfolk Transit Plan for the Hampton Roads region. 6. A north-south bus rapid transit line through Extended Range projects will be implemented after Chesapeake 2034, and are shown in Figure 5-3. 7. Express bus service along I-464/Route 168 between Chesapeake and Norfolk 8a. Express bus service via MLK Freeway/Midtown Tunnel between Portsmouth and Norfolk

8b. An east-west bus rapid transit line between Downtown Portsmouth and Harbour View 8c. An east-west bus rapid transit line between Downtown Portsmouth and Northgate Commerce Park in Suffolk

8d. Express bus service along the Western Freeway between Harbour View and Norfolk

9a. Express bus service between Downtown Suffolk and Norfolk via Portsmouth

9d. Express bus service between Chesapeake Square Mall and Norfolk via Portsmouth 10. Continue and expand VB Wave circulator 11. Continue express bus and increase Amtrak service between Newport News and Richmond 12. Enhanced bus service between Downtown Hampton, Coliseum Central, and Oyster Point 13. Enhanced bus service between Downtown Newport News and Buckroe Beach 14. Express bus service between Gloucester County and Oyster Point • Local bus service improvements

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Figure 5-2: Regional Transit Vision Map for Hampton Roads — Long-Range Projects

The Long Range Projects (2026 – 2035)

4. A north-south light rail transit line along the east side of Norfolk to Naval Station Norfolk

5. A north-south light rail transit or streetcar line along the west side of Norfolk to Naval Station Norfolk

7. Extended express bus service to North Carolina via Chesapeake

11. A commuter rail line between Downtown Newport News and Lightfoot

12. A bus rapid transit line connecting Downtown Hampton, Coliseum Central, and Oyster Point

16a. Ferry service between Newport News and Norfolk and between Hampton and Norfolk

2. A north-south light rail transit line between Christopher Newport University and Huntington Pointe

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Figure 5-3: Regional Transit Vision Map for Hampton Roads — Extended-Range Projects

The Extended Range Projects (Beyond 2035) 7. A north-south commuter rail line from Chesapeake to Norfolk, with a potential future extension to North Carolina 8a. A rapid transit line via the Midtown Tunnel between Norfolk and Midtown Portsmouth 8b. Conversion to light rail transit of the east- west bus rapid transit line between Downtown Portsmouth and Harbour View 8d. Extended express bus service from Smithfield to Norfolk via Harbour View and the Western Freeway 9a. A commuter rail line between Downtown Suffolk and Downtown Portsmouth 12. Conversion to light rail transit of the bus rapid transit line connecting Downtown Hampton, Coliseum Central, and Oyster Point 13. A streetcar line between Downtown Newport News and Buckroe Beach 15a. Express bus service between Poquoson and Oyster point 15b. Express bus service between Poquoson and Coliseum Central via Langley Air Force Base 16c. A light rail transit line crossing the Hampton Roads harbor between Newport News and Naval Station Norfolk 16b. A light rail transit line crossing the Hampton Roads harbor between Hampton and Naval Station Norfolk 17. A bus rapid transit line along the Princess Anne Road and Lynnhaven Parkway corridors in Virginia Beach 18. Express bus service between Downtown Suffolk and Harbour View

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Figure 5-4: Typical Transit Supportive Development 5.B TRANSPORTATION AND LAND Programs, Regulations, and Incentives USE PLANNING SUMMARY General Decision-Making Process for AA/EIS 5.B.2 Future Land Use Planning Zoning To become more competitive for future state and 1. Alternative Analysis (AA) Local jurisdictions should evaluate, update, or • Identification of permissible land uses federal transit funding, the local jurisdictions should amend their current comprehensive plans and • Identification of non-permissible land uses • Broad range of general alignment and conduct transportation studies to determine the development programs, regulations, and incentives • Building setbacks/establishing a street wall mode alternatives are considered most feasible transit alignments and station for consistency with the unique needs of transit • Allowable densities/density thresholds locations and update land use plans, policies, and • Information needed to evaluate supportive development. As a starting point, an • Density bonuses for affordable housing, public programs to encourage transit supportive alignment and mode alternatives is initial set of land use recommendations have been spaces, etc. development. Appropriate local transportation and developed documented for each proposed corridor within • Transit-oriented or mixed-use overlay districts land use planning will help generate more transit Section 3.C of the Vision Plan. In addition, the supportive environments along the proposed transit • Conclusion is the selection of a locally potential station areas for each proposed corridor Development Review preferred alternative (LPA) corridors within this Vision Plan and help secure could be identified and evaluated for transit • Expedited or streamlined development review funding for engineering studies and capital 2. Environmental Scoping supportiveness through a transit-oriented process expansion projects. development study, a sub-area plan as part of the • Scoping process ratifies the sufficiency comprehensive plan, or as part of the transportation Design Guidelines of the AA that led to the LPA 5.B.1 Future Transportation Planning element of the comprehensive plan. Lastly, local • Encourage a mix of uses to generate activity beyond 3. Environmental Impact Statement (EIS) jurisdictions should consider the programs and normal business hours Each proposed transit corridor will require a strategies listed in Figure 5-4 to determine what • Façade improvement program sufficient level of analysis based on state and • Draft EIS is conducted to compare the they are doing now and what they could be doing to federal transportation planning guidelines and LPA against the “No-Build” Alternative create a more transit supportive development Parking regulations. One option is to conduct an alternative • LPA design options are analyzed and environment along proposed corridors. • Reductions in parking requirements analysis (AA) to determine feasible alternative considered • Use on-street spaces to satisfy minimum parking alignments and modes and to select a locally standards preferred alternative (LPA). The sponsoring • Adverse impacts and avoidance or • Restrictions, reductions, or elimination of surface community would seek state and federal approval of mitigation techniques are identified lots the AA in order to conduct a draft environmental • Public hearing and agency comments impact statement (DEIS) on the preferred Infrastructure are considered alternative. A second option is to conduct a • Reduction in traffic impact assessments/fees for combined AA/DEIS to expedite the analysis, which is • Final EIS is produced based on public new developments near stations more likely to be considered for existing rail and agency comments • Streetscape improvement program corridors with dedicated right-of-way. Local • Minimum bicycle parking requirements jurisdictions should seek guidance on the most • Federal Transit Administration issues a Record of Decision appropriate planning option from HRT, MPO, and Financing/Funding Assistance DRPT. 4. Final Design and Engineering • Favorable lending terms through dedicated bonding • Final design begins with a positive issues, direct grants or loans Based on the Section 3 implementation steps, a • Assistance with land assembly/underwriting land total of four AA/EIS studies are necessary for the Record of Decision and funding commitments costs short-range projects (2010-2015); five AA/EIS • Direct grants or loans studies are necessary for the mid-range projects • Funding for strategic station area plans (2016-2025); and, nine AA/EIS studies are • Land banking/land acquisition by municipality necessary for the long-range projects (2026-2035). • Capital funding for ancillary improvements, such as streetscape enhancements • Density bonuses for affordable/inclusionary housing • Sliding scale impact fees to bring down the cost of affordable housing in station areas • Tax increment financing or special service area assessments

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5.C FUNDING POLICIES AND

PROGRAM SUMMARY 5.C.2 Future Funding Sources • FTA Section 5311 – supports transit Transit funding is provided through federal, state, operating/capital costs in non-urbanized area; Based on President Obama’s campaign positions, taxes could include hotel lodging fees per night stay, and local programs to provide public services, formula based program the transportation industry predicts that the new rental car fees, parking fees, or tolls. reduce roadway congestion, and minimize air quality administration will strongly support an increase in impacts. This section of the Hampton Roads Transit • FTA Section 5313 – supports local and transit funding and remove perceived obstacles Transit Service District Vision Plan briefly describes current funding statewide transit planning projects; formulas within federal programs. However, the local funding Another solution that provides funding based on the sources, potential future funding sources, and based program matches needed for transit operating and capital level of transit is called a service district, which is a recommended funding options for the Hampton costs in the Hampton Roads region will exceed the • FTA Jobs Access & Reverse Commute Program – funding source being used for the Dulles Corridor in Roads Region. It is important to note that this amount currently available through local general supports operating and capital costs of Northern Virginia. A service district has the section is not meant to financially constrain the fund contributions. Regional cooperation and programs to connect low-income people to jobs authority to levy property taxes to those areas that Vision Plan, but simply to inform the local debate consensus is necessary to determine the most directly benefit from transit, such as the half-mile and consensus needed to determine a dedicated • Federal Statewide Surface Transportation appropriate sources for dedicated local funding. station areas along high speed/high capacity transit funding source for a more robust transit network. Program – supports transit capital projects as The following funding sources have been considered well as highway capital projects and used elsewhere, and are recommended for corridor, and to fund capital and operating costs 5.C.1 Current Funding Sources serious consideration by the Hampton Roads region. within the service district. This option may be an State Aid Grant Programs appropriate regional solution as HRT considers future high speed/high capacity transit that may A variety of programs offer capital and operating • Formula Assistance – supports costs borne by Formula-Based Annual Contributions funds to facilitate the development and significantly benefit one or two jurisdictions more eligible recipients for operating expenses; formula than others. It also provides a financial incentive for maintenance of public transit service. Most federal based program A formula-based contribution from participating programs only provide a portion of capital and jurisdictions is a currently used funding more transit supportive planning and development. operating costs, while state programs are structured • Capital Assistance – supports costs borne by arrangement based on the level of service in each to provide a match as required by federal funding eligible recipients for capital projects jurisdiction. Since local jurisdictions are interested Gasoline Tax programs. The following federal and state funding in receiving high speed/high capacity transit, such • TDM/Commuter Assistance –supports Virginia state statues have previously granted sources will likely continue to provide the majority of as bus rapid transit or light rail, the formula-based administration of existing or new local and Transportation Commissions in Northern Virginia the the region’s transit funding. contribution could be modified dependent on the regional transportation demand management or authority to levy a 2% gasoline tax. This tax not only commuter assistance programs mode of service. The advantage of this Federal Aid Grant Programs arrangement is that jurisdictions can decide how provides a source of revenue provided by both • Demonstration Project Assistance – assists much service they want to purchase each year. The residents and non-residents, but also provides an incentive for people to use transit. Although HRT is • FTA Section 5303 – supports transit planning communities in preserving and revitalizing public disadvantage is that this makes it difficult to or private public transportation service by a designated Transportation District Commission, it expenses; formula-based program conduct long-term planning since revenues can vary implementing innovative projects for one year from year to year. was not granted the authority to levy a gas tax. New • FTA Section 5307 – supports legislation could be passed to provide this authority • Technical Assistance – supports planning or based on a local consensus for the region’s future planning/engineering; capital costs for technical assistance to help improve or initiate Special Tax in Participating Jurisdictions buses/fixed guideways and capital public transportation related services transit system and the necessity of a dedicated maintenance; formula-based program Another option for funding transit is to levy a local funding source. Gas tax receipts would be • Transportation Efficiency Improvement Funds – dedicated tax in those jurisdictions that receive expected to decline over time as travelers change • FTA Section 5309 – supports supports reduction in demand for new/expanded transit service. A special tax could be implemented behavior to drive less due to higher prices. planning/engineering; capital costs for new transportation facilities and innovative approaches to provide the formula-based annual contribution for Nevertheless, a gas tax is the single most prevalent fixed guideways, guideway modernization, and to reducing traffic congestion form of transit funding sources. new buses and bus facilities; discretionary new high speed/high capacity transit within a funding programs specific jurisdiction. While this option would require legislation by the General Assembly, it would provide Sales Tax • FTA Section 5310 – supports purchase of a stable source of funding that can be projected vehicles and equipment for transit providers allowing the transit agency to develop more The General Assembly could consider allowing a serving elderly and disabled individuals; formula realistic, sustainable service plans. Depending on portion of sales tax revenues to be dedicated to based program the tax, non-residents may also contribute a portion support transit capital and operating needs. The of the costs for transit service. These transit-related means of achieving this are varied. The General

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Assembly could restructure Transportation taxes within participating jurisdictions, transit The second process is to incorporate the region’s Authorities or Transportation Commissions in such a service districts based on the corridor and type of Transit Vision into a Statewide Transit Plan. The way that they can levy taxes. Alternatively, service, a gasoline tax, and local sales tax. Statewide Transit Plan will synthesize the transit Transportation Commissions’ constituent plans from all regions in Virginia into one plan. The jurisdictions could be granted the authority to Statewide Transit Plan will be combined with similar increase the local sales tax and dedicate those The Benefits of Dedicated Transit Funding plans for highways, railroads, ports, and airports to revenues to the Transportation Commissions as a create a comprehensive multimodal plan called condition of membership in those Commissions. • Revenue is more readily forecasted VTRANS 2035. Finally, the General Assembly could allow regions to hold referenda to levy taxes dedicated to funding • Revenue has lower risk of fluctuation from The Transit Vision Plan is the first step in the public transportation. In many places in the United year to year process to connect the entire Hampton Roads States it has taken several attempts to pass region with high quality, attractive transit service, referenda before success. • Revenue does not have to compete with other and to guide development in a more transit funding interests supportive manner. Many refinements should be Vehicle Registration Fee expected as the region pursues its goals of greater • The annual process of asking jurisdictions for mobility options, more efficient land use, improved Implementing a weight-based vehicle registration funding is alleviated air quality, energy independence, regional fee averaging $100 could generate millions a year competitiveness, and economic growth. in statewide transportation funding. However, this • It may be more equitable in that jurisdictions funding source is typically implemented on a state- with more service will pay more wide basis. The weight-based fee would also penalize the owners of heavier, fuel-consumptive • It could provide resources to areas that have vehicles. Vehicle registration/title/license fees are less ability to pay for service among the most common forms of state funding for transit, according to a 2007 survey by the American • It would allow for a more uniform service Association of State Highway and Transportation policy throughout the region Officials, with at least 10 states generating transit funding by charging these fees. 5.C.3 Recommended Funding Sources 5.D NEXT STEPS Based on current federal and state funding Planning-level construction and operating costs for programs, the MPO, HRT, and local jurisdictions who the recommended transit improvements will be desire high-speed/high capacity transit services will estimated. Preliminary ridership estimates will also need to determine a creative funding approach that be made. These two estimates will be documented is most applicable for a transit service within a in a separate report. specific corridor. For example, Norfolk’s light rail transit is being funded through a variety of sources, The Transit Vision Plan (TVP) and the cost and including federal New Starts, Surface Transportation ridership estimates will feed two processes. The Program (STP), and Congestion Mitigation and Air first process is the creation of the transit Quality Improvement Program (CMAQ), as well as component of the MPO’s multi-modal Long Range state sources and municipal bonds. Although Transportation Plan (LRP). In order to meet the current funding sources may provide a significant financial constraint requirements of MPO LRPs, that amount towards the region’s transit system, future portion of the TVP’s Long-Range system which can funding sources need to be identified that will serve be implemented and maintained using reasonably as a dedicated local funding source. Based on expected funding (up to 100%) will be included in current debates and efforts within the General the region’s 2034 LRP. Assembly, the recommended funding sources for the Hampton Roads region should include: special

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