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Connectivity and Infrastructure

Connectivity and Infrastructure

Introduction

At approximately 353 square miles of land area, Chesapeake is physically the second largest municipality in Hampton Roads. This means roads, water, wastewater, electricity, and other infrastructure have to cover longer distances to adequately support residents.

A large percentage of that land is designated for a rural character, where roads are built for less traffic, but personal vehicles share the road with large farming equipment. Residents in the rural area are typically on private water and wastewater systems as opposed to being served by public utilities.

— FACILITIES BY THE NUMBERS — -Miles of Roadway: 1,579 -Miles of Water Pipe: 973 -Miles of Sanitary Sewer Pipe: 905 -Number of Active Pump Stations: 281 -Gallons of Water Treated Daily: 11.9 million

Conversely, there are areas of the City that are being repositioned for more density. In these areas, infrastructure must be able to accommodate more residents, and less land will be dedicated to parking and roads for automobiles to create more opportunities for walking, biking, and public transit. How people choose to live and the accompanying physical requirements all must be considered in the provision of roads and other infrastructure.

This chapter is broken down into two sections: Moving People and Moving Things. Moving People discusses how we choose, and are given the opportunity, to travel around and outside the City, both recreationally and for work, errands, and activities. Moving Things covers all of the infrastructure that keeps the City running, such as water, sanitary sewer, electricity, and data. Together, they speak to how residents connect to the City and each other.

Moving People

Historically, Chesapeake has focused on the development of streets and the movement of automobiles.

In 1970, the City cataloged 783 miles of roads; today that number is doubled at 1,579.

However, travel preferences are changing as residents place more value on getting outside of their cars, either for recreation or required trips, reducing their environmental impact and trying to stay out of traffic. So today, Chesapeake 2045 focuses on moving people, which includes cars, but also many other modes.

CON 1: The City will move people with an efficient multi-modal transportation system that reflects the local users and development patterns.

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2050 Master Transportation Plan

The Master Transportation Plan lays out future major road improvements that will be needed over the next 25 years based on anticipated development and needed connectivity. These are long-term projects that may not happen immediately, and they may occur in phases.

Revised 5/19/2026

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Typical Master Transportation Plan Street Sections

A R T E R I A L R O A D S

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*NOTE: Right of way shown is minimum. Additional right of way may be required to accommodate topographic features.

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F R E E W A Y S

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62’ 10’ 12’ 12’ 12’ 10’ 40’ 10’ 12’ 12’ 12’ 10’ 62’ 300’ Minimum 8 Lanes

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54’ 10’ 12’ 12’ 12’ 10’ 40’ 10’ 12’ 12’ 12’ 10’ 54’ 260’ Minimum 6 Lanes

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54’ 10’ 12’ 12’ 10’ 64’ 10’ 12’ 12’ 10’ 54’ 260’ Minimum 4 Lanes

*NOTE: Right of way shown is minimum. Additional right of way may be required to accommodate topographic features.

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Roadways

As the City grows in population and employment, there will be more drivers and vehicle trips. Improvements to alternative transportation (described in this chapter) will not change the fact that the street network is the backbone of the City and must also grow. New major road projects are driven by the 2050 Master Transportation Plan (MTP).

Master Transportation Plan

The MTP denotes new and expanded freeway, arterial, and collector roadways that will likely become necessary with anticipated future development. The MTP is based on a needs assessment that included reviewing the projected growth of residences and employment over the next 25 years. The MTP is consistent with that needs assessment and the character districts, and includes projects found in the current VDOT Six Year Improvement Plan and 2045 Long Range Transportation Plan (project lists are included in the Appendix). Significant deviations from the MTP will be reviewed by the Planning Commission.

The MTP only provides for major streets; other minor street connections will continue to be made as new developments are built. All roads, even those not shown on the MTP, should make connections between communities, commercial centers, and other roads.

Access Management

Increased connectivity in the road network creates redundancy that can reduce traffic and provide faster routes for emergency vehicles,

COMPLETE STREETS

A complete street is one designed to provide safe access for all who need to use it, including pedestrians, bicyclists, motorists, and transit users of all ages and abilities.

allowing responders to reach their destination quickly. While it may seem counterintuitive, controlling access points can also build connectivity in a network by maintaining a predictable flow of traffic and reduce the likelihood of vehicle conflict. The City should continue to create and implement access-control plans for key arterial roads.

Complete Streets

When constructing new or retrofitting existing roads, consideration must be given to building “Complete Streets.” This is an approach to transportation planning that provides streets that are safe, comfortable, and accessible for all users regardless of age and ability.

There is no single design for complete streets; each one is unique and responds to its community context.

A complete street may include sidewalks, bike lanes, multi-use paths, dedicated bus lanes, comfortable and accessible public transportation stops and shelters, frequent and safe crossing opportunities, median islands, and more. A complete street in a rural area will look different from a complete street

in an urban area, but both are designed to balance safety and convenience for everyone using the road. This means that every road the City designs or accepts must consider proposed land uses, development patterns, and the most likely users.

Holistic Traffic Safety

As the City increases the use of alternative transportation and drivers are added to the street network, more consideration must be given to the safety of all users of the transportation system. Except for a small dip in 2020 (when Covid-19 led to fewer people driving, and thus decreased the likelihood of collisions), crash data in Chesapeake has been relatively consistent since 2016, with between 2,300 and 2,600 incidents each year (this only includes incidents that were reported and recorded). Data includes fatalities, injuries, and property damage collisions. This number is too high.

In response to the increased use of vulnerable modes of transportation (those where a collision is more likely to result in injury, such as bicycling) and the call for enhanced safety, many localities across the country have adopted plans which aim to reduce or eliminate traffic-related fatalities and severe injuries. The City should consider a holistic approach to traffic safety, involving road design and management, collecting and analyzing data, community engagement, public health campaigns for safe behaviors, and more. With projected growth and changes in the City in the next 20 years, this level of planning is necessary to keep travelers safe.

CON 2: The Master Transportation Plan will guide major new road construction, and any major deviations will require approval. Construction of such new roads should occur with anticipated growth and new facilities.

CON 3: Consider the priorities of automobiles, cyclists, and pedestrians when designing roadways based on the land use and development patterns and the user needs and preferences.

CON 4: Make connections between streets and neighborhoods to improve safety, efficiency, and community design. Avoid cul-de-sacs where possible.

CON 5: Make necessary service improvements and street connections that allow fire and EMS responders to reach residents within standard times set by the Fire Department.

CON 6: Develop a Complete Streets policy, which will look different across different areas of the City and under different development circumstances.

CON 7: Adopt a traffic safety plan that sets a goal to reduce/eliminate traffic-related fatalities and severe injuries.

CON 8: Continue to create access-controlled corridor plans for priority arterial roads.

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⬚ figure The Great Bridge bridge opens several times a day, contributing to traffic in the area.

Traffic and Road Capacity

A very specific concern for many residents is the capacity of existing roadways and increasing traffic. In a survey, respondents were asked their biggest concern around increased density in the City. The number one response was “there will be more traffic.” Traffic management will continue to be a critical component of City operations over the next 20 years. Some of this includes retrofitting projects that are past due, such as the Deep Creek Bridge project; it also includes making sure future roads are built to accommodate growth and new development as it occurs.

However, the truth of traffic is two-fold. First: traffic can be managed through many avenues, such as widening roads, increasing network connectivity and redundancy, retiming traffic lights for improved flow, and supporting alternative modes of transportation to get vehicles off the roads. When a new project or development may increase traffic, a traffic impact study should be completed to help planners and engineers fully understand the scope of ramifications. This information can lead to the appropriate mitigation measures to help keep traffic in check.

Second: traffic is an expected part of urban life, and there are areas of the City where traffic will not be free flowing. Expectations must be managed in these parts of the City, particularly where the character districts call for Urban Mixed-use, and some Neighborhood Centers. The City must install the infrastructure needed to make alternative transportation successful in these areas so that users can choose to walk, bike, or take public transportation.

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Connectivity and Infrastructure

--- TRAFFIC ---

Residents have comments on traffic...

“Our infrastructure cannot handle more. Traffic is a disaster. It takes me 35 minutes to drive 10 miles to work every day.”

“A new innovative traffic plan needs to be put in place.”

“Current infrastructure is a concern. Traffic is horrible in Great Bridge and Greenbrier.”

“Density is important, but it goes hand in hand with mobility planning.”

“IMPORTANT NEED- develop public transit buses to avoid more cars on the roads while making it possible to get around town in a reasonable time.”

CON 9: Complete a traffic impact study and provide mitigation measures as needed when there is a potential for significant increased traffic or increased safety concerns from a new project or development.

CON 10: Continue to invest in projects and technology that reduce traffic through optimizing the flow of vehicles.

CON 11: When alleviating traffic, give consideration to not just increasing capacity on existing roads, but creating additional routes, which also creates a more resilient network.

CON 12: Prioritize traffic solutions in employment centers, including increasing capacity on roadways and increasing alternative modes of transportation.

CON 13: Stay abreast of the latest analysis for driving practices as patterns continue to change in the future and update practices for determining traffic impacts and mitigation when needed.

Alternative Transportation

While driving in a vehicle is the most common way that residents in Chesapeake travel, there is growing interest in alternative forms of transportation, such as walking, biking, and taking public transit. As a generation, Gen Z has shown lower rates of obtaining a driver’s license. Similarly, as older adults age, many will decrease their driving as it becomes less comfortable. Others simply prefer to reduce their environmental impact or enjoy walking and biking for their trips. Other options should be available for these groups.

Additionally, to support denser, mixed-use developments, there are areas of the City where cars must be de-prioritized as the primary mode of transportation, such as in designated Urban Mixed-use districts. To help do this, the City should thoroughly consider

Connectivity and Infrastructure

establishing multi-modal hubs, where many forms of transportation come together and can be connected to one another, increasing the overall connectivity of the network.

CON 14: Invest in an interconnected, alternative transportation network throughout the City.

CON 15: Develop a multi-modal hub policy to set goals to provide equitable connections for micromobility, transit, active transportation, and roadway users.

DEFINING AN ALTERNATIVE TRANSPORTATION NETWORK

An alternative transportation network includes much more than the paths and lanes residents travel. It also includes supporting features such as wayfinding, bike parking, and thoughtful intersection and road design. A successful network needs these components so that users are safe, comfortable, and confident.

Biking, Walking, and Trails

During the public engagement process for the Trails & Connectivity Plan (TConn), a citywide survey showed interesting perspectives about the interests and habits of residents using alternative transportation.

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Managing how trails interface with parking and open space is important to overall network planning.

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2050 Trails Plan

Creating new pedestrian, bicycle, and other non-motorized facilities is important to improving the residents' quality of life and their access to everyday needs as well as reducing roadway congestion and improving safety. The Core Network provides citywide connected to important destinations and will be a priority for implementation.

Connectivity and Infrastructure

• 78.5% of survey respondents said they typically walk, bike, or roll around Chesapeake either a few days a week or every day.
• 68.5% said comfortable walking and biking connections for commuting purposes was either important or very important, and
• 86.3% said those connections were important or very important for recreational opportunities.
• However, 73.8% were either somewhat uncomfortable or very uncomfortable using those modes to access jobs or goods and services.
• 64.8% said the same for accessing recreational destinations.

This indicates a mismatch between desired modes of transportation and the perceived safety and comfort of using them.

There are also those for whom driving a car is not an option, either due to affordability, disability, or another reason. By implementing TConn, the City can improve the alternative transportation network so that it is a robust option for those who either need to or choose to use it. TConn recommends a preferred network of trails, paths, and waterways; references connections to the growing number of regional trail systems; and gives best practices for decision-making. For example, when a roadway connection (e.g., between neighborhoods) cannot be made, project managers should consider an active transportation connection through sidewalks, trails, or paths. Public utility corridors, or other infrastructure easements where development is limited, can be an opportunity for creating active transportation connections.

CON 16: Provide a safe, efficient, and equitable active transportation network for all travelers regardless of age, income, ability, race, where they live, or how they choose to travel. The network should connect all of Chesapeake and be accessible to everyone.

CON 17: Implement the Trails & Connectivity Plan to develop an integrated active transportation network and to design active transportation facilities.

CON 18: Incorporate active transportation facilities within new developments and City projects, particularly when connections can be made to the following: existing or future Trails & Connectivity facilities, existing and future neighborhoods, commercial areas, open spaces, waterways and water access points, public facilities (schools, libraries, community centers, etc.), transit routes, and regional and national trail networks.

Cyclists using the Western Branch trail. ⬚ figure

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CON 19: Consider active transportation facilities in the design of all future roadway improvements, both public and private, based upon location, destination, context and their proximity to a facility depicted on the Trails & Connectivity Plan.

CON 20: If a roadway connection is not feasible, encourage active transportation connections between private developments.

CON 21: Use public utility corridors and infrastructure easements for active transportation facilities when feasible.

CON 22: Develop a safety campaign that educates all users on appropriate use of roadways and other facilities.

CON 23: Encourage additional bicycle infrastructure in new developments.

Sidewalks

Over and over, community feedback points to a desire for more sidewalks. While it has become standard to include sidewalks in certain types of development, older parts of the City may be lacking these facilities. Sidewalks are not commonplace in all recent development either: newer, car-oriented developments may forgo sidewalks if they cannot make an immediate, useful connection, such as to another commercial center or community amenity. There is often pushback about building “sidewalks to nowhere” – those sidewalk facilities that end abruptly without making a connection.

– WE HEAR A LOT ABOUT SIDEWALKS... –

“I would like to see sidewalks and walking paths to encourage exercise.”

“More sidewalks overall...”

“More sidewalks and streetlights in the Grassfield area, please.”

“There need to be more sidewalks and places to walk or ride bikes through the city. It would be nice to walk or ride places.”

“Sidewalks down some of the busier roads, like Johnstown and Parker”

“Sidewalks - I love taking neighborhood walks, but am limited where I can go because of the lack of sidewalks. There is no park I can walk to close to my house because of the lack of sidewalks.”

“Sidewalks!!!! To get to the third places without driving.”

“MORE SIDEWALKS for walking / jogging.”

“Connect existing sidewalks so runners aren’t jumping into traffic it’s dangerous and silly more sidewalks please.”

“SIDEWALKS AND BIKE LANES so our kids who live next to schools can legally walk or bike there.”

However, when the City passes on these incremental sidewalk pieces today, we lose opportunities for connection in the future. In the example below, because sidewalk connections were not made throughout the area, students living right next to their school do not have a safe path to walk there. It is a priority of Chesapeake 2045 to increase the number of sidewalk connections throughout the City by including the safe crosswalks needed to cross roads, discouraging any attempts to forgo sidewalks in new development, and making critical connections that residents repeatedly tell us they would like to see, such as to schools and parks.

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CON 24: Prioritize closing existing sidewalk gaps and installing crosswalks that create connections to schools, parks, senior activity centers, transit stops, and other pedestrian generators.

CON 25: Provide and maintain sidewalks giving priority to projects based on the City's Sidewalk Project Evaluation Guide.

CON 26: During the site plan review process, require sidewalk installation on all existing and proposed road frontages in the Urban and Suburban Overlay districts as development and redevelopment occurs.

CON 27: Applicants should proffer and/ or staff should stipulate the installation of new sidewalks or improvement of existing, substandard sidewalks that create connections between communities and key destinations such as schools, retail, parks, public transportation, and City services.

CON 28: Include safe intersection crossing and necessary public improvements when designing sidewalk connections.

Connectivity and Infrastructure

Transit

The primary provider of public transit services in Chesapeake is Hampton Roads Transit (HRT). The City’s role is providing funding to HRT and giving guidance on preferred routes. HRT provides buses, bus stops and associated amenities (e.g., shelters), and manages routes and fares.

Today, 12 routes operate in Chesapeake, including two express routes that have fewer stops but move more quickly through the network. Service for these routes varies; while many begin operation between 4:00AM and 5:00AM and run through the late evening, a couple of routes stop operating around 7:00PM or 7:30PM, making them an inaccessible option for workers with late hours, such as those in the food service industry. Four of the routes, including the express routes, don't operate on Sunday at all.

A total of 250,753 public transportation rides were taken in Chesapeake in 2024. Although public transit decreased substantially during the initial Covid-19 outbreak, Chesapeake already had low ridership. In 2024, out of 283 stops (which includes both directions), 95 did not have any documented riders.

Unfortunately, where ridership is low, routes will often have longer headway (time in between buses) and fewer connecting options. In Chesapeake, many routes operate with a frequency of service of sixty minutes, which is considered infrequent. Frequency is important for several reasons: it reduces a rider’s overall waiting time, it makes it easier to connect to other bus routes (making the network overall

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more effective), and provides reliability – if one bus breaks down, knowing another will come in the next 15 minutes is reasonable for a rider; knowing it will take an additional hour for a working bus to arrive may make the trip impossible.

The above factors further decrease the likelihood of new riders who may choose public transit when they have other options available. Chesapeake historically has the lowest “fare box recovery” of Hampton Roads localities using HRT; that is, income received from bus fare versus the overall cost to operate in the City. Public transit should be considered a service, just like libraries; they are not designed to make a profit. However, if the fare box recovery is too low, cities may choose to discontinue investing in the service.

The City must act to make public transportation more appealing and more convenient.

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In Chesapeake, buses flow with the general traffic.

To make public transit a more usable option for those who need to or would like to use it, Chesapeake must continue to develop in a way that supports lifestyles where public transportation is an easy option.

This means increasing development along major transportation routes or in mobility hubs.

It’s also important to explore less conventional public transportation options that may be more appealing to Chesapeake residents, such as microtransit, which utilizes small vehicles and may be on-demand, and high-capacity transit, which has fewer stops but can quickly connect people to key destinations. In 2025, the City received a grant to pilot a microtransit zone in Great Bridge, an effort HRT has tested in other localities as well. This program will connect users to the larger HRT bus network and manage users’ “first/last mile” problem, which is defined as the travel needed to get from one’s starting point (home, work, etc.) to the network, e.g., the travel that must happen to get from one’s home to the bus stop before they can take the bus, and then get from the bus to their work. This is a critical component to the overall accessibility of the bus network.

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CON 29: Encourage increased development along public transportation routes to both serve more residents and bolster the use of such services.

CON 30: Work with HRT to review existing and potential transit stops in order to maximize ridership and understand the barriers to their success. Prioritize and create safe connections between public transportation stops and activity centers.

CON 31: As development occurs along existing or proposed transit lines, set aside required space and build required infrastructure to support HRT installation of standard bus stops, passenger amenities, and micromobility corrals.

CON 32: Continue to work with HRT to assess the feasibility of high-capacity transit based on existing and future anticipated land use conditions.

CON 33: Evaluate demand responsive services, like microtransit, as an option to fill in public transit gaps, particularly in suburban and rural areas where fixed-route service is not feasible.

Rail

While Chesapeake does not currently move people with rail, rail can impact people biking, walking, or driving. Rail is a major component of freight movement and important to the region's economy, and this may continue to grow. Between 2023 and 2024, Port of Virginia-related rail containers increased by 13.0%. That means more trains, more frequently either stopping in or passing through the City. Given this economic growth, it is important that, whenever possible, property with rail access is developed to take advantage of the rail.

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Trains have grown significantly, and modern trains may be up to one mile long. At this length, a stopped train will likely cause many traffic stops for cars, pedestrians, and cyclists. The example on the previous page highlights points along the Southern Branch of the Elizabeth River where a mile-long train could create traffic if the train stopped. Reducing at-grade separations can help relieve this traffic and also reduce accessibility concerns, as these separations may be difficult to maneuver with wheelchairs, strollers, etc. Trains may also create unwanted impacts near residential areas, particularly noise. While there are older neighborhoods that have already been constructed along rail lines, future developments should take care to provide adequate separation or buffers from any rail.

CON 34: Maximize the use of property with rail access by promoting uses that take advantage of such infrastructure.

CON 35: Work with local railroad companies to minimize at-grade rail crossings at existing and future intersections.

CON 36: Acquire abandoned railroad right-of-way the City has legal claim to or that railroad companies are interested in disposing of for public use.

CON 37: Residential developments should not be constructed immediately adjacent to railroad facilities and vice versa. In locations where adequate separation between dwelling units and rail lines cannot be maintained, a buffer should be provided.

Moving Things

Chesapeake could not function without the network of infrastructure, above and below ground, that is constantly at work to provide residents with clean water, sanitary living conditions, electricity, and access to the internet, which has become necessary to daily life. However, utilities also play a role in development of the City; typically “where utilities go, development will follow.” Because of this, the City must be thoughtful in its provision of utilities so that residents’ needs are met while also maintaining lifestyle preferences and creating the opportunity for future growth in key areas (read more about this in Growth Management and Rural Areas).

INF 1: Provide high quality infrastructure that is reliable, effective, and efficient.

Utility Planning

While many utilities operate underground, only being noticed when maintenance or issues arise, others are highly visible and considered unattractive to the public. The City has chosen to make efforts to reduce the visibility of these utilities, particularly powerlines, in order to enhance the aesthetics of certain areas in the City and promote outdoor activities. However, due to the cost of moving utilities underground, these projects must be prioritized to achieve the greatest effect, and the City must take advantage of opportunities to cost-effectively move utilities underground as part of other work.

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Many different departments and organizations play a role in the provision of utilities, including City departments and private companies. While all organizations are experts in the provision of their utility, it can be challenging to coordinate between them. Chesapeake 2045 promotes greater communication in project planning and alignment to reduce both costs and impacts to residents.

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WATER SUPPLY SOURCES

• Northwest River: 10 million gallons per day
• City of Norfolk: 8 million gallons per day (treated at Lake Gaston)
• Water purchased from City of Norfolk
• Water purchased from City of Portsmouth

INF 2: Encourage and facilitate utilities being located or moved underground, particularly when work is being done near existing utilities.

INF 3: Prioritize areas of visual importance for retroactive undergrounding utility projects.

INF 4: Inventory existing infrastructure against areas proposed for significant redevelopment and growth in order to proactively implement necessary improvements.

INF 5: Coordinate street maintenance and construction with other projects so the City and partners only need to "dig once" to minimize cost and disruption to citizens and travelers.

INF 6: Coordinate with utility providers to plan for future utility corridor and infrastructure expansions.

Water Supply

The City of Chesapeake provides water for most people and businesses; providing access to clean, potable water is a key charge of the City that many take for granted. However, water is a resource that must be managed. The City treats much of its water from the Northwest River but utilizes multiple sources to meet the needs of its citizens and to have backup resources in the event of an emergency.

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Additionally, some Chesapeake residents receive water and sewer services from other localities, based on the location of existing infrastructure. This is a reciprocal agreement, and there are some residents in other localities that receive similar services from Chesapeake. This is a worthwhile endeavor, as it allows Chesapeake and neighboring localities to operate their infrastructure efficiently and cost-effectively.

As the City grows and there is new economic development, water needs also increase. It is the responsibility of the Department of Public Utilities to make sure that there is sufficient water to meet the City’s needs 50 years in the future by developing new sources and monitoring new users that may need large amount of water.

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INF 7: Continue to develop diverse sources of treatable water in order to meet the City’s water demand needs 50 years into the future.

INF 8: Allow neighboring localities to provide water and sewer services when appropriate based on location of existing infrastructure.

INF 9: Apply additional scrutiny and require additional hydrology information as needed when a proposed development would likely alter hydrology (such as borrow pits).

INF 10: Review volumetric capacity and request additional information as needed when a proposed development may consume large amounts of water and potentially impact the flow of water in the City’s distribution system.

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Water and Sewer Infrastructure

In past plans, a policy known as the Public Utilities Franchise Area (PUFA) was the primary guide for the location and extension of public water and public sewer infrastructure. This policy was sometimes viewed as a proxy for whether or not development should be “allowed” in a part of the City. Chesapeake 2045 decouples these policies. The Department of Public Utilities continues to have a Water Service Territory and a Sewer Service Territory in which these utilities are provided. It is expected that the Urban and Suburban Overlay Districts will largely be served by public utilities, and the Rural Overlay District will not. Decisions to extend these territories, provide service outside the territories, or allow exceptions to service within the territories are made by the Department of Public Utilities.

Chesapeake 2045 provides support on issues such as the importance of providing utilities in an orderly manner and creating redundancies within the water supply system, which ensures reliable, continuous service in the event of emergency or system disruption.

Private water and wastewater systems will continue to be discouraged except for in rural areas where connection is infeasible or unavailable and private systems can be safely implemented and maintained. Historically, when these systems are used for multiple residences together, issues arise over maintenance, ownership, and efficacy, often necessitating intervention from the Department of Public Utilities. Solutions can be costly and cumbersome for both the City and residents.

INF 11: Provide customers exceptional service, deliver high-quality drinking water, and supply reliable wastewater collection that meet or exceed regulatory standards.

INF 12: Plan for water system infrastructure, including water sources, treatment, transmission, storage, and distribution facilities.

INF 13: Plan for sewer system infrastructure, including collection, pump stations, and conveyance.

INF 14: Build in redundancies in water source, treatment, and transmission systems, allowing for construction of such redundancies throughout the City or neighboring localities as needed.

INF 15: The City will provide water and sewer in an orderly fashion to maximize benefits to citizens and cost-efficiency.

INF 16: Develop a method for prioritizing construction of water and sewer infrastructure that includes a strategy for implementing high priority projects.

INF 17: Develop a method for deciding whether to expand the Water Service Territory and the Sewer Service Territory.

INF 18: Developments occurring in an area of the City that is served by public water and/or public sewer should assume they will connect to such service unless the Department of Public Utilities criteria deems the project unserviceable.

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INF 19: Develop criteria for determining whether public water should be provided outside of the Water Service Territory and/ or public wastewater outside of the Sewer Service Territory.

INF 20: Develop criteria for determining exceptions within the Water Service Territory and the Sewer Service Territory where services may not be provided.

INF 21: Determine criteria and ensure appropriate cost share of water and sewer service is provided by developers when new service is needed.

INF 22: Private water and wastewater treatment and distribution systems are discouraged, except in rural areas where connection is infeasible and health and/or environmental standards for such systems can be met. Adopt an ordinance requiring such new development to provide additional water samples as allowed by state law.

WHAT IS SMART TECHNOLOGY?

Smart technology integrates into ordinary objects and processes and enables them to connect, communicate, and adapt. For example, a smart thermostat learns when you are at work and reduces its output in order to save energy and money.

Smart and Future Technology

Changing technology has had perhaps the greatest impact on the city landscape in modern times. In the past 20 years, the share of retail sales online has risen, reducing the need for commercial space in shopping centers. Deliveries currently handled by trucks are beginning to be flown in by drone. Autonomous vehicles may reduce traffic and the need for large parking lots. Artificial intelligence will be a major influence as it filters down into everyday work. The ways in which Chesapeake will change with these rapid technology evolutions is still being seen.

Chesapeake has started to incorporate smart and new technology into City operations. For example, the City has implemented school speed zone cameras, software that allows the Police Department to track the deployment of officers, and a tax modernization project to make it easier for residents to interface with City systems. However, the City could increase its use of technology, particularly smart technology, by intentionally pursuing and incorporating it.

There are many examples of smart technology used in government and development. Smart technology can monitor infrastructure and services, provide real time information about water treatment, trash pickup, traffic, and more. Aging in place becomes more realistic when residential functions are automated and monitored. A specific policy, designed to prioritize and plan for the integration of these advancements, will help Chesapeake continue to deliver effective, modern services.

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The City should consider how technology will be incorporated into new developments. While some aspects of technology are handled by residents, they often rely on broader infrastructure, public or private, for effective connectivity. The City can develop a policy describing the typical infrastructure that should be included in new developments to improve access for customers and residents.

INF 23: Develop a City Smart Infrastructure Policy and proactively plan for the integration of technological advancements into City policies and projects.

INF 24: Continue to expand the use of existing and future technology and data to improve the reach and efficiency of City services.

INF 25: Continue to monitor technological innovation and strive to adapt and incorporate these changes to better serve the public.

INF 26: Create a policy that describes desired technology infrastructure to be incorporated into new developments.

Chesapeake students learn to use technology so they are prepared for modern jobs.

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Broadband/Fiber

Today, many people consider broadband internet ubiquitous, and nearly everyone’s lives are somehow touched by having access to the internet, whether to work from home or get directions. However, service may be unreliable, particularly in more rural parts of the City.

Chesapeake has already undertaken significant efforts to support broadband access in the City with its initiative, Chesapeake Connects. This project installs citywide infrastructure of fiber in a “ring” throughout the City, which can ultimately connect to a similar, larger, regional network. This not only provides infrastructure so there is improved internet access across the City, but it also makes it more economical for service providers to work in Chesapeake by lowering the cost of delivery. This is critical to lowering costs for internet services and reducing access gaps; high prices remain a barrier for some residents.

Because the internet has become so important to everyday life, the City must understand where there is a “digital divide,” the gap between those who have reliable internet access and those who do not. Reliable internet access is required for being successful in work and school. What begins as a gap in internet access ultimately becomes a gap in other areas such as income and education.

The City can also help close the divide by offering public access in City facilities (read more in the Libraries section of the Quality of Life chapter). Doing so recognizes internet access as an equity issue that must be addressed to help all residents thrive.

INF 27: Complete a study regarding the City's digital equity and digital literacy to determine where there are gaps in technology use and develop strategies to close the “digital divide.”

INF 28: Provide public internet access through City facilities, particularly in libraries, community centers, and other places where the public chooses to gather.

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Long Range Wide Area Network (LoRaWAN) installation on a tower provides low bandwidth service ideal for smart cities.

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An installer working on a water tower.

Telecommunication and Franchise Utilities

Residents today recognize the necessity of telecommunication and power infrastructure. Although technology continues to improve, and opportunities for smaller and more concealed infrastructure become more and more available, typically the greatest concern for residents is the aesthetics of cell and transmission towers which may be visible in parts of the City. Again, due to improvements in technology, and with the ability to visualize potential towers before they are built, emphasis can be placed on locating facilities in unobtrusive locations to the greatest extent possible, and then screening and concealing them.

INF 29: Work with franchise utility providers to ensure infrastructure and facilities are constructed in a manner that is sensitive to the aesthetic considerations of the area in which they are located.

INF 30: Ensure wireless facilities are provided in a manner that is sensitive to the aesthetic considerations of the area in which they are located.

INF 31: Co-location should always be the first option for expansion of telecommunication services. The City has an established hierarchy of site preference for new telecommunication towers once co-location is ruled out:

1. Public lands / VDOT ROW
2. Industrial sites
3. Intensely developed commercial sites
4. Residential sites where tower can be concealed
5. Concealed antennas on existing structures, such as church steeples, or new structures such as flag poles or clock towers.

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