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DESTINATION, NOT THE JOURNEY 1

Destination, Not the Journey: A Critical Analysis of A Local Transportation System

Joseph J. Johnson

First Colonial High School


DESTINATION, NOT THE JOURNEY 2

Abstract

This paper looks at The Transportation System of Virginia Beach, Virginia. The

demographics, population distribution, geography, history, and economics behind the

transportation systems of Virginia Beach. This paper looks into how certain overlooked

problems cause traffic congestion, and how driver’s own personal choices can direct the flow of

traffic for the better. In addition to focussing on common obstacles and solutions for cities with a

driver based workforce.

Keywords: Transportation system, Traffic Circles, Speed Limits


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A Critical Analysis of A Local Transportation System

If the purpose of a transportation system is to move goods, people, services, and other

items safely from Point A to Point B in a timely manner, does Virginia Beach’s transportation

system do this? In a short answer: no. While road congestion is not a problem that can be

eradicated with current technology, it can definitely be improved upon by the host city and the

drivers of that city. But the recurring stagnation of road travel occurs too frequently in Virginia

Beach. Virginia Beach’s current transportation system, while serving a massive population, still

causes immense problems of crowding, accidents, commuting time, and squanders energy that

negatively affects citizens.

Virginia Beach is a populous city located on a small peninsula jutting out into the

Chesapeake Bay and the Atlantic Ocean, in the state’s southeastern corner. Virginia Beach’s

location is unique among the surrounding metropolitan area. It is sandwiched between the

business and port city of Norfolk which acts as a gateway to additional commerce sectors in the

other cities of Hampton Roads. The bay and the ocean act as northern and eastern borders

respectively. The southern half of Virginia Beach consists of mostly rural, sparsely populated

centers that continue into North Carolina. However, a network of rivers, estuaries, and lakes

make traveling across narrow bridge choke points necessary, to be exact, over 49.9 percent of

Virginia Beach’s total area of 1288.51 square kilometers is composed of water (World

Population Review, 2018, p. 1).

Demographics

Virginia Beach is the 41st largest city in the nation, and it contains the largest population

in The Commonwealth of Virginia; the Hampton Roads Metropolitan Area is the 37th largest

metropolitan area in the nation (World Population Review, 2018, p. 1). The city contains over
DESTINATION, NOT THE JOURNEY 4

450,000 residents as of July this year, with a population density of 1840 people per square mile

(World Population Review, 2018, p. 1). The city is largely suburban in layout. A large portion of

these citizens are employed in the corporate business sector in Norfolk, and thus a series of

roads, streets and highways are a necessity to travel on time. Because of this daily migration, I-

264 is the fastest, most used, most congested, and ironically the most convenient option for the

majority of citizens to travel on during the five business days of the week. The relationship is so

strong between Virginia Beach providing the labor and Norfolk providing the capital, that the

cities have been granted the title of twin cities. Twin cities are the result of when two (possibly

more) cities in their respective proximites gradually move closer economically and

geographically till the original area in between the two cities becomes blurred.

As mentioned, I-264 is the main highway that links Virginia Beach to Norfolk and goes

all the way from the Oceanfront bordering the Atlantic Ocean to the heart of downtown, Norfolk,

and further west. The alternative option to reach Norfolk is to take Route 58, which is named

Shore Drive when it passes into Virginia Beach. This four-lane road is plagued with frequent

traffic light intersections, pedestrians jaywalking, and lack of space, as it borders The

Chesapeake Bay to the north and the Lynnhaven River to the south, and it cuts through many

neighborhoods. There is no major road to connect southern Virginia Beach to Norfolk because

there are relatively no major businesses or pieces of infrastructure in southern Virginia Beach.

Transportation Infrastructure

At the dawn of the 20th century, Virginia Beach was a small town in the large rural

Princess Anne County a with a population just below 11,000 (World Population Review, 2018,

p. 1). By the end of the century, it was the most populous city in the state, an area of military

presence, and a tourism sector that brings over 13.5 million visitors that spend 2.7 billion dollars
DESTINATION, NOT THE JOURNEY 5

(Virginia Beach Economic Development, 2017). In addition, the city had increased in population

by over 2,325 percent; the most notable span of growth was between 1960 and 1990 owing to

massive defense and government projects, and the consolidation of the county into an

independent city. The area’s population rose from 78,000 to over 400,000 (World Population

Review, 2018, p. 1). This surge of the population appears as a sprawling suburb to Norfolk,

Portsmouth, or Hampton. With massive area set aside for neighborhoods, the city had little in the

way of a downtown area until the late 90s. In theory, the suburbs were only meant to go to

Norfolk and back. But as Virginia Beach grew, it developed into a very spread out city with its

own transportation infrastructure between different areas. Traveling between different

communities in Virginia Beach started clogging streets that were previously only meant to

relieve the traffic to and from Norfolk.

Through a series of updates, roads were built that connected Virginia Beach and allowed

for easier commuting between these areas. The city continues to grow along with the number of

commuters to Norfolk that still have to travel on roads built for a older and smaller population

base. One way to free up this congestion is to offer public transportation to citizens.

Public Transportation

Major components of Virginia Beach’s public transportation system include The

Hampton Roads Transit Bus service, which serves the Greater Hampton Roads Metropolitan

Area and acts as the largest contributor to public transportation for Virginia Beach (Hampton

Roads Transit, 2018). Small taxi companies operate within the Hampton Roads Metropolitan

Area( mainly Uber).


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Walking

Walking is another way to reduce traffic.Walking allows the citizen to access their place

of employment without having to worry about parking, gas, and traffic. However, due to the

distance between housing and employment locations, walking to work is inconvenient or

impractical for some people in the city. Virginia Beach has a walk score of 33; this means that

Virginia Beach is car-dependent, offers few opportunities to walk, and does not have enough

bike lanes (Walk Score, 2017). In some places like Town Center, it is convenient for residents to

walk to work; Virginia Beach’s downtown center is one of the few, truly urban areas in the

suburban city (Armada Hoffler Properties, 2018). Especially in the summer, it is convenient for

residents and tourists alike to ride bikes and walk in between streets and along the boardwalk at

the oceanfront area. This does not take away the fact that walking is not a transportation option

for the majority of Virginia Beach residents. This is because walking to work is a benefit that

cities have due to businesses and housing being grouped together, allowing a high density

populous greater accessibility.

Light Rail

In 2010 funds were allowed for the research and study of a low traffic railroad by The

General Assembly of Virginia, after already existing in Norfolk under The 2010 Uncodified Acts

allowed by 33.1-221.1:8. (Virginia's Legislative Information System, 2018). The idea was for the

Norfolk Tide to travel from Norfolk along I-264 and have stations at Town Center and the

Oceanfront. However, after 6 years of debate and research, the implementation of a light-rail was

denied by 57% of residents on November 9th, 2016 as part of a ballot question. It is assumed that

residents did not see the benefits of less congestion and only focused on the higher taxes. This
DESTINATION, NOT THE JOURNEY 7

would cease all further work on the project and ending a chance of Virginia Beach being

connected to Norfolk via rail (City of Virginia Beach, 2017).

Traffic

Scores of variables are involved when determining the source of a city’s congestion.

Factors such as population density, little-to-no public transportation, narrow roads, road lighting,

the reaction time of drivers, surrounding bodies of water, history of population distributions, and

the location of employment can all tie into the composition of Virginia Beach’s traffic system’s

demands. Traffic is the result of a population’s desire to get from one place to another with a low

supply but a high demand. At 11:50 on weekdays at First Colonial High School, more than half

of all students in the parking lot flee from the institution to go home, or to eat out for lunch. This

is the reason that between 11:55 and 12:20 First Colonial Road is covered in cars from Mill Dam

Road to Laskin Road; the six minute drive can take up to eighteen minutes (Google Maps, 2018).

The students want to get somewhere, but there is a limited amount at one time.

To anyone that has sat through traffic, it is often the habit to ponder how the situation

could be made better. The most common of these solutions is that more lanes should be added to

the quickest route to provide more space for the congested area (Green, 2018). Ironically, adding

more lanes to a road reduces the available space for a resident to walk encouraging even more

people to drive (Easley & Kleinberg, 2010).

Another idea is that a new shortcut to an area of demand should be built, but if a road

was built, it would only encourage more drivers to get on the “fastest” road to their destination.

However, removing streets, will only cause overflow onto back roads and alternate routes (Chen,

2016, p. 1). This scenario is known as Braess's paradox in transit engineering(Chen, 2016, p. 1).
DESTINATION, NOT THE JOURNEY 8

One of the largest causes of traffic congestion is a traffic wave. It occurs when the first

car in traffic, brakes to avoid getting too close to the car in front of it. The car that is directly

behind the first car will then tap its own brakes. The car after this will tap its brakes and so on.

Even after the first car is gone from the original location, a traffic wave can linger for minutes

and sometimes hours, infecting every car behind it for miles all for nothing (CPG Grey, 2016).

The easiest way to prevent these “Phantom Crashes” (so called because they give the illusion

that a major accident has occurred) is to maintain a healthy distance away from the car in front of

you, and to be a defensive driver and not let an adjacent driver cut in front of you; this would

stop the wave of braking.

Examples

Specifically in Virginia Beach, there are three dangerous transportation problems that can

be fixed to allow for smoother safer traffic: the feeder roads on Laskin Road, I-264-

Independence Road Interchange, and the four-mile strip of Shore Drive, from North Great Neck

Road to North Hampton Boulevard. All problems can be remedied, but not without drawbacks

such as cost; especially involving I-264 where there is a debate about federal and state domain

and which government will pay. Imminent domain; residents are not keen on moving out of a

house that is set to become a new lane of traffic. Environmental; Virginia Beach is already a hub

for saltwater marsh creatures and it would be terrible for any plants or animals to go extinct in

the name of transportation.

Feeder Roads

Laskin Road’s infamous feeder roads make sense on paper. The feeder roads are two-lane

roads that run parallel to Laskin Road’s regular four-lane road, but the feeder roads are governed

by stop signs at the same intersection that Lakin Road uses traffic lights. The feeders are divided
DESTINATION, NOT THE JOURNEY 9

by a grass median and are bordered on the other side by gas stations, fast food restaurants,

churches, neighborhoods, car dealerships, grocery stores, and various shopping centers. The idea

was for the traffic from these business would “feed” onto Laskin Road and traffic from Laskin

Road could easily turn off to a shop.. However, at the intersections where the “feeding” occurs is

extremely dangerous. For example, Car A is on a feeder road facing west and wants to turn right

onto another street. For this to be possible, Car A must look left onto Laskin Road at cars

heading westbound that can turn right across the feeder road. Car A must also look at the

eastbound traffic on Laskin Road that wishes to go right. Car A must then look left across the

intersection at people heading straight across the intersection( going to the street to Car A’s

right). Car A also needs to look at the oncoming feeder road, to see if the oncoming traffic

wishes to turn right too. Finally Car A must look to see if any car on the street to their right

wishes to make a U-turn. This requires the driver to look at five lanes of traffic at once, to make

a simple right turn.

Solutions A

While it was previously stated that adding lanes would increase traffic congestion

because it encouraged more drivers to use the road, this is an exception for two reasons. Two

blocks south from Laskin Road is I-264. This interstate allows for a large accumulation of

commuters to travel east-to-west similar to Laskin Road. The Public Works Transportation

Division will destroy over two miles of feeder road lanes around Hilltop, the new space will be

developed to make three lane roads with extra space for turning lanes (Balouris, 2017, p. 1). As

of 2018, these developments that are currently underway will allow for a faster, safer, less

chaotic, and more flow along Laskin Road.

I-264-Independence Road Interchange


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At the midpoint between Norfolk and the Oceanfront I-264 loops around Town Center.

The main exit going west bound is 17B to the right. The exit allows drivers to merge onto South

Independence Boulevard heading north to Town Center, only it doesn’t. The end of the exit does

not have traffic lights to allow equal access to all lanes. Even though the exit’s intention is to

head towards Town Center; the cars coming off of 17B are funneled into one lane. After 150 feet

this lane diverts onto an unintended road. Unless a driver on Independence Road allows the car

to merge in those 150 feet the car is stuck heading down a road they did not intend to be on. This

allows the driver very little time to cross at least one lane of traffic.

Solutions B

Roundabouts are often seen as being confusing, dangerous, unreliable, and less efficient

than traffic lights. However, numerous studies have shown, such as The Myth Busters, that

traffic circles get more drivers through an intersection, use less electricity, have less possibilities

of collisions, and have better flow (Insurance Institute for Highway Safety, 2014)(Discovery,

2014). If a traffic circle was built in that intersection, while confusing at first, will reduce

emissions, allow for safer travel, improve traffic flow, and allow for less congestion.

Shore Drive

The section of Shore Drive that is problematic is the 4-mile stretch going from the

intersection of North Great Neck Road to North Hampton Boulevard (Applegate, 2010, p. 1).

After a series of car-related deaths that resulted from pedestrians crossing the four-lane road, the

speed limit was lowered to 35 mph (Applegate, 2010, p. 1). While it is important to recognize the

safety of citizens, it is also important to weigh the commute of drivers as well. As Hank Greene

said when talking about the ethics of traffic:


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For city traffic engineers the trick of using speed limits, road patterns, lane restrictions, and new

construction projects is balance: Balance between the physics of jamming and the psychology of

driving; balance between rush hour and the middle of the night; balance between the ideal city

for traffic and the ideal city for humans (Green, 2018).

There must be an equilibrium between the needs of the pedestrians and the needs of

drivers. Shore Drive hosts two fire stations, a state park, one college, one preparatory school, one

recreation center, two nursing homes, an airport, two military bases, two beaches, spans one

river, and an exit to the Chesapeake Bay-Bridge-Tunnel. All of these structures cause a high

level of commuters to travel on Shore Drive at a pace that yields congestion, a waste of money

and time. This can frustrate drivers who are merely trying to pass through an area. In New

Jersey, major highways have a maximum speed limit of 55 mph. Even if a driver is going 65 or

70, there is still a high likelihood that they will get passed by other drivers (Flanagan, 2018, p.

1). This is why a local representative agrees that it is time for the state to raise the maximum

speed limit of its highways (Flanagan, 2018, p. 1). He wishes to use the 85 percent model to

determine how a better speed limit could be implemented on high trafficked roads.

Solutions C

It is common knowledge that if a speed limit is raised to 45 mph, drivers could go

as fast as 60 mph. It is also known that many of the deaths that caused the city council to lower

the speed limit were in part because of intoxication. Tourists and sometimes residents would rent

houses on the opposite side of The Chesapeake Bay and walk across Shore Drive in the evening.

By the end of the day or night, the pedestrians would walk back across the roads to their houses

under the influence of alcohol. For the road to be safer and fast, it would be in Virginia Beach’s

best interest if a road diet was implemented. A road diet is when a formerly four-lane road is
DESTINATION, NOT THE JOURNEY 12

turned into a two-lane road with the median becoming a gigantic turning lane that runs within the

road; this makes the lanes more narrow which encourages drivers to drive more defensively

(Vox, 2018).

Another solution is to raise the speed limit through the 85 percentile test. This test is

judged by removing speed limit signs and recording how citizens would normally drive on a

road. If there is a high accident rate and the number of drivers are driving above the speed limit,

the speed limit is likely going to be reduced. However, if over 85 percent of the drivers are going

above the speed limit but there is a low history of accidents, engineers would recommend to raise

the speed limit for the benefit of the drivers (Dahl, 2016, pp. 1-2). In the case of Shore Drive,

there is no record of a 85-percentile test being conducted.

Comparison to Cities and Countries

As stated, Virginia Beach rests in a unique geographical area with a distinct formation of

infrastructure which cannot be easily found in the world. Urban congestion is a global problem

that cannot be eradicated, but cities can look at other municipalities on the Earth to find

solutions. The environment of a city’s transportation system is dependent on its location in a

country and the population distribution of the host country. In Egypt the overall majority of the

country is clustered around the Nile River with 3,820 people per square mile as compared to 180

people psm across the entire country (New World Encyclopedia contributors, 2017, pp. 3-5). The

Nile River flows south into the Mediterranean Sea, and because of this geographical feature,

settlements only have to concentrate on major roads that allow travel between north and south

along the flow of water. India contains over sixteen percent of the world's population but only

2.5 percent of The Earth’s area. Although over 70 percent of the 1.3 billion people that live in

India reside in the 500,000 villages instead of the 200 towns and cities (New World
DESTINATION, NOT THE JOURNEY 13

Encyclopedia contributors, 2018, pp. 1-6). This requires several, small, cheap roads to allow

travel to the little pockets of citizens if the roads can even be connected at all

United States

The United States of America is a country with most residents being found in the eastern

half of the country in a grid-like arrangement where each town or municipality has other cities in

each cardinal direction. This causes roads to spread out in all directions from one town to

connect to another. This unique graphing-paper layout system of America's cities has its origin in

westward expansion. Settlers were vying for their own property but the industrial revolution

would soon connect these separated cities with roads and railroads. However, in Europe where

the city was hundreds of years old the citizens were not far from where they could work(Chan,

2016, p. 1). This population density also made it easier for public transportation to be accepted

and prosper. The connection could be made that there is less congestion in European cities

because an effective public transportation system is more convenient for citizens and takes

drivers off the streets. A bi-product of an effective transportation system is a lower DUI rate

(Hawkins, 2017).

Washington, D.C.

The United States of America’s capital, Washington, DC, is rated 12th in the world(2nd

in US) for worst traffic (Starichenko, 2018, p. 12). Ironically it was a planned city, which are

usually built for the continuous and rarely congested flow of traffic. Despite this, due to strict

city codes regarding buildings and the inability of D.C. to bend to changing urban planning while

retaining the original city plan it remains stricken with congested traffic. When Washington,

D.C. was designed it had the advantage of being a planned city. A planned city is “a town that

has been planned as a complete unit and built with government sponsorship, to accommodate
DESTINATION, NOT THE JOURNEY 14

overspill population” (Dictionary of the English Language, Fifth Edition. 2011). Originally built

by french engineer Pierre “Peter” Charles L’Enfant (S. W. Berg, address, April 24, 2007). The

architect was fired little after a year after the designs resembled Parris to much. Through a series

of re-drawings a similar urban plan was developed. However, as time went on and the cities

population still kept rising while little changes in private transportation were made. The District

of Columbia’s inability to be flexible to traffic problems has lead to commuters spending up to

63 hours on average commuting (Starichenko, 2018, p. 12). This sets a dangerous precedent for

cities that are too concerned with tration and unwilling to adapt, one that Virginia Beach should

take notice of.

Conclusion

The City of Virginia Beach was dealt a bad hand when it was was shoved against the

ocean for suburban development. This geographical disadvantage and rapid population growth

lead to a series of temerarious infrastructure projects that have fulfilled their purpose of allowing

easy access to Norfolk from the suburbs but not much else. However work can still be

concentrated on the multiple roads that connect communities within Virginia Beach to each

other. Through a series of renovations and alterations to the feeders roads, Interstate Exits, and

speed limits on roads at least a few critical points of the transportation system can be treated. The

government of Virginia Beach can not change the fact that over 80% of its employed citizens

will travel by car, it can change how well the citizens get to the place of employment for the

better. That is the role of the government; to aid the constituents living in the society and to

better their lives.


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