Professional Documents
Culture Documents
Joseph J. Johnson
Abstract
This paper looks at The Transportation System of Virginia Beach, Virginia. 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
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
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
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
communities in Virginia Beach started clogging streets that were previously only meant to
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
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
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
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
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
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
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
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
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
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
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
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
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,
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
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
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
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
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