HAMPTON ROADS PLANNING DISTRICT COMMISSION
CHESAPEAKE NEWPORT NEWS SUFFOLK CLARENCE V. CUFFEE CHARLES C. ALLEN * R. STEVEN HERBERT * DALTON S. EDGE * JOE S. FRANK BOBBY L. RALPH DEBBIE RITTER EDGAR E. MARONEY SURRY FRANKLIN NORFOLK JUDY S. LYTTLE MARK S. FETHEROLF * PAUL D. FRAIM * TERRY D. LEWIS * ROWLAND L. TAYLOR DONALD L. WILLIAMS REGINA V.K. WILLIAMS VIRGINIA BEACH GLOUCESTER COUNTY BARCLAY C. WINN HARRY E. DIEZEL JOHN J. ADAMS, SR. W. RANDY WRIGHT ROBERT M. DYER * WILLIAM H. WHITLEY * LOUIS R. JONES POQUOSON MEYERA E. OBERNDORF HAMPTON * CHARLES W. BURGESS, JR. PETER W. SCHMIDT * RANDALL A. GILLILAND GORDON C. HELSEL, JR. JAMES K. SPORE ROSS A. KEARNEY, II JAMES L. WOOD GEORGE E. WALLACE PORTSMOUTH STEPHEN E. HERETICK WILLIAMSBURG ISLE OF WIGHT COUNTY * JAMES B. OLIVER, JR. * JACKSON C. TUTTLE, II W. DOUGLAS CASKEY CHARLES B. WHITEHURST, SR. JEANNE ZEIDLER * STAN D. CLARK SOUTHAMPTON YORK COUNTY JAMES CITY COUNTY ANITA T. FELTS * JAMES O. McREYNOLDS * BRUCE C. GOODSON * MICHAEL W. JOHNSON THOMAS G. SHEPPERD, JR. SANFORD B. WANNER
PROJECT STAFF *EXECUTIVE COMMITTEE MEMBER
ARTHUR L. COLLINS EXECUTIVE DIRECTOR/SECRETARY
DWIGHT L. FARMER DEPUTY EXECUTIVE DIRECTOR, TRANSPORTATION CAMELIA RAVANBAKHT PRINCIPAL TRANSPORTATION ENGINEER KEITH M. NICHOLS SENIOR TRANSPORTATION ENGINEER SAMUEL S. BELFIELD SENIOR TRANSPORTATION ENGINEER
ROBERT C. JACOBS DIRECTOR OF GRAPHIC & PRINTING SERVICES MICHAEL R. LONG GRAPHIC ARTIST/ILLUSTRATOR TECHNICIAN II BRIAN MILLER GRAPHIC TECHNICIAN II RACHAEL V. PATCHETT REPROGRAPHIC SUPERVISOR
HAMPTON ROADS CONGESTION MANAGEMENT SYSTEM
PART I - THE STATE OF TRANSPORTATION IN HAMPTON ROADS
This report was included in the Work Program for Fiscal Year 2004-2005, which was approved by the Commission and the Metropolitan Planning Organization at their meetings of March 17, 2004.
PREPARED BY:
DECEMBER 2004
T04-12
1 REPORT DOCUMENTATION
TITLE: REPORT DATE Congestion Management System December 2004 Part I – The State of Transportation in Hampton Roads GRANT/SPONSORINGAGENCY FHWA/VDOT/LOCAL FUNDS AUTHOR: Keith M. Nichols ORGANIZATION NAME, ADDRESS AND TELEPHONE Hampton Roads Planning District Commission 723 Woodlake Drive Chesapeake, Virginia 23320 (757) 420-8300 http://www.hrpdc.org
ABSTRACT ACKNOWLEDGMENTS
This report details the State of Transportation in Hampton This report was prepared by the Hampton Roads Planning District Roads. Included in this report is a multitude of data on all Commission (HRPDC) in cooperation with the U.S. Department of facets of the region’s transportation system, including rail, Transportation (USDOT), the Federal Highway Administration (FHWA), water, air, and highways. Many aspects of the highway and the Virginia Department of Transportation (VDOT). The contents of system are highlighted, including roadway usage, this report reflect the views of the staff of the Hampton Roads Area commuting patterns, vehicle occupancy and HOV lane Metropolitan Planning Organization (MPO). The MPO staff is data, safety data, truck data, transit usage, bicycle and responsible for the facts and the accuracy of the data presented herein. pedestrian facilities, and highway funding. The contents do not necessarily reflect the official views or policies of the FHWA, VDOT, or HRPDC. This report does not constitute a standard, specification, or regulation. FHWA or VDOT acceptance of This report is the first part of an update to the Congestion this report as evidence of fulfillment of the objectives of this planning Management System (CMS) study for Hampton Roads. study does not constitute endorsement/approval of the need for any The CMS program is an on-going process that identifies, recommended improvements nor does it constitute approval of their develops, evaluates, and implements transportation location and design or a commitment to fund any such improvements. strategies to reduce traffic congestion and enhance Additional project level environmental impact assessments and/or mobility regionwide. studies of alternatives may be necessary.
1 Transportation is always a prominent issue in Hampton Roads, a region named after the body of water that provides both the greatest benefit and hindrance to its transportation system. As the title indicates, this report details the State of Transportation in Hampton Roads, and provides a multitude of data on all facets of the region’s transportation system, including rail, water, air, and highway modes.
This report was conducted in coordination with the Congestion Management System program, which identifies, develops, evaluates, and implements transportation strategies to reduce traffic congestion and enhance mobility regionwide. 3 James River Bridge TABLE OF CONTENTS
Introduction 4 Air Travel 6 Marine Data 8 Rail Travel 10 Roadway Travel 11 Transportation Financing 33 ITS 38 Air Quality 40 Summary 42 3 Additional Information 46 Downtown Tunnel INTRODUCTION compared with other “large” metropolitan areas, which are As the title indicates, this report details the State of generally defined as those with populations between one Transportation in Hampton Roads. Included in this report is and three million people. a multitude of data on all facets of the region’s transportation system, including rail, water, air, and highways. Many Since various data sources are used in this report, aspects of the highway system are highlighted, including there are various definitions of what composes each roadway usage, commuting patterns, vehicle occupancy metropolitan area and therefore which metropolitan areas and HOV data, safety data, truck data, transit usage, bicycle are considered “large”. The primary metropolitan area and pedestrian facilities, and highway funding. definitions used in this report are the metropolitan statistical area (MSA) and the federal-aid urbanized area. As an This report examines the state of transportation in the example, the jurisdictions included in the Hampton Roads region by highlighting current transportation data, analyzing Metropolitan Statistical Area, the Hampton Roads Federal- historical trends, and comparing the region with similar Aid Urbanized Area, and the Hampton Roads Planning metropolitan areas. In most cases, Hampton Roads is District Commission are shown below.
Hampton Roads Hampton Roads Hampton Roads Metropolitan Statistical Area Federal-Aid Urbanized Area Planning District Commission
Map Source: BTS National Transportation Atlas Databases (NTAD) 2002.
4 The State of Transportation in Hampton Roads: Introduction This report is the first part of an update to the Congestion Management System (CMS) for Hampton Roads. The CMS program is an on-going process that identifies, develops, evaluates, and implements transportation strategies to reduce traffic congestion and enhance mobility regionwide. Federal regulations require that a Congestion Management System be in place in all metropolitan areas with populations over 200,000 people. The Hampton Roads Planning District Commission (HRPDC) began developing a Congestion Management System for the region in the early 1990s, and released the region’s first CMS report in 1995. Other previous updates to the CMS were released in 1997 and 2001.
Future parts of this Congestion Management System update will include an analysis of the traffic trends at the major regional bridges and tunnels, a comprehensive congestion analysis of the region’s highway system, development of additional congestion management strategies with an analysis of their impacts, and identification Midtown Tunnel of the most congested corridors and areas throughout the region that require further analysis.
5 The State of Transportation in Hampton Roads: Introduction AIR TRAVEL Annual Boardings at Norfolk International (ORF) and Newport News-Williamsburg International (PHF) Airports, 1993 to 2002 Air travel has increased substantially in 1,800,000 OROFRF B Boaroardidngsings Hampton Roads over the last few years. While 1,600,000 PHPHFF B Booarardiinnggss air travel dropped nationally due to a depressed economy 1,400,000 and the September 11th terrorist attacks, air travel in s 1,200,000 g n Hampton Roads countered the trend. Norfolk International i d r 1,000,000 a
Airport handled over 1,700,000 passenger boardings during o B 2002, a 15% jump over 2001 boardings. Passenger l 800,000 boardings at Newport News-Williamsburg International 600,000 Annua Airport increased by 30% to nearly 300,000 boardings in 400,000 2002. 200,000 Many factors contributed to these increases in local 0 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 air travel, most notable of which was increased low-fare Data Source: Federal Aviation Administration. airline service. Southwest Airlines began serving Hampton Roads in October 2001 and has since captured over 20% of Annual Passenger Boardings at Airports in Hampton the market at Norfolk International Airport while forcing Roads versus National Boardings, 1993 to 2002 competitors to reduce fares on similar routes. Another low- 2,250 1,200,000 fare airline, Airtran, increased air service at Newport News- 2,000
00s) 1,000,000 Williamsburg International Airport in 2002. 0 ( 1,750 ) F H 00s P 1,500 800,000 0 Norfolk International and Newport News-Williamsburg ( d n
s a International Airport Characteristics, 2002
1,250 ng i
ORF 600,000 ard Norfolk NN-Williamsburg s, 1,000 o ng
International (ORF) International (PHF) i d al B r n a
Total Passengers 3,464,246 592,092 750 400,000 o i t
Bo Regional Boardings Boardings 1,731,105 293,181 Regional Boardings a N al
National Rank 66 143 n 500 NatiNonatiaonl aBl Boaoardidingnsgs o i Growth in Boardings 200,000 17.1% 41.8% (between 2001-2002) Reg 250 Airport Operations 125,622 232,475 Total passengers refers to passengers that either board or disembark airplanes at that airport. Boardings 0 0 represent only those passengers that board airplanes at that airport. Airport operations refers to all 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 takeoffs and landings. Data Sources: Federal Aviation Administration, Norfolk International Airport, and Newport News-Williamsburg International Airport. Data Source: Federal Aviation Administration. 6 The State of Transportation in Hampton Roads: Air Travel There are currently 25 airports that are served Atlanta Hartsfield-Jackson, with 6.7% of all regional air nonstop by airlines at Norfolk International Airport, with travelers going there for their final destination. Of the top ten nonstop service to 7 airports from Newport News- destinations from Hampton Roads, four are not served by Williamsburg International Airport. The most popular nonstop service: San Diego (SAN), Fort Lauderdale (FLL), destination of air travelers in Hampton Roads in 2002 was Tampa (TPA), and Los Angeles International (LAX).
Top Ten Destinations and Nonstop Destinations from Hampton Roads Airports, 2002
LGA (3)
Top Ten Airport Codes
LAS (10) ATL – Atlanta Hartsfield- Jackson Int’l LAX (9) MCO - Orlando Int’l LGA – New York SAN (4) LaGuardia Int’l DFW (7) ATL (1) SAN – San Diego Int’l FLL – Fort Lauderdale/ JAX (6) Hollywood Int’l JAX – Jacksonville In’tl Nonstop Destinations from DFW – Dallas-Fort Worth MCO (2) Int’l Hampton Roads Airports TPA – Tampa Int’l TPA (8) LAX – Los Angeles Int’l Top Ten Destinations in terms of LAS – Las Vegas total passengers from Hampton FLL (5) McCarran Int’l Roads Airports (with rank)
Data Sources: Federal Aviation Administration, Norfolk International Airport, and Newport News-Williamsburg International Airport. 7 The State of Transportation in Hampton Roads: Air Travel Historical General Cargo Tonnage MARINE DATA Port of Virginia 16,000,000
Hampton Roads ultimate asset and 14,000,000 natural resource – water – provides both the 12,000,000 greatest benefits as well as the greatest age
nn 10,000,000 challenges to the regional transportation o T o system. Many facets of the Hampton Roads economy, g 8,000,000
such as the military, the ports, shipbuilding and repair, and l Car
a 6,000,000 tourism, rely on the water. The regional roadway and rail 4,000,000 systems, meanwhile, are hindered by the water. Bridges Gener and tunnels across the region are often congested, and 2,000,000 constructing facilities to relieve the congestion are prohibitively expensive. Openings at the region’s eleven 0 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 roadway drawbridges, particularly during the peak travel Data does not include Virginia Inland Port tonnage. periods, also affect traffic flow. Data Source: Virginia Port Authority.
The ports help drive the economy of Virginia, with over 165,000 jobs statewide and $4.8 billion in payroll Imports and Exports Through Principal impacted by the Port of Hampton Roads according to the Atlantic Coast Ports, 2002 Virginia Port Authority. In recent years, development has occurred throughout the region due to the presence of the Imports Exports Total Port, including the addition of the Wal-Mart distribution Short Tons (000s) Short Tons (000s) Short Tons (000s) center in James City County and the Target distribution New York 64,669.1 11,483.1 76,152.2 center in Suffolk. The addition of the Maersk Sealand Philadelphia 32,413.3 484.0 32,897.3 terminal in Portsmouth should guarantee that growth at the Hampton Roads 11,640.5 18,435.6 30,076.1 ports will continue into the future. Baltimore 17,928.5 5,711.0 23,639.5 Savannah 11,160.9 8,173.8 19,334.7 Charleston 13,166.6 5,990.5 19,157.1 The addition of these facilities has contributed to the Data Source: Hampton Roads Maritime Association. significant growth in the amount of general cargo handled at
8 The State of Transportation in Hampton Roads: Marine Data the port. While the Port of Hampton Roads remains the largest coal port in the world, the amount of coal exported from the Port has decreased significantly over the last few years. The amount of general cargo handled by the Port, however, has more than doubled over the last ten years to nearly 14 million short tons in 2003. This growth has enabled the Port of Hampton Roads to rank third among the principal Atlantic Coast ports, with over 30 million short tons of goods imported and exported in 2002.
NORFOLK CVB Cruise Terminal at Nauticus The ports are not the only marine industry in Hampton Roads to experience significant growth. The cruise industry has also grown exponentially over the last few years, with cruise lines such as Carnival Cruise Lines, Celebrity Cruises, and Holland America Lines embarking cruises from the pier at Nauticus in Downtown Norfolk. In 2004, more than 60 ship calls and 115,000 passengers are expected at the cruise terminal, up from 35,000 passengers only two years before.
One advantage of the water is that it allows for another Portsmouth Marine Terminal mode of public transportation: ferry service. Hampton Roads Transit (HRT) provides ferry service between Waterside in Downtown Norfolk and the High Street Landing in Downtown Portsmouth. Over 350,000 riders used the Elizabeth River Ferry in 2003, which is approximately 6% of the total transit ridership in Norfolk and Portsmouth.
VDOT also provides ferry service in Hampton Roads with vehicular ferry service provided between Jamestown and Scotland in Surry County. The free service carried over 935,000 vehicles across the James River in 2002, up from 890,000 vehicles in 2000.
VDOT VDOT Jamestown-Scotland Ferry
9 The State of Transportation in Hampton Roads: Marine Data RAIL TRAVEL Crashes, Fatalities, and Injuries at Public Highway-Rail Crossings in Hampton Roads, 1997 - 2003 With the amount of goods that need to be Year Crashes Fatalities Injuries 1997 11 1 1 transported to and from the regional port 1998 9 0 9 facilities, an active rail system is essential. 1999 7 0 4 2000 8 1 2 Transporting goods by rail is one of the primary methods of 2001 10 0 4 getting goods to and from the regional port facilities. Including 2002 7 0 1 coal, 69% of all inbound freight to Hampton Roads and 11% of 2003 9 0 0 all outbound freight from Hampton Roads by tonnage was Data Source: Federal Railroad Administration Office of Safety Analysis. transported by rail in 1998 according to Reebie Associates. The amount of inbound freight transported by rail decreases to 26% With the number of trains that transverse the region each when coal is excluded. day, safety at highway-rail crossings is a concern. Since 1997, an average of almost nine crashes per year have occurred at Passenger rail service is also provided in Hampton public highway-rail crossings in Hampton Roads, with two Roads by Amtrak with two trains arriving and departing daily. fatalities and 21 injuries. Stations are located in Williamsburg and Newport News, with connecting bus service provided from the Newport News station The Virginia Department of Rail to Norfolk and Virginia Beach. In 2003, 100,300 riders boarded and Public Transportation is currently Amtrak trains at the Newport News station, and 37,600 riders conducting a study regarding plans to boarded Amtrak trains at the Williamsburg station. connect Hampton Roads to the proposed Southeast High Speed Rail Corridor in the Richmond area. More details on this study can be found at http://www.rich2hrrail.info.
Amtrak train in Newport News 10 The State of Transportation in Hampton Roads: Rail Travel ROADWAY TRAVEL
Roadway Usage 12 TTI Mobility Report Data 16 Commuting Data 19 Occupancy & HOV Data 22 Safety 25 Truck Data 27 Public Transportation 28 11 Bicycle & Ped Facilities 30 I-64 in Norfolk ROADWAY USAGE Daily Vehicle-Miles of Travel (VMT) The amount of travel occurring on in Hampton Roads, 1993 - 2002 regional roadways is higher than ever before, 40,000 36,000 outpacing both regional population growth 32,000 The amount of and roadway capacity growth. 28,000 roadway travel is measured in terms of vehicle-miles of travel T 24,000 (VMT), which is the sum of the number of miles every vehicle M 00s) V 20,000 y 0 l i n
throughout the region travels. In 2002, there were nearly 36 i ( 16,000 million vehicle-miles of travel on the average day in the Da Hampton Roads federal-aid urbanized area. Over the 12,000 course of the year that amounts to over 13 billion miles of 8,000 vehicular travel in Hampton Roads. That’s the equivalent of 4,000 traveling from the Earth to the sun 140 times! 0 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 The amount of vehicular travel increased by Data Source: FHWA Highway Statistics Series. over 5 million miles daily in Hampton Roads between 1993 and 2002. Although this 18% growth in regional travel
Growth in Vehicle-Miles of Travel (VMT) in Hampton Roads, Large Urbanized Areas, Virginia, and the United States, 1993 - 2002
Growth in VMT 1993-2002 Hampton Roads 18% Large Urbanized Areas 29% Virginia 21% United States 24% Data Source: FHWA Highway Statistics Series.
Greenbrier Pkwy in Chesapeake
12 The State of Transportation in Hampton Roads: Roadway Usage is significant, the growth in daily travel in large urbanized Daily Vehicle-Miles of Travel (VMT) Per Capita in Hampton Roads, 1993 - 2002 areas (29%), the state of Virginia (21%), and the United 30.0 States (24%) were all higher during the same time period.
25.0 While the total amount of vehicular travel in Hampton a t
Roads increased, the amount of travel each person in pi 20.0 a
Hampton Roads made also increased. This means that the r c pe
15.0
growth in regional travel outpaced the region’s population T M
growth. The amount of vehicular travel per capita in V y l
i 10.0
Hampton Roads was 23.3 miles per person per day in 2002. a D This number increased 6% from 1993, when the amount of 5.0 daily vehicular travel was 22.0 miles per person.
0.0 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002
Data Source: FHWA Highway Statistics Series. Daily Vehicle-Miles of Travel (VMT) Per Capita in Large Urbanized Areas Between 1 and 3 Million People, 2002 45.0 Among all 28 large federal-aid 40.0 urbanized areas (defined as those areas with populations between one and three million 35.0 a people), Hampton Roads ranked 15th in t i p 30.0 terms of daily VMT per capita in 2002. a C
r 25.0 Population did not seem to affect personal e
P travel much since there are smaller and T 20.0 larger metropolitan areas with more and less VM y 15.0 travel than Hampton Roads. Of the eight l urbanized areas that had slower population Dai 10.0 growth during the 1990s than Hampton 5.0 Roads, only Saint Louis had a higher amount 0.0 of daily VMT per capita than Hampton
n s i y e e o h a d e d o s s ta do i ty s it S ra o ee re to n l a n to n i rg nat aul ttl os rg o in o es an a g la C bu tonio a ieg AD u uk en enc tl ffa a us lan Lou s bu m in . P a C n e b ur rd a im M el u e Roads. At t. a rs u c n J D A lt - v d or Ve rl Or s l n m S n RO tts r- na lw a ix e ram vi B s O Ho S n te s-St n A Sa i e r P e Ci li a N P B Cl ac w Co laho Sa nv Be Mi oen Pro La Ka t. P po k S TO e n h S Ne S a O D P a- ne MP -Sa in A mp ide a M H s er T iv R Data Source: FHWA Highway Statistics Series. 13 The State of Transportation in Hampton Roads: Roadway Usage While the growth in vehicular travel has outpaced Population, Registered Vehicles, and Licensed Drivers population growth in Hampton Roads, the growth in the in Hampton Roads, 1993 - 2002 number of registered vehicles regionwide has outpaced 1,800,000 both. There were 1,320,000 registered vehicles in Hampton 1,700,000 Roads in 2002. This number increased 25% between 1993 1,600,000 and 2002, easily outpacing the 18% growth in regional 1,500,000 l
a 1,400,000
vehicle-miles of travel and 6% growth in regional population. t o 1,300,000 Conversely, the number of licensed drivers in 1,200,000 wide T Hampton Roads has changed very little since 1993. There n 1,100,000 gio e 1,000,000 were 1,010,000 licensed drivers in Hampton Roads in 2002, R meaning that for every licensed driver in Hampton Roads 900,000 there were 1.3 registered vehicles. In fact, regional 800,000 PDPDCC Poopupulatliaontion RegiRegisstterereded V eVehhiclesicles 700,000 Licensed Drivers population growth was three times faster than the growth in Licensed Drivers licensed drivers between 1993 and 2002. 600,000 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 Data Sources: Hampton Roads Databook, Virginia DMV.
Annual Growth Rate in Population, Registered Vehicles, Licensed Drivers, and VMT in Hampton Roads, 1993 - 2002
Annual Growth Rate 1993-2002 Population 0.6% Registered Vehicles 2.5% Licensed Drivers 0.2% Vehicle-Miles of Travel (VMT) 1.8% Data Sources: Hampton Roads Databook, Virginia DMV, FHWA Highway Statistics Series.
Berkley Bridge
14 The State of Transportation in Hampton Roads: Roadway Usage Most of the growth in vehicular travel in Hampton Vehicle-Miles of Travel (VMT) by Roadway Functional Roads between 1993 and 2002 occurred on the interstate Class in Hampton Roads, 2002 system. While composing only 5% of the total roadway lane mileage in the Hampton Roads urbanized area, interstates LOCAL carried 29% of the daily traffic volumes in 2002. (Lane COLLECTOR 13% 7% mileage is defined as the centerline mileage multiplied by INTERSTATE the number of travel lanes. A section of freeway one mile in 29% length with two lanes in each direction equals four lane miles.) The amount of travel on interstates increased sharply MINOR from 1993 when the interstate system carried 20% of the ARTERIAL 22% OTHER total VMT in Hampton Roads. By comparison, local PRINCIPAL OTHER FREEWAYS roadways (i.e. neighborhood streets) comprised 63% of the ARTERIAL & EXPRESSWAYS 24% 5% total roadway lane mileage in Hampton Roads in 2002 but only 13% of the total traffic volumes. Data Source: FHWA Highway Statistics Series.
For many travelers of the Hampton Roads roadway system, it’s not surprising that roadway capacity improvements have not kept pace with the growth in travel. Although the amount of travel increased 18% in Hampton Growth in VMT, Total Lane Miles, and Non-Local Roadway Lane Miles in Hampton Roads, 1993 - 2002 Roads between 1993 and 2002, the total growth in the amount of roadway capacity (in terms of the total number of lane miles) increased 9.6%. If local roads are removed, the Total Growth in total growth in roadway capacity was only 6.4%. In other VMT words, if local roadways are excluded, the amount of travel in Hampton Roads grew nearly three times faster Total Growth in than the amount of roadway capacity between 1993 Lane-Miles and 2002. With this trend expected to continue into the future (as is described in further detail in the Highway Growth in Non- Financing section of this report), traffic congestion will Local Roadway Lane-Miles worsen across the region. 0.0% 5.0% 10.0% 15.0% 20.0% 25.0%
Total Growth, 1993 - 2002
Data Sources: FHWA Highway Statistics Series, VDOT.
15 The State of Transportation in Hampton Roads: Roadway Usage TTI URBAN MOBILITY REPORT DATA
Drivers in Hampton Roads experience To illustrate the effects of congestion, TTI estimates over 23 million hours of delay annually, at an the amount of time each person in various metropolitan annual cost of over $400 million to the region. areas spends annually in traffic congestion. This delay estimation includes both recurring congestion, which is These numbers come from the Urban Mobility Report, which delay that occurs regularly due to high traffic volumes is released annually by the Texas Transportation Institute at relative to the capacity of roadways, as well as incidental Texas A&M University (TTI). The study, which is the only congestion, which is due to factors such as traffic crashes widely distributed analysis of the performance of urban and disabled vehicles. highway systems, details congestion levels and characteristics in 85 metropolitan areas throughout the United States. Improvements to Annual Hours of Delay Per Peak Period Traveler recent reports include an analysis of the effects Large Urban Areas, 2002 of certain operational improvements (such as 70 traffic signal coordination, public transportation, 60 and incident management programs), additional information regarding travel time reliability, and 50 updated speed estimation and incident delay equations. 40
per Peak Traveler Hampton Roads was grouped with 26 30 other areas defined by TTI as large urbanized 20 areas (those with populations between one and urs of Delay three million people) in the 2004 Urban Mobility o 10 Report, which is actually comprised of 2002 traffic data. Data from the year 2000 for 0 A A O Z N A X L H A Y KY I T -I L PA Annual H FL A FL O VA NV WI OK , G CA C , MD CA WA , C , MN r, -WA - , C O , , , , , , OH N Hampton Roads was estimated due to a e, o, t, x, e H lis, o o, s, S s s, d s, se, do ul t o M u ee n ity gh n ll ore, eg ret eni a O nt ni ga k a MO-KS r a lant rsid an i nver , OR i, ap e to s, AD le C a t rl im . Pa at ui mb O au r ty, a F A ve n Jo lt De arw er o Ve i tsbu vel inaccurate data that was submitted to TTI; the i O n D Pho v ian lu R lw C m le Sa a e-Eve le inn cram n An L o as w O ara Ba S tl s-St C c a . C L Mi s ho Pit C o-R t li - cou n Ind Sa S St ON a iag n rg n i T Ne di C nsa -N r Sea apo bu Okl lo problems were corrected in the 2001 data set. e s -Va Ka a rna n r AMP f e te land H uf B Min e B n t P a Port S S pa- m a T Data Source: Texas Transportation Institute.
16 The State of Transportation in Hampton Roads: Urban Mobility Report Data Annual Hours of Delay Per Peak Period Traveler Peak period travelers in Hampton Roads spent an Hampton Roads and Large Urban Areas, 1993-2002 average of 28 hours stuck in traffic in 2002 according to TTI. 45.0 This placed Hampton Roads 19th among the 27 large
eler 40.0 metropolitan areas in terms of annual hours of delay per v
peak period traveler. Although this amount of delay has Tra 35.0 increased from 18 hours per peak period traveler in 30.0
Hampton Roads in 1993, it is considerably lower than the Period k average delay experienced in other large urban areas. It 25.0 should be noted, however, that TTI’s delay-estimation (hours) 20.0 Per Pea procedures do not account for delay due to factors that y 15.0 la lower the capacity at certain facilities such bridges and e l D 10.0 tunnels, nor does it account for delay due to chokepoints Hampton Roads 5.0 such as dropped lanes or at ramp termini. Annua Large Urban Area Average 0.0 The time stuck in traffic costs drivers both directly 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 and indirectly. TTI uses many variables to estimate the costs Note: 2000 data is estimated. Data Source: Texas Transportation Institute. of congestion, including the value of a person’s time, wasted fuel, and commercial vehicle operation costs. With over 23 Annual Congestion Costs Per Peak Period Traveler million person-hours and 39 million gallons of fuel being in Hampton Roads, 1993-2002 wasted each year in Hampton Roads as a result of $600 congestion, these congestion-related costs are vast. TTI estimates that being stuck in traffic cost each peak period $500 traveler of Hampton Roads $501 in 2002, which amounts to $412 million for the entire region. This is up from congestion $400 costs of $259 per Hampton Roads peak period traveler back in 1993, primarily due to increased congestion as well as $300 increased fuel costs. $200
$100
Annual Congestion Costs Per Peak Traveler $0 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 Note: 2000 data is estimated. Data Source: Texas Transportation Institute.
17 The State of Transportation in Hampton Roads: Urban Mobility Report Data Travel Time Index Hampton Roads and Large Urban Areas, 1993-2002 TTI also calculates a delay factor called the Travel 1.35 Time Index, which measures the additional time that is required to make a trip during the peak travel period 1.30 compared to the same trip during free flow periods. The
x Travel Time Index was 1.21 in Hampton Roads in 2002, 1.25 de
n meaning that the average peak period trip takes 21% longer I 1.20 than the same trip takes during free flow periods of the day.
Time A trip that takes 20 minutes during free flow travel periods l e 1.15 takes over 24 minutes during peak travel periods in
Trav Hampton Roads. In large urbanized areas, the average 1.10 Travel Time Index was 1.30 in 2002, which is higher than in Hampton Roads. A trip that would take 20 minutes during 1.05 Hampton Roads Large Urban Area Average free flow travel periods would take on average 26 minutes in 1.00 other large urbanized areas. 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 Note: 2000 data is estimated. Data Source: Texas Transportation Institute.
Ham pton Boulevard approaching the Midtown Tunnel
18 The State of Transportation in Hampton Roads: Urban Mobility Report Data COMMUTING DATA
were very comparable to Hampton Roads, both in the mean Commuters in Hampton Roads are travel time to work and its growth. increasingly driving alone to work…and taking longer to get there than ever before. In Hampton The reasons for increases in travel times to work Roads the average trip to work took over 24 minutes in include more congested routes and longer trips to work due 2000, up from 21.6 minutes in 1990. This upward trend in to new outlying suburbs and commuting patterns. By commuting times in Hampton Roads is similar to that of looking at travel time intervals, the increase in the average comparable metropolitan areas. In large Southeastern commuting time appears to be due to both a decrease in metropolitan areas (all metropolitan areas in the Southeast the number of people working at home and an increase in with populations of one million or more), the travel time to workers that commuted extremely long distances. The work was higher than that in Hampton Roads at an average percentage of people that worked at home in Hampton of 28.0 minutes in 2000, up from 24.2 minutes in 1990. Roads in 2000 is half the percentage that did so in 1990 Large metropolitan areas nationwide (those areas with (which appears due to decreases in military employment), populations between one million and three million people) while the percentage of people that drove 90 or more
Mean Travel Time to Work, 1990 and 2000 Length of Trip to Work in Hampton Roads by
30.0 Percentage, 1990 and 2000 1990 2000 ) 25.0 es
t Worked at Home 5.3% 2.7% u n Less than 5 minutes 2.4% 2.4% i m 5 to 9 minutes 9.5% 8.8%
( 20.0 k r 10 to 14 minutes 14.0% 14.1% o 1990 15 to 19 minutes 18.0% 17.6% W 2000 o 15.0
t 20 to 24 minutes 16.5% 17.4% e
m 25 to 29 minutes 6.4% 6.8% i
T 10.0 30 to 34 minutes 14.1% 14.5% 35 to 39 minutes 2.3% 2.5% avel r
T 40 to 44 minutes 2.5% 2.7% n a 5.0 45 to 59 minutes 5.5% 5.7% e
M 60 to 89 minutes 2.7% 2.8% 0.0 90 or more minutes 0.6% 2.0% Hampton Roads Southeast Metro Areas Large National Metro Data Source: Bureau of the Census. Areas Data Source: Bureau of the Census. 19 The State of Transportation in Hampton Roads: Commuting Data minutes to work more than tripled between 1990 and 2000, up to Commuting Methods in Hampton Roads, 1990 and 2000 2.0% of all workers in 2000. 1990 2000
1.5% The number of commuters that drove to work alone also 1.4% 5.3% 3.0% 2.7% increased substantially between 1990 and 2000. In 1990, nearly 4.2% 1.9% 2.2% 73% of all commuters in Hampton Roads drove to work alone; this 12.1% rate increased to nearly 79% in 2000. In absolute terms, there 14.1% are 73,600 more commuters driving alone to work in Hampton Roads in 2000 than there were in 1990. All other commuting methods (carpooling, public transportation, worked at home, and bicycling/walking) had lower percentages in 2000 than
in 1990. 72.7% 78.9% Time Leaving to Go to Work, 2000 Drive Alone Carpool Public Transportation 18.0% Bicycle/Walked Other Means Worked at Home Data Source: Bureau of the Census. 16.0% Hampton Roads Southeastern Metropolitan Area Average Large Metropolitan Area Average s 14.0% Due primarily to military work schedules, more er k r 12.0% people in Hampton Roads leave earlier for work than in
Wo other metropolitan areas. Nearly 33% of all workers in
tal 10.0% o Hampton Roads leave for work between 5 am and 7 T f am, compared to only 26% and 27% in comparable o 8.0% e Southeastern and national metropolitan areas tag
n 6.0%
e respectively. Accordingly, only 28% of all commuters c r e 4.0% in Hampton Roads leave for work during the peak P travel hour between 7 am and 8 am, whereas in 2.0% Southeastern and national metropolitan areas this 0.0% percentage is higher, between 31% and 32%. With
m m m m m m m m m m m m m commuting times more spread out in Hampton Roads, am a a a a a a p p 9 9 9 a 9 9 a 9 a 9 9 a 9 9 a 9 9 :5 :29 5 2 5 2 :5 2 5 5 :5 5 :59 5 4 5 7 0 1: 1: lower congestion levels should result than if there was - - - 5: - 6: 6: 7: - - 8: - 8: 9: 1 1 3 1 ------m m m m m m m m m - m a a a am a a m m p m a similar spike in traffic volumes. 0 0 a 0 0 a 0 0 0 a 0 0 a 0 a p :0 :0 3 0 3 0 :3 0 3 0 0 a 0 00 5 5: 6: 6: 7: 7 8: 8: 9: :0 :0 : 00 12 1 10 1 12 4:
Time Leaving to Go to Work Data Source: Bureau of the Census. 20 The State of Transportation in Hampton Roads: Commuting Data In addition to driving alone, more commuters also Percentage of Commuters that Reside in Each Jurisdiction work in a jurisdiction that is not the same as their place of but Work in a Different Jurisdiction, 2000 residence. In 1990, 312,900 Hampton Roads citizens (and 44% of all workers) worked in a jurisdiction other than the one in which they resided in. In 2000, this number increased to 361,200 people (48% of all workers). Not surprisingly, most of this growth occurred in jurisdictions on the periphery of the region. 59%
With a limited number of water crossings available, additional growth in commuting patterns between the 57% Peninsula and Southside areas of Hampton Roads leads to further congestion. Of the 229,800 commuters that resided on the Peninsula in 2000, 21,700 (9.5%) worked on the 77% Southside. Of the 518,000 commuters that resided on the 48% 78% Southside in 2000, 21,000 (4.1%) worked on the Peninsula. 44% The number of workers commuting from the Peninsula to the Southside increased by over 9,000 people between 1990 and 2000; the number commuting from the Southside 48% to the Peninsula increased by nearly 6,000 people.
As the number of commuters increased, so did the 63% 33% amount of traffic crossing between the Peninsula and the Southside. The number of vehicles crossing the harbor on 43% the average weekday increased from 107,900 in 1990 to 55% 157,100 in 2000. Most of this growth occurred at the Monitor-Merrimac Memorial Bridge-Tunnel, which was completed during this period. 60% 60%
Data Source: Bureau of the Census.
21 The State of Transportation in Hampton Roads: Commuting Data VEHICLE OCCUPANCY & HOV DATA
As congestion increases, vehicle Average Vehicle Occupancy Rates for Regional occupancy rates continue to decline across Interstates and Arterials, 1999 and 2003 the region. Vehicle occupancy reflects the efficiency of the roadway system since it measures the number of people Regional Interstates (12 locations) using the roadway network rather than the number of vehicles. A decrease in vehicle occupancy rates means that 1999 Vehicle 2003 Vehicle more vehicles are needed to move the same number of Occupancy Rate Occupancy Rate people, thus further increasing congestion. By increasing Morning Peak Period 1.15 1.13 the number of people per vehicle, person movement is Afternoon Peak Period 1.20 1.18 increased without the monetary and environmental costs associated with increasing the capacity of the roadway system. Regional Arterials (10 locations)
Vehicle occupancy rates were analyzed at twelve 1999 Vehicle 2003 Vehicle locations on the Hampton Roads Interstate system in 1999 Occupancy Rate Occupancy Rate and 2003 for both the morning and afternoon peak travel Morning Peak Period 1.20 1.19 periods. In both peak periods, the average vehicle Afternoon Peak Period 1.24 1.19 occupancy rate dropped over the four-year period. During Data Source: VDOT. the morning peak period, the average Interstate vehicle occupancy rate dropped from 1.15 persons per vehicle down to 1.13 persons per vehicle. During the afternoon peak period, the rate dropped from 1.20 to 1.18. National Historical Average Vehicle Occupancy Rates for Selected Trip Purposes Vehicle occupancy rates were also analyzed at ten locations on the arterial system during the same time period. 1990 1995 2001 Similar to the interstates, the average vehicle occupancy rate To or From Work 1.14 1.14 1.14 also dropped during both the morning and afternoon peak Social and Recreational 2.08 2.04 2.05 All Purposes 1.64 1.59 1.63 travel periods on the regional arterial system. Data Source: USDOT Bureau of Transportation Statistics, NHTS 2001 Highlights Report, 2003.
22 The State of Transportation in Hampton Roads: Occupancy/HOV Data According to the National Household Travel Survey, Hampton Roads HOV Network vehicle occupancies nationwide, which decreased steadily over the last twenty years, have stabilized. For trips to or Bland Blvd HO H from work, the average vehicle occupancy rate is 1.14 O V- V - 2 W 2
E a e s
persons per vehicle, which is unchanged over the past st t bound b o u n
decade. This is similar to occupancy rates found throughout d
6 6 - - 8 8 a Hampton Roads during the morning peak period, when am m &
& 4
4 - - 6 most roadway users are traveling to work. 6 p
p m m As part of an effort to increase vehicle occupancy HRC Pkwy rates as well as provide a thoroughfare for express bus HOV Lanes between HRC Parkway and I-664 service, high occupancy vehicle (HOV) lanes were opening in 2005. constructed on interstate facilities throughout the region. Hampton Roads The first HOV lanes were introduced to Hampton Roads in Bridge-Tunnel September 1986. With the addition of HOV lanes on I-64 on Map is not drawn to scale. the Peninsula in late 2001, there are currently 34 centerline- Concurrent HOV-2 Lanes H OV-2 H We miles of HOV facilities in Hampton Roads. The system will OV stbo -2 Ea und stbo 6:0 und 0 - 8 4:0 :00 a 0 - 6 m Reversible be further expanded in 2005, when a three-mile extension :00 pm HOV-2 Lanes between the Hampton Roads Center Parkway and I-664 will (Direction of travel be completed. HOV facilities are also included in the long varies by time of day.) H H O O V range transportation plan on I-64 on the Peninsula and on V - - 2 2
W E a e s s t
the Southeastern Parkway and Greenbelt. t b b o o u u n n d d
4
6 : : 0 0 0 0
-
-
6
8 : : Brambleton Ave Military Hwy 0 Witchduck Rd Independence Blvd 0 0 0
p a m m
Shoulder Lane Open 6:00 - 8:00 am
HOV-2 Westbound 6:00 - 8:00 am HOV-2 Westbound 6:00 - 8:00 am HOV-2 Eastbound 4:00 - 6:00 pm HOV-2 Eastbound 4:00 - 6:00 pm
Shoulder Lane Open 4:00 - 6:00 pm HO HO V V - - 2 2
We E a s s t t bound bound 4 6 Indian River Rd : : 0 0 0 0
- - 6 8 : : 0 0 0 0 p a m m
Battlefield Blvd
I-64 in Chesapeake 23 The State of Transportation in Hampton Roads: Occupancy/HOV Data People per Hour in HOV Facilities Throughout Hampton Roads, HOV facilities in Hampton Roads require at least two PM Peak Period, 1994 - 2003 persons per vehicle (with exceptions for motorcycles and 2400 licensed low emission vehicles) from 6:00 am – 8:00 am and 2200 4:00 pm – 6:00 pm, depending on the direction of peak 2000 travel flow. Outside of these hours, HOV lanes may be used 1800 by single occupancy vehicles as well. The hours of 1600 operation for HOV facilities were decreased from 5:00 am – 1400 8:30 am and 3:00 pm – 6:00 pm in May 2000. 1200 1000
HOV traffic counts are collected multiple times yearly 800 64 at Norview EB at five locations: I-64 between I-564 and I-264, I-64 near 600 26464 atat WNorvitchiewduc EBk EB 264264 at at Mi Wlitaryitchduc EBk EB People per Hour in HOV Facilities 264 at Military EB Indian River Road, I-64 near J Clyde Morris Blvd on the 400 6464 a tat Ind Indianian R Riviveerr EBEB 6464 a tat J JC Clylydede M Morrisorris WB 200 Peninsula, I-264 west of Military Highway, and I-264 east of 6464 a tat J JC Clylydede M Morrisorris EB Witchduck Road. An important measurement of the 0 effectiveness of HOV facilities, the number of people moved, 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 has generally been decreasing at these locations during Data Source: VDOT. both the morning and afternoon peak travel periods. Although the reversible HOV facility on I-64 is still the most- used in the region, the number of users of the facility has Average Vehicle Occupancy Rates in HOV Facilities Throughout Hampton Roads, PM Peak Period, 1994 - 2003 dropped significantly since 1994. 2.40
Most of the gains on the newer HOV facilities, 2.20 however, were due to more single occupancy vehicles Facilities illegally using the HOV lanes. An average of 1.48 persons 2.00
per vehicle use the HOV lanes during both the morning and te in HOV afternoon peak travel periods, and none of the facilities a 1.80 ncy R
averages more than two persons per vehicle. As these a 1.60 numbers indicate, violators are a pervasive problem on the region’s HOV system. Without additional enforcement and 1.40 64 at Norview EB 264 at Witchduck EB 264 at Military EB fines, the number of violators will continue to increase on the hicle Occup e 1.20 64 at Indian River EB 64 at J Clyde Morris WB
region’s HOV system. e V 64 at J Clyde Morris EB 1.00
Averag 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 Data Source: VDOT.
24 The State of Transportation in Hampton Roads: Occupancy/HOV Data Crashes, Injuries, and Fatalities in Hampton Roads SAFETY 1994 to 2003 35,000 180 There were nearly 33,000 crashes on 160 Hampton Roads roadways in 2003, with 18,000 30,000 140 r injuries and 127 fatalities. The number of crashes 25,000 a 120 e grew by 9.4% in Hampton Roads between 1994 and 2003, while the number of injuries and fatalities resulting from 20,000 100 traffic crashes actually both decreased by 15%. During this 15,000 80 lities Per Y time period, the number of vehicle-miles of travel in 60 ta
Hampton Roads increased 18%. So despite an increase in 10,000 Fa Number of Crashes Number of Injuries 40
crashes, the crash rate per million vehicle-miles of Crashes/Injuries Per Year 5,000 travel decreased 7% in Hampton Roads between 1994 Number of Fatalities 20 and 2003. 0 0 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 The change in the number of crashes, injuries, and Data Source: Virginia Traffic Crash Facts, Virginia DMV. fatalities between 1994 and 2003 was much better in Hampton Roads than across the state of Virginia. The crash rate per million vehicle-miles of travel also grew by 8% Percent Change in Crashes, Injuries, and Fatalities 1994 to 2003 statewide between 1994 and 2003, countering the trend in 25.0% Hampton Roads. 20.0% Although the number of fatalities as a result of traffic 15.0% crashes decreased in Hampton Roads between 1994 and 10.0%
2003, 127 fatalities per year is still significant. Particularly 5.0% concerning is the dominance alcohol use has on roadway 0.0% fatalities. Driving after consuming alcohol was by far the biggest factor influencing fatalities, with 66 crash-related -5.0% fatalities (52%) in Hampton Roads involving alcohol -10.0% Hampton Roads rcent Change, 1994 to 2003 Virginia e consumption in 2003. P -15.0% United States
-20.0% Crashes Injuries Fatalities Data Sources: Virginia Traffic Crash Facts, Virginia DMV, NHTSA.
25 The State of Transportation in Hampton Roads: Safety While crashes are the most substantial type of Total Incidents Responded to by the Smart Traffic incident, other types of incidents can affect congestion Center of Hampton Roads, 1997-2003 levels as well. Disabled vehicles, flat tires, and debris all 45000 compromise both the capacity as well as the safety of the 40000 facility. To respond to these incidents as quickly and as 35000 safely as possible, the VDOT Smart Traffic Center of
s 30000 Hampton Roads maintains a Freeway Incident Response t n e d
Team. In addition, the major bridges and tunnels throughout i 25000 c n
the region also maintain safety service patrols at their I l 20000 respective facilities. a Tot 15000 The Freeway Incident Response Team responded to 10000 over 24,000 incidents in 2003, with an average incident 5000 clearance time of about 15 minutes. Although this amounts to over 65 incidents each and every day, the number of 0 1997 1998 1999 2000 2001 2002 2003 incidents responded to by the Freeway Incident Response Data Source: Smart Traffic Center of Hampton Roads. Team decreased significantly in 2003. This is due to funding cutbacks that occurred early in the year, which resulted in fewer hours of the day and miles of freeway served by the Types of Incidents Responded to by the Smart Incident Response team. Before the cutbacks, service was Traffic Center of Hampton Roads, 2003 provided 24 hours a day, 7 days a week on 90 miles of freeway in Hampton Roads. Currently, the service is OTHER provided between 5 am and 8 pm, Monday through Friday 2% on 56 miles of freeway throughout the region. ABANDONED 7% As part of the Congestion Management System, ACCIDENT HRPDC completed the Hampton Roads Regional Safety 12% Study in early 2004. This report, which includes an in-depth DISABLED analysis of regional safety issues, can be found at 74% http://www.hrpdc.org/publications/techreports/transportation.html.
DEBRIS 5%
Data Source: Smart Traffic Center of Hampton Roads.
26 The State of Transportation in Hampton Roads: Safety TRUCK DATA Existing Truck Volumes and Percentages at Ten Major Gateways to Hampton Roads Being home to one of the largest port Daily Daily Truck Daily % of facilities on the East Coast, truck traffic is Volume Volume Trucks prevalent throughout Hampton Roads. In fact, Route 58 west of Franklin 19,245 3,839 19.9% Route 460 west of Windsor 13,972 2,791 20.0% nearly 75% of all containers shipped through the Port of I-64 at the James City/New Kent CL1 44,192 2,652 6.0% Hampton Roads arrive via trucks. This leads to about Route 17 north of the Coleman Bridge 34,070 1,257 3.7% Chesapeake Bay Bridge-Tunnel 9,890 1,017 10.3% 15,000 trucks entering or exiting each day at the ten most- Route 168 at the NC State Line 19,244 912 4.7% used gateways of Hampton Roads. Route 17 at the NC State Line 9,885 873 8.8% Route 13 at the NC State Line 5,150 807 15.7% Route 10 7,222 397 5.5% Despite the large number of trucks operating Route 30 7,887 379 4.8% 1 – Truck data for this segment is based on VDOT estimates. throughout Hampton Roads, trucks are primarily on the Data Source: VDOT. roadways during non-peak travel periods. Nearly 55% of truck travel in Hampton Roads occurs between the hours of 8:00 am and 3:00 pm. During the Percentage of Total Daily Traffic Volumes and Truck morning and afternoon peak travel periods, the Volumes by Hour, 2003 number of trucks on regional roadways 10.0% decreases significantly. 9.0%
Hour 8.0% HRPDC released an update to the Intermodal Management System report in 2001. 7.0% This report summarizes the movement of air, rail, 6.0% truck, and marine freight to, from, and within the Volume by 5.0% region. Another update to the Intermodal Management System will be released by HRPDC 4.0% in 2005. 3.0% of Total Daily e 2.0% % of Total Daily Vehicle Volume 1.0% % of Total Daily Truck Volume entag ec r 0.0% P 0 0 00 00 00 :00 :00 :00 :00 :00 :00 :00 :00 :00 :00 :00 :00 :00 :0 :00 0:00 1:0 2:00 3: 4:00 5: 6:00 7: 8:00 9 5 7 9 1 10 11 12 13 14 1 16 1 18 1 20 2 22 23 Data Source: VDOT classification count stations.
27 The State of Transportation in Hampton Roads: Truck Data PUBLIC TRANSPORTATION Transit Passenger Miles and Unlinked Trips in Hampton Roads, 1993-2002 Regional public transportation usage 100,000 has increased over the last eight years, 90,000 ked Trips 80,000 lin outpacing other metropolitan areas. Hampton n 70,000 d U
Roads has a variety of transit options, from conventional bus n 60,000 service provided by Hampton Roads Transit (HRT) and 50,000 Regional Transit Passenger Miles Williamsburg Area Transport (WAT), to passenger and 000s) (in
er Miles a 40,000 Regional Transit Unlinked Trips vehicular ferry services provided by HRT and VDOT, to g 30,000 commuting options provided by TRAFFIX, to tourist oriented ssen a
P 20,000 l
services such as HRT’s VB WAVE service. In the near future, a both light rail transit and bus rapid transit service may also 10,000 0 be available in the region. Region 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 Data Source: National Transit Database. There were 82 million passenger miles taken on public transportation in Hampton Roads in 2002. While that is a decrease over the previous year, the number has Regional and National Transit Usage and Growth, increased 32% since 1993. This growth is comparable to 1993-2002 national transit systems, which experienced a 34% growth in passenger miles between 1993 and 2002, and higher than Passenger Miles Unlinked Trips Hampton Roads Total Transit Usage transit systems in comparable large metropolitan areas with 81,970,000 17,626,300 (includes HRT and WAT) populations between one and three million people, which Hampton Roads Transit Growth, 32.1% 30.4% experienced a 26% growth. 1993 - 2002 Large Metropolitan Area Transit 25.5% 15.5% Growth, 1993 - 2002 Those 82 million transit passenger miles regionwide were taken on 17.6 million unlinked trips in 2002. (An National Transit Growth, 1993 - 2002 33.9% 21.3% unlinked trip is a trip made on one transit vehicle regardless Data Source: National Transit Database.
28 The State of Transportation in Hampton Roads: Public Transportation of the fare paid. If a passenger boards two Transit Passenger Miles Per Capita in Large Metropolitan Areas With buses to get from origin to destination, that Populations between 1 and 3 Million People, 2002
counts as two unlinked trips.) The number of a
t 200 i unlinked trips in Hampton Roads increased p a 180 C
30% between 1993 and 2002, which is higher r
e 160 than the growth that occurred both s P
e 140 l nationwide and in other large metropolitan i
M 120 areas. r e 100
In spite of the growth over the last ten sseng 80 a P years, transit use in Hampton Roads still lags
t 60 behind other metropolitan areas in terms of 40 ansi usage per capita. With approximately 51 r T 20 transit passenger miles per capita in 2002, Hampton Roads ranked 23rd among the 37 0 A A N IL H X L N A Y S S IN Y S N K Annual I A - C PA O CT TX WI UT LA NV T F - M FL D A OH L , IN K T MI C W , , , M O- , O , Y , C N - SC V , M Y , NC FL is - , , O o, h, , C io e l, s, s s, R - le OA I- l, F O lle , y NC R- g y rd in n, u M a o do, -K lo ll A g, il K us ter, N il n, it t, , S large metropolitan areas with populations O eg e fo on a s, ans g ron, n o - e, b ter, to pol M nd n , l rt t ac i e k la H Y NC nv , R ill H a , la C in o Di bur e dge P rl Ve r Fa N ll, bur o N R k v m hes l a a n ty shvi l o rs ts R O t. O -A o- T s O ic s lu c w a i a o P em t Ha An - - Lou Marc O t ra , er i o pe R N H ma l an Gre n ty -S . w n ton O a s Hi cks rw a a C h de a S Pi r- ee is Las and a l en k et a PT a Co R h lear c Indi n- ho g n between one and three million people. Of -S Sa Ci St m ag phi c P J M Lou C C o as o a Hi A d de Ne el -S a o - W - -B g - n auk e pol n ami r Ni R d r- h rg- ul lw lev ti H c o- - HA e rg- ans Okl m u tla ak ea s - Mem ia v ham ac K ske le b r Bo Mi L C u ti Sa fal n mon i r bu e u a n r- lt inn A f o h u M a those 22 metropolitan areas with higher Po e na t c l R D B - S rt Sa M in Bu s i ters n a c R al e lm ids to env n -F gh- a s e . P Sp D Ci te-Ga c lei t P ap in - t a S t R lle o en R s -W i transit use per capita than Hampton Roads, rl d o a pa- We and nv h vi m r e C o G bor e Pr Ta Gr 13 had some type of transit rail system in ens Data Sources: National Transit Database, Bureau of the Census. re place in 2002. G
HRT ferry 29 The State of Transportation in Hampton Roads: Public Transportation BICYCLE AND PEDESTRIAN FACILITIES
There are currently 457 centerline miles of various types of bicycle and pedestrian Bicycle Facilities in Hampton Roads, 2003 facilities throughout the region. These facilities range from remote park and refuge paths to the oceanfront boardwalk to shoulder facilities on major thoroughfares. The primary types of bicycle and pedestrian facilities in Hampton Roads are shared use paths (178 miles) and signed shared roadways (177 miles).
The next two pages reflect programmed and planned bicycle facilities from VDOT’s Hampton Roads District Bicycle Plan. Although there are plans for over 1,400 additional centerline miles of bicycle facilities, with current N policies and funding levels it is expected that 230 miles of additional bicycle or pedestrian facilities will be constructed throughout the region by 2026.
Existing Centerline Miles of Bikeway by Type in Hampton Roads
Shared Use Path Bicycle Lane Signed Shared Shoulder Roadway Facilities 178 miles 35 miles 177 miles 67 miles
Data Source: VDOT, “VDOT Hampton Roads District Bicycle Plan”, August 2003. Data Source: VDOT, “VDOT Hampton Roads District Bicycle Plan”, August 2003.
30 The State of Transportation in Hampton Roads: Bicycle/Pedestrian Facilities Programmed and Planned Bicycle Facilities Peninsula
Map Source: VDOT, “VDOT Hampton Roads District Bicycle Plan”, June 2003. 31 The State of Transportation in Hampton Roads: Bicycle/Pedestrian Facilities Programmed and Planned Bicycle Facilities Southside Hampton Roads
Part II 04 81216 Miles Map Source: VDOT, “VDOT Hampton Roads District Bicycle Plan”, June 2003. 32 The State of Transportation in Hampton Roads: Bicycle/Pedestrian Facilities TRANSPORTATION FINANCING Historical and Projected Transportation Budget for the As the amount of travel and congestion State of Virginia, Fiscal Years 2001 - 2009 has increased in Hampton Roads in recent $5,000 $4,500 years, transportation funding has had trouble $4,000 keeping pace. There are various reasons for this, $3,500 including higher project construction costs, increasing $3,000 infrastructure maintenance costs, and lower than average $2,500 state fuel taxes. $2,000 $1,500 Budget (in $1,000,000s)
The final transportation budget for the state of T $1,000 Virginia in Fiscal Year 2005 is $3.1 billion, down from $3.6 VDO $500 billion in Fiscal Year 2004. This amount includes $0 construction and maintenance of Virginia’s highway system, 1 3 5 -0 02 -0 04 -0 06 -07 08 -09 0 1- 2 3- 4 5- 6 7- 8 operations and administration, debt payments, and support Y 0 Y 0 F FY 0 F FY 0 FY 0 FY 0 FY 0 FY 0 FY 0 to ports, aviation, and public transportation. Although the statewide transportation budget increased considerably Data Source: VDOT during the late 1990s due to increased debt, it has remained generally constant over the early part of this decade. Allocation of VDOT Revenues, Fiscal Year 2005 Furthermore, the statewide transportation budget is not expected to grow significantly over the rest of this decade.
Not surprisingly, the largest items in VDOT’s budget are highway system construction and maintenance. Over 78% of the VDOT’s Fiscal Year 2005 budget is devoted to highway construction and maintenance. By comparison, state support for mass transit, ports, and the airports amounts to one-tenth of the highway allocations.
Chart Source: VDOT
33 The State of Transportation in Hampton Roads: Transportation Financing Once maintenance, debt service, and other priorities Six-Year Improvement Program Allocations by are funded, the remaining revenues are allocated toward VDOT District, Fiscal Years 2005 - 2010 studies, design, and construction of transit, rail, and Northern Virginia interstate and primary highway construction projects HamHamppton RoaRoads included in the six-year improvement program. The six-year Richmond improvement program for VDOT Fiscal Years 2005 - 2010 includes $1.2 billion for projects in the Hampton Roads Bristol construction district (which includes rural areas to the west Salem of the region as well as the Eastern Shore), which is 24% of Staunton the total that was allocated to construction districts Lynchburg statewide. Only the Northern Virginia district, with 32% of the Fredericksburg total statewide allocation, received more six-year improvement program allocations than the Hampton Roads Culpepper district. $0 000 000 000 000 000 000 000 000 0, 0, 000, 25 500, 75 000, $250, $500, $750, Statewide Highway Funding by Fiscal Year $1, $1, $1, $1, $2, Maintenance vs. Construction, FY 1993 - FY 2009 Six Year Improvement Allocations (in $1,000s) $1.6 Data Source: VDOT
$1.4
$1.2 Also affecting VDOT’s financial welfare is the additional funding that must be devoted to maintaining $1.0 n billions) i
( existing transportation infrastructure. As these $0.8 maintenance costs increase, less funding can be budgeted for transportation improvements. During $0.6 VDOT’s Fiscal Year 1993, $676 million was devoted to $0.4 highway maintenance in Virginia. This number Annual Funding Maintenance increased to $1.14 billion in FY 2004, and by FY 2009 $0.2 Construction statewide maintenance funding is expected to increase $0.0 to $1.38 billion. '93 '94 '95 '96 '97 '98 '99 '00 '01 '02 '03 '04 '05 '06 '07 '08 '09
Data Source: VDOT. Fiscal Year
34 The State of Transportation in Hampton Roads: Transportation Financing Although highway maintenance and construction Statewide Transportation Revenues by Source funding levels were similar in FY 1993, in FY 2004 $200 FY 2004 million more was spent on highway maintenance than on construction of new facilities statewide. By FY 2009, for BONDS 5% OTHER every dollar spent on maintaining highway infrastructure, it is SOURCES GENERAL FUNDS 10% expected that only 56 cents will be spent on constructing 2% new highway infrastructure. FEDERAL 29% RETAIL There are many revenue streams that fund SALES AND USE 11% transportation improvements. Over half of all statewide transportation revenues are provided by two methods, federal funds and the state motor fuels tax. In fact, since MOTOR FUELS TAX VEHICLE VEHICLE SALES 23% 2002 federal revenues have been the largest single source LICENSE FEES & USE of funding for Virginia’s highway construction program. It’s 5% 15% possible that without additional state revenue, Virginia may not be able to fully match available federal construction Data Source: VDOT funds in the future.
Pinners Point Interchange
35 The State of Transportation in Hampton Roads: Transportation Financing Although the motor fuels tax comprises the second Statewide Gasoline Taxes and Fees for Virginia, highest portion of transportation revenues statewide, Virginia Neighboring States, and the U.S. (as of July 2004) only ranks 41st in terms of the state taxes imposed on gasoline at 18.1 cents per gallon (which is comprised of 17.5 West Virginia* 25.4¢ cents per gallon base tax rate plus 0.6 cents per gallon petroleum storage tank fee). Every neighboring state and North Carolina* 24.9¢ the District of Columbia has a higher fuel tax rate than the NaNatiotionnwwiiddee state of Virginia, with West Virginia being even more than 24.3¢ AverageAverage seven cents a gallon higher. Maryland 23.5¢ The state motor fuel tax has remained generally unchanged since it was raised in 1986. When inflation is Kentucky* 21.4¢ taken into account, the buying power of the gas tax has actually decreased 40% over the last 18 years. This figure Tennessee 21.4¢ also does not take into account the additional maintenance District of burdens on the state gas tax, nor does it include Columbia 20.0¢ construction cost increases that have greatly exceeded Virginiairginia 18.1¢
0 5 10 15 20 25 30
Fuel Tax (cents per gallon) Statewide fuel taxes include base tax rates as well as any additional state taxes and fees. In Virginia, the statewide gasoline tax includes a 17.5¢ per gallon base rate and 0.6¢ per gallon petroleum storage tank fee. * Fuel taxes are variable in Kentucky, North Carolina, and West Virginia. Data Source: American Petroleum Institute.
inflation. While the fuel tax rate has remained unchanged, according to the Virginia Department of Accounts state revenues from the fuel tax grew at 2.8% annually over the last nine years due to increased fuel sales resulting from increased travel and decreasing fleet-average fuel economy.
I-64 in Hampton
36 The State of Transportation in Hampton Roads: Transportation Financing The level of fuel taxation affects the total cost of Average Regular Grade Fuel Costs Per Gallon for Virginia, gasoline at the pump. The average cost per gallon of Neighboring States, and the U.S. (as of July 1, 2004) regular unleaded gasoline in Virginia was $1.822 as of July District of 1, 2004 according to the AAA Fuel Gauge Report. This cost, Columbia $2.06 while significantly higher than the year before, ranked 36th Maryland among the 50 states and the District of Columbia. Among $1.94 NationwidNationwidee neighboring states, only Kentucky and Tennessee had lower $1.91 fuel costs, in spite of higher state fuel taxes in those states. AvAveraeragege West Virginia $1.90 Hampton Roads, with an average cost of $1.819 per gallon for regular unleaded gasoline as of July 1, 2004, was North Carolina $1.84 slightly lower than the statewide average. The cost was, VVirginiairginia $1.82 however, more than two cents a gallon higher in Hampton Roads than in the Richmond-Petersburg metropolitan area Tennessee $1.81 ($1.794 per gallon) and seven cents a gallon higher than in the Roanoke area ($1.747). Of the 37 large metropolitan Kentucky $1.77 areas with populations between one and three million 0 0 0 0 0 0 0 0 0 0 0 0 .0 .2 .4 .6 .8 .0 .2 .4 .6 .8 .0 .2 people, the average cost of fuel was $1.88, with Hampton 0 0 0 0 0 1 1 1 1 1 2 2 Roads ranking 22nd of those 37 areas. $ $ $ $ $ $ $ $ $ $ $ $ Average Regular Grade Fuel Costs (cents/gallon) The effects of the current and future levels of Data Source: AAA Fuel Gauge Report. construction funding are evident in the regional long-range transportation plan. The Hampton Roads 2026 Regional King Freeway extension project. Of the regional roadways Transportation Plan included nearly 300 candidate projects, that currently experience severe congestion, 66% have no at a total cost of over $30 billion. Only 150 of those projects, improvements planned over the next 20 years due to a lack at a total cost of $9 billion, were included in the final plan of funding. Even after spending $7 billion on transportation due to a lack of funding. The list of unfunded projects is improvements over the next 20 years, over half of all lane extensive, including most of the Hampton Roads Third miles in Hampton Roads are expected to be Crossing project, widening I-64 west of Newport News, moderately or severely congested during the peak widening I-64 in Chesapeake, widening Dominion travel periods in 2026. Boulevard, and the Midtown Tunnel widening/Martin Luther
37 The State of Transportatsportationon inin HaHammpptoton RoaRoads: Transportation Financing ITS
As major roadway projects become more difficult to complete, Intelligent Transportation Systems serve as an economical method of improving the operation and performance of existing facilities. Intelligent Transportation Systems (ITS) apply advanced technologies to help ensure the mobility of people and goods, provide for their safety and security, improve overall transportation system operations, and inform travelers of real-time weather and road conditions. There is a wide range of ITS technologies available, including highway message signs, video cameras, transit vehicle location devices, on- line communications, traffic signal systems, automated toll booths, etc.
In Hampton Roads, VDOT operates a Traffic Management System (TMS) that provides freeway surveillance, incident detection, traffic information dissemination, and a communications backbone for the region. The TMS is controlled and monitored by the Smart Traffic Center of Hampton Roads. With the completion of Phase I of the Traffic Management System in 1996, 19 centerline miles of freeway were monitored by the Smart Traffic Center. The completion of Phase II in 2004 brought the existing coverage up to 50 miles. Once Phase III is Various ITS Infrastructure in Hampton Roads
38 The State of Transportation in Hampton Roads: ITS completed late in 2005, 113 miles of freeway, nearly the Hampton Roads Smart Traffic Center Coverage Area entire Hampton Roads interstate system, will be covered. The completed system will include 288 closed-circuit cameras, 2,330 vehicle detectors and sensors, and 244 variable message signs.
Local jurisdictions have also planned and implemented various ITS improvements. Chesapeake, Hampton, Newport News, Norfolk, Portsmouth, and Virginia Beach all have planned or implemented Advanced Traffic Management Systems, and Chesapeake, Hampton, Norfolk, and Virginia Beach will also have their own Smart Traffic Centers. These municipal Smart Traffic Centers will be connected with the Smart Traffic Center of Hampton Roads, allowing for further data collection and sharing.
Regional ITS improvements are often planned through the Hampton Roads ITS Committee, which was one Map Source: VDOT of the first cooperative, inter-agency, multi-jurisdictional transportation groups in the nation. One of the committee’s since the estimated cost of infrastructure included in the accomplishments is the Hampton Roads ITS Strategic Plan, project inventory of the ITS Strategic Plan is over $200 which serves as a road map for the effective use of ITS million. Congestion Mitigation and Air Quality (CMAQ) throughout the region. An update to the ITS Strategic Plan funding is often used to fund regional ITS improvements. was released in 2004, revising previous plans from 1995 and Between 1993 and 2008, 56% of all CMAQ allocations have 2000. The Hampton Roads ITS Strategic Plan can be found been devoted to either ITS or signal system infrastructure at http://www.hrpdc.org/publications/techreports/transportation.html. improvements. Statewide funding and federal grants are often used to fund ITS initiatives as well, and recently ITS There are various funding mechanisms used to technology has been incorporated into highway construction finance ITS projects throughout the region, which is critical projects.
39 The State of Transportation in Hampton Roads: ITS AIR QUALITY Hampton Roads Ozone Nonattainment Area and Air Quality Monitoring Stations Hampton Roads air quality is greatly affected by the region’s transportation system, with nearly half of all pollutants coming from Ambient Air mobile sources. These mobile sources encompass Quality Stations every mode of transportation, including cars, trucks, airplanes, locomotives, and ships. As such, the Transportation Equity Act of the 21st Century (TEA-21) requires that the metropolitan transportation planning process be coordinated with the mandates of the Clean Air Act in the development of transportation plans and programs. This means that the regional Transportation Improvement Program and Long Range Transportation Plan must meet air quality conformity standards. VDOT is responsible for these air quality conformity analyses for regional plans and programs. Data Source: Virginia Department of Environmental Quality.
Regional transportation projects are chosen based Fourth Highest Daily Maximum Ozone Readings, 2001 - 2003 on many criteria, including their expected impacts on air Eight-Hour Averages (ppb) quality. One source of federal transportation funds, 3 Year Congestion Management and Air Quality (CMAQ), is 2001 2002 2003 Average dedicated to funding projects that are chosen based on their Hampton 85 102 83 90 ability to reduce emissions. Suffolk - TCC 85988388 Suffolk - Holland 75 92 79 82 The Environmental Protection Agency (EPA) also Data Source: VDOT. regulates the amount of ground level ozone allowed in each region. Ozone levels are measured by three ambient air quality stations in the region, two of which are located in
40 The State of Transportation in Hampton Roads: Air Quality Suffolk and the other in Hampton. In 1991, EPA first classified Hampton Roads as a marginal ozone nonattainment area based on violations of a one-hour ambient air quality standard. EPA redesignated the region to attainment status in 1997, based upon approval of the Hampton Roads Area Maintenance State Implementation Plan. As an ozone maintenance area, Hampton Roads still had to meet emission tests for both volatile organic compounds and nitrogen dioxide.
In 1997, EPA proposed a new eight-hour ambient air quality standard that is currently replacing the one-hour standard. To determine whether there is a violation of the eight-hour standard, EPA uses the fourth highest daily maximum eight-hour average ozone concentration over the course of the year, averaged over a three-year period. The region is determined to be in nonattainment if this value is 85 parts per billion or higher at one of the monitors. With a A hazy Downtown Norfolk skyline three-year average of 90 parts per billion at the air monitoring station in Hampton, Hampton Roads is now classified by EPA as a Marginal Ozone Nonattainment Area, the second-least severe of the six nonattainment classifications defined by EPA.
As a marginal ozone nonattainment area, certain actions must be undertaken in the region, most of which will affect stationary sources such as industries and power plants. Attainment in marginal ozone nonattainment areas must be in place by June 2007 according to EPA regulations.
41 The State of Transportation in Hampton Roads: Air Quality
SUMMARY
This report includes numerous Marine Data Roadway Usage statistics regarding the state of transportation in Hampton Roads. • The Port of Hampton Roads • There were 36 million vehicle- Some of the most interesting statistics ranked third among principal Atlantic miles of travel on the average day in from each section of this report are Coast ports, with over 30 million short Hampton Roads in 2002, an increase summarized below: tons of goods imported and exported of over 5 million miles daily from 1993. in 2002. • The amount of vehicular travel per Air Travel • The amount of general cargo capita in Hampton Roads was 23.3 handled by the Port of Hampton miles per person per day in 2002, up • Norfolk International Airport Roads has more than doubled over from 22.0 miles per person per day in experienced a 15% increase in the last ten years. 1993. passenger boardings between 2001 and 2002. Newport News- • The growth in roadway travel in Williamsburg International Airport Rail Travel Hampton Roads increased three experienced a 30% increase in times faster than the growth in passenger boardings between 2001 • Including coal, 69% of all inbound population between 1993 and 2002. and 2002. freight to Hampton Roads and 11% of all outbound freight from Hampton Roads by tonnage was transported by rail in 1998.
• In 2003, over 100,000 riders boarded Amtrak trains at the Newport News station, and 37,000 riders boarded Amtrak trains at the Williamsburg station.
42 The State of Transportation in Hampton Roads: Summary • Interstates in Hampton Roads • The average peak period traveler • 15,000 more people commuted carried 29% of the regional daily traffic in Hampton Roads spent 28 hours across the Hampton Roads harbor in volumes in 2002, up from 20% in stuck in traffic in 2002, up from 18 2000 than in 1990. 1993. hours in 1993. • The number of vehicles crossing • If local roadways are excluded, the between the Peninsula and the amount of travel in Hampton Roads Commuting Data Southside increased from 107,900 per grew nearly three times faster than the weekday in 1990 to 157,100 per amount of roadway capacity did • In Hampton Roads, the average weekday in 2000. between 1993 and 2002. trip to work in 2000 took 24.1 minutes, up from 21.6 minutes in 1990. Vehicle Occupancy and HOV Data TTI Urban Mobility Report Data • Nearly 79% of commuters in Hampton Roads drove alone to work • Vehicle occupancy rates dropped • Drivers in Hampton Roads in 2000, up from nearly 73% in 1990. on regional interstates and arterials experience over 23 million hours of between 1999 and 2003. delay annually, at an annual cost of • 48% of all Hampton Roads over $400 million to the region. residents work in a jurisdiction that is • During the evening peak period, different from the one that they live in. HOV lanes carry 12% of the traffic and • The average peak period trip in 15% of the people on roadway Hampton Roads takes 21% longer • The percentage of people in segments with available HOV facilities. than the same trip takes during free Hampton Roads that drove more than flow periods of the day. 90 minutes to work more than tripled • Violators are a significant problem between 1990 and 2000. on the region’s HOV system.
43 The State of Transportation in Hampton Roads: Summary Safety Truck Data Bike and Pedestrian Facilities
• There were nearly 33,000 traffic • Nearly 15,000 trucks enter and exit • There are currently 457 centerline crashes on Hampton Roads roadways each day at the ten most-used miles of various types of bicycle and in 2003, with 18,000 injuries and 127 gateways of Hampton Roads. pedestrian facilities in Hampton fatalities. Roads, with plans for over 1,400 • Most of the truck travel in additional centerline miles. • The crash rate per million vehicle- Hampton Roads occurs during the miles of travel decreased 7% in non-peak travel periods. Hampton Roads between 1994 and 2003.
Transportation Financing
Public Transportation • Virginia ranks 41st among the 50 states and the District of Columbia in • 52% of the fatalities in Hampton • There were 82 million passenger terms of taxes imposed on gasoline. Roads in 2003 involved alcohol miles taken on transit in Hampton Virginia also has the lowest fuel tax consumption. Roads in 2002, a 32% increase over rate among neighboring states and 1993. the District of Columbia. • The VDOT Freeway Incident Response Team responded to 24,000 • With 51 transit passenger miles • The buying power of the gas tax incidents in 2003, although this per capita in 2002, Hampton Roads has decreased 40% over the last 18 number is much lower than in 2002 ranked 23rd among the 37 large years. due to budget cutbacks. metropolitan areas.
44 The State of Transportation in Hampton Roads: Summary • The average cost per gallon of • The Hampton Roads 2026 Air Quality regular unleaded gasoline was $1.82 Regional Transportation Plan included in Virginia as of July 1, 2004, ranking 298 candidate projects, at a total cost • With a 3-year average of 90 parts the state 36th among the 50 states and of $33 billion. Only 151 of these per billion at the Hampton air the District of Columbia. projects, at a total cost of $7 billion, monitoring station, Hampton Roads is were included in the final plan due to now classified by EPA as a Marginal • The average cost per gallon of a lack of funding. Ozone Nonattainment Area, the regular unleaded gasoline in Hampton second-least severe of the six Roads was also $1.82 on July 1, 2004. • Of the regional roadways that nonattainment classifications. This cost was two cents a gallon currently experience severe higher than the Richmond-Petersburg congestion, 66% have no • As a marginal nonattainment area, metropolitan area, and seven cents a improvements planned over the next certain actions must be undertaken in gallon higher than the Roanoke 20 years due to a lack of funding. the region, most of which will affect metropolitan area. stationary sources such as industries • Over half of all lane miles in and power plants. • $1.14 billion was devoted to Hampton Roads are expected to be highway maintenance in Virginia in moderately or severely congested VDOT’s Fiscal Year 2004, up from during the peak travel periods in 2026. HRPDC will be releasing Part II $676 million in FY 1993. During the of the Congestion Management same time, funding for highway System report early in 2005. Part II will construction projects statewide did ITS include a historical analysis of the not change significantly. traffic trends at major regional bridges • The completed Hampton Roads and tunnels and a comprehensive • By FY 2009, for every dollar spent Traffic Management System will cover congestion analysis of the region’s on maintaining highway infrastructure 113 miles of freeway with 288 closed- highway system. Part III of the statewide, only 56 cents will be spent circuit cameras, 2,330 vehicle Congestion Management System on constructing new facilities. detectors and sensors, and 244 report will include congestion variable message signs. management strategies and an analysis of their impacts, and identification of the most congested corridors and areas that require further analysis.
45 The State of Transportation in Hampton Roads: Summary
ADDITIONAL INFORMATION
The information provided in this report was compiled from Roadway Usage a wide variety of sources, many of which are publicly available. Data from the following sources were included in this report and The Highway Statistics Series contains analyzed statistical data on contain additional information: motor fuel; motor vehicles; driver licensing; highway-user taxation; highway finance; highway mileage, and Federal aid for highways. The reports are released annually by the Federal Highway Air Travel Administration and are located at http://www.fhwa.dot.gov/ policy/ohpi/hss/index.htm. The Federal Aviation Administration updates air passenger data for both the nation and individual airports at their website http://www.faa.gov. Passenger data is also provided on each of TTI Urban Mobility Report Data the region’s airport websites, http://www.norfolkairport.com and http://www.nnwairport.com. The Texas Transportation Institute (TTI) annually releases the Urban Mobility Report, a nationally known study of mobility and traffic congestion on freeways and major streets in 75 cities. The Marine Data report is located at http://mobility.tamu.edu.
The Virginia Port Authority maintains up-to-date statistics regarding the Port of Virginia on their website at Commuting Data http://www.vaports.com/PORT-stats.htm. The Hampton Roads Maritime Association also releases the Port of Hampton Roads The Bureau of the Census, as part of Census 2000, collected and Annual Report, which contains extensive information regarding all disseminated information regarding commuting patterns in aspects of the Port. Additional information is available through jurisdictions throughout the country. Data from the 2000 Census is http://www.portofhamptonroads.com. located at http://www.census.gov/main/www/cen2000.html.
Rail Travel Occupancy and HOV Data
The Federal Railroad Administration Office of Safety Analysis The 2001 National Household Travel Survey, released every five maintains a highway-rail safety database. This data is located at years by the USDOT Bureau of Transportation Statistics, provides http://safetydata.fra.dot.gov/officeofsafety. Data for Amtrak extensive information regarding personal travel in the United ridership is available at http://www.amtrak.com. States. The highlights of the 2001 survey are located at http://nhts.ornl.gov/2001/reports.shtml.
46 The State of Transportation in Hampton Roads: Additional Information Safety business day and is the most comprehensive retail gasoline survey available. This data is located at The Virginia Department of Motor Vehicles annually http://www.fuelgaugereport.com. releases the Virginia Traffic Crash Facts document, which is a comprehensive statistical overview of traffic crashes occurring throughout Virginia. The document is located at ITS http://www.dmv.state.va.us/webdoc/citizen/drivers/crash_facts.asp. The Hampton Roads ITS Strategic Plan details the state of ITS in the region as well as goals that should be attained. The Transit plan was updated in 2004, and this update is located at http://www.hrpdc.org/publications/techreports/transportation.html. The Federal Transit Administration collects and disseminates data on the state of mass transportation via the National Transit Database (NTD) program. The National Transit Air Quality Database is located at http://www.ntdprogram.com/NTD/ ntdhome.nsf/Docs/NTDData. Virginia’s Department of Environmental Quality maintains information regarding national air quality standards and regional air quality data. Their website is http://www.deq.virginia.gov/air. Bicycle and Pedestrian Facilities
In 2003, VDOT released the Hampton Roads District Bicycle Plan, which serves both as an inventory of existing facilities For additional information regarding this report, previous and as the basis for bicycle and pedestrian information for the Congestion Management studies, or other transportation region’s 2026 Regional Transportation Plan. More information questions or concerns, please contact HRPDC: regarding VDOT’s bicycle and pedestrian facility policies is available at http://virginiadot.org.
Transportation Financing
The American Petroleum Institute maintains a list of fuel taxes and fees by state. This data is located at http://api- Hampton Roads Planning District Commission ec.api.org. 723 Woodlake Drive Chesapeake, Virginia 23320 National, statewide, and regional fuel prices are available 757.420.8300 via AAA's Daily Fuel Gauge Report. The data is updated each http://www.hrpdc.org
47 The State of Transportation in Hampton Roads: Additional Information