A substantial number of homes are within a 2 mile (15 minute) bike ride.

The existing school was likewise located on what used to be a remote stretch of largely rural roadway. Over time development around the school increased but bike-ped accomodations were never upgraded. It is likely the same pattern will repeat itself at the new site.

2,000+ students and faculty will use the new school, with the only transportation choice for getting there being motorized.

New Data Show Bicycling and Walking Up by 25 Percent
Report Looks at Efforts to Increase Bicycling and Walking in the U.S.

WASHINGTON – The U.S. Department of Transportation today released new data from the Federal Highway Administration’s 2009 National Household Travel Survey which shows that both bicycling and walking trips have increased by 25 percent since 2001.  The FHWA funded Pedestrian and Bicycle Information Center included this data in The National Bicycling and Walking Study: A 15-Year Status Report.  The report details trends and changes in bicycling and walking since 1994.

“This report demonstrates what we’ve been saying here at the Department,” said U.S. Transportation Secretary Ray LaHood.   “Americans want and need safe alternatives to driving. And by making biking and walking safer and more accessible, we’ll be able to provide Americans with more choices and help foster more active, livable communities.” 

Secretary LaHood recently announced a policy change to promote bicycle and pedestrian opportunities that encourage transportation agencies to go beyond minimum standards and provide safe and convenient facilities for pedestrians and bicyclists.

 In the 1994 National Bicycling and Walking Study, the U.S. Department of Transportation established two goals: to reduce the number of bicyclists and pedestrians killed or injured in traffic crashes by 10 percent and to double the percentage of total trips made by bicycling and walking in the United States.

 From 1993 to 2008, bicycle fatalities decreased by 22.3 percent and injuries decreased by 14.7 percent, and pedestrian fatalities dropped by 12 percent and injuries dropped by 17.8 percent, surpassing the goal in the 1994 report. However, in 2008, there were 4,378 pedestrians and 716 bicyclists killed in roadway crashes which indicates that there is still work to be done to make walking and bicycling safer and more convenient transportation options.

 The number of reported walking trips has more than doubled since the first survey, from 18 billion in 1990 to 42.5 billion in 2009. Bicycling trips saw a similar increase, from 1.7 billion to four billion during the same period.  While percentage increase in bicycle and pedestrian trips didn’t fully meet the goal, the report also noted the population increase resulted in a greater number of overall trips and that progress is being made.

 “We are proud of the work we’ve done to integrate walking and bicycling into people’s transportation options,” said Federal Highway Administrator Victor Mendez.  “But we won’t stop working until we find ways to prevent fatalities and create more livable communities across the country.”

 The National Bicycling and Walking Study: A 15-Year Status Report is a status update to the 1994 National Bicycling and Walking Study.  This new report looks at progress toward goals outlined in the original study and outlines federal, state and local programs that promote bicycle and walking throughout the country.

 The full report can be accessed at http://www.walkinginfo.org/15_year_report/.

Lowering the speed limit will help in at least two ways: 1) it will give all users of Shore Drive a little bit of extra time to see and safely respond to each other, and 2) when something does go wrong the chances of a fatal outcome will be reduced (see motor vehicle fatality rates).

After several decades of motorist, bicyclist, and pedestrian deaths this action has been a long time coming. Though a number of factors have been cited including alcohol, the fundamental problem has been in trying to maintain a speedway with average vehicle speeds of 52 mph in a predominantly beach resort and residential unit area.

In past years the city took steps to reduce the number of fatal single car drive offs at the eastern end of the highway. The removal of trees, shoulder improvements, and rumble strips have been largely effective in reducing fatalites. Given the number of drivers who were intoxicated and traveling at speeds exceeding 90 mph late at night, this response drew substantial public criticism from the “deserve to die” believers. By lowering the speed limit and other physical improvements a similar buffer is hoped for pedestrians and cyclists.

There is still work to done with necessary physical improvements such as lighting and crosswalks. Hopefully safety assessments will continue to identify where near term improvements can be made. Long term improvements such as sidewalks, pedestrian friendly intersections, replacing the Lesner Bridge, addition of a multi-use path, and wide curb lanes or bike lanes are also needed for the community to realize the most gains in terms of safety.

Many thanks to the Virginia Beach City Council, including Vice Mayor Louis Jones and Jim Wood for taking a stand in favor of a safer, more liveable city. And kudos to the Shore Drive Community Coalition for their dedicated efforts on behalf of their residents and all users of Shore Drive.

Highway costs are increasingly being paid from sources other than user fees such as the gasoline tax and motor vehicle license fee.  In Virginia, these non-user fees include 1/2 percent of the general sales tax, grantors tax,  and other sources. 

It seems that motorized transportation is getting a pretty substantial subsidy, especially when you add in free or reduced rate garage or surface parking that many localities provide, the costs for police, fire, and EMS support and many other services needed to support the current roadway infrastructure. Many of these services are funded through state and local revenue sources that we all pay.

The following report shows user fees currently support only about 51% of roadway funding, a percentage that has been in steady decline for four decades. The differences are made up by taxes and fees everyone pays, whether they drive or not:

http://subsidyscope.com/transportation/highways/funding/

–hrcyclist

April 25, 2010

Re: Death by Car on Shore Drive

To All It May Concern:

            I have been thinking of writing on this subject for some time. As a result of Kerry Dougherty’s column in The Virginian-Pilot, “AS SHORE SHOWS, BOOZE CAN TURN ANY ROADWAY INTO A DEAD END,” the time has come for me to say my piece.

            In said column dated 4/24/10, Ms. Dougherty attributes the fickle-finger-of fate in the recent death of a young woman, Ms. Whitney Lynne Hulce, as being the result her use alcohol, mixed with poor city planning, mixed with commercial properties, mixed with time-of-day, mixed with speed limits. Indeed, I concur that this does have the makings for a cocktail known as “Death by Vehicle on Shore Drive.” But I also believe that too much emphasis is being placed on the alcohol consumer and none on the fact that in the State of Virginia, (of which Shore Drive is located),  “Pedestrians have the right of way.” (And, I don’t believe there is any reference in the law qualifying it as to one’s blood alcohol level.)

            I have lived off Shore Drive in the neighborhood of Baylake Pines for most of my life– since 1955. This neighborhood is situate on the north side of Shore Drive approximately 1/4 mile east from the “gateway” off-ramp at Northampton Blvd. (I can hear the traffic–and sirens–on Shore Drive, have a thank-fully small glimmer of Shore Drive, and smell the “aromas” of petrol permeating the air from Shore Drive, on a regular basis from my primary residence.) I love my home and neighborhood, as well as the entire the bay-front community of which it is a part, and consider myself blessed to own a home here.  And, additionally, for the past ten (10) years, I have been further blessed to own a second home, (get-away studio), at the Virginia Beach oceanfront at 40th Street–the demarcation zone between “The North End” residential areas and “The Resort Area” of Virginia Beach.

            Driving the ten (10) miles, (which takes 15-20 minutes), between these two, well-loved, properties is the norm for me. I do it often and at various times of day/night. I also spend a lot of time in the The Resort Area–on bike, on foot, on trolley bus, and, (as little as possible), by car.  I know all of these areas well, (including Shore Drive,) as pertains to traffic, including pedestrian traffic. And, I have come to learn that the dance that is done between people in autos with people on foot is different, depending on which part of this contiguous road, (i.e., bay-front or oceanfront), one happens to be. Shore Drive is a gateway to the oceanfront and continues for about seven-point-seven, (7.7) miles from my home to 83rd Street where the name changes to Atlantic Avenue. So does the driving behavior. So does the pedestrian behavior.

            A bit of history and personal perspective: The speed limit was changed along Shore Drive long ago from 55 mph, (when development was sparse), to its current primary speed of 45 mph. Over the years lanes were added to satisfy the needs of increased high density residential development, (i.e., condomiums), and to the address the role that Shore Drive would play as a “main artery” of our city.  Citizens in established residential neighborhoods, such as Chesapeake Beach, Bayville Park, Baylake Pines, Ocean Park, Sylvan Beach, Lynnhaven Colony, Cape Story by the Sea, Cape Henry, etc., began to take a back seat to their wants/needs of the area, as progress, development, and greed took over. The result: drivers on Shore Drive have been trained and conditioned to use the road as a speedway to get to their destinations–be it work or home. The beauty and respect for this highly/primarily residential area is gone…what remains of our scenic route to our oceanfront is now disregarded by most automobile drivers in their haste to be at work or be at home.

            But the routine and familiarity are different once you arrive from Shore Drive (dropping down in speed from 55 mph, through Fort Story, to 45 mph, then 35, then 25 mph), briefly onto 83rd Street at the oceanfront, and then onto Atlantic Avenue, (following our coastline and never once making a hard turn). That is where you find the beginning, (or end depending on which direction you are traveling), of the oceanfront’s high end residential neighborhoods, collectively called The North End. (This, by the way, is where Kerry Dougherty lives, I believe, not to mention our Mayor, Will Sessoms.) Still a State highway, Atlantic Avenue runs through The North End residential area which encompasses some forty blocks, (about 3 miles), as it leads to The Resort Area of Virginia Beach, (which begins at 42nd Street).

             Once entering from Shore (with a brief name change to 83rd Street), the driver is asked, (by way of signage) to resume the 35 mph speed limit on (what is now) Atlantic Avenue as they travel south along this oceanfront drive (which, by the way, has no scenic views nor visibility of the ocean). It is an undivided four (4) lane road (2 lanes going south, 2 going north), with few lights and few crosswalks. A shallow block to the east of Atlantic Avenue you’ll find the Atlantic Ocean and its lovely beaches, and, again, while there are “no scenic views” from the road, everyone knows where the ocean is. Though a public beach, it really is pretty much a private beach for The North Enders since parking is mostly prohibited unless you live there–and you’ll rarely find a place to park on public streets. Most residents here live across Atlantic Avenue from the ocean in long established “high end” neighborhoods, such as Bay Colony, Princess Anne Hills, etc., which are out of site from Atlantic Ave., just beyond to the west. Still none will be thwarted in getting to the beach/ocean, together with their boogie boards, surfboards, beach carts, children, dogs, coolers, fortunate friends, etc., in tow.

            Those who choose to drive/must drive this route to/from their homes in The North End, venues in The Resort Area, or whatever in The South End, demonstrate driving behavior that is different than that (they) exhibit along the bay-front residential neighborhoods. Besides driving at a much slower speed, (the posted speed of 35 mph is routinely observed), the drivers here actually stop to let pedestrians cross. They seem to have mellowed a bit, and actually slow down for people along side of the road in all spots/blocks along the way. There are, after all, some 40-plus blocks for these pedestrians to walk to the beach. Crosswalks are rare. People just choose to cross where they will at points of least resistance. And, as far as I know, no one has ever been killed by being mowed down by a car here–day or night, drunk or sober.

             While continuing on the same stretch of road, (i.e., you still haven’t been required to make a turn), the name changes once again around 41st Street. It now becomes Pacific Avenue and you have left The North End residential “zone” and entered the North End retail “zone”. Driving behavior once again changes with pedals to the metal. More retail has been thrown into the mix and road modifications have been made. There has been added a thin, shallow (“tripping”) concrete divide in most places, and pedestrians are “encouraged” to use crosswalks, (by layout and design). There is little to “encourage”  tourists to walk westerly to cross Pacific Avenue in this ten block span (roughly encompassing 41st Street to 31st Street), as they are booked into fancy hotels along the oceanfront/boardwalk and have what they want and need–the Atlantic Ocean.  Their needs are pretty much met, and if they do need to get anywhere, the hotels will help them do it safely. Accidents here are rare and/or are given scant media attention.

            As you progress down this route heading south, things change once again in the driving behavior of those along this route at 31st Street and Pacific Avenue. Considered by the city as a major gateway to the oceanfront, 31st Street, (it’s other name is Laskin Road which becomes Virginia Beach Boulevard as you move further west), is where the real fun begins! This is where you, as a driver, will be confronted by the fact that PEDESTRIANS do indeed RULE! The speed limit is the same (35mph), and the road is pretty much the same, four lanes, (2 south, 2 north), with a sliver of (“tripping”) median, curbside metered parking, some crosswalks, and a few more traffic lights. There are still residential–tho less elite–areas, (eg., “Old Beach), to the west, but to this mix is now added low rent motels, miscellaneous retail, public and private parking lots, and entertainment venues, (think PUTT PUTT Golf). Yep, you’ve arrived at The Resort Area and lots of people–not cars–determine one’s driving behavior. In a word, people cross the road whenever and however they like. Nope, these pedestrians, including visitors from far and wide and of all walks of life, have NO doubt that “pedestrians have the right of way.” They “know” it from about 10 a.m. thru the wee small hours of the morning after the bars–excuse me, make that “cafes and clubs”–close each and every day of the tourist season, (ie., May thru September). And all those who drive along this route know it too. (Hats off to the city’s police force.)

            So now that I have given you a “driving behavior run down,” (no pun intended), on this contiguous, thirteen (13) mile route from my bay area home to the oceanfront’s Rudee Inlet Bridge, (at 2nd Street), in hopes of illuminating what’s possible as it pertains to mixing drivers with pedestrians, I’d like to return to further address the matter at hand as it pertains to Shore Drive…”How to protect its residents and citizens from becoming statistics.”

            To this end I would begin by disputing Ms. Dougherty’s statement in her column…”This east-west road became crammed with cafes, clubs and condos.” Yes, it has been over-developed in density with condominiums, but as to “crammed” with clubs and cafes, it should pointed out to Ms. Douherty that “cafes and clubs” can ONLY be found along a 1.15 mile continuous segment of this road. That’s ONE POINT ONE FIVE! The first two “cafes” are located just west of the Lesner Bridge. They are Salty C’s on the south side of Shore Drive and Don Julio’s across the highway on the north. From there heading east over the Lesner Bridge, (which spans .5 of said 1.5 mile), and continuing just a tad past N. Great Neck Road–the 1.5 mile zone I just mentioned–lies practically ALL other commercial properties, including churches, small retail, a grocery store, convenience stores, gas stations, fast-food drive-thrus, a donut shop, pharmacies, “cafes and clubs,” bars, etc. Oh, yes, and one motel and a fishing pier.  And, yes, these businesses, established to serve our bay-front community, (i.e.,neighborhoods), are located on both sides of the highway. Said another way, the entire of the Shore Drive, area, (save that 1.5 mile piece), from my home to First Landing State Park, (a/k/a Sea Shore State Park), is comprised of nothing but residential neighborhoods, parks, beaches, and WATER–on both sides of the road!

            And with the exception of the drive through Fort Story which has a posted speed limit of 55 mph, and the recent reduced (posted) speed limit from 45 mph to 35 mph along that small stretch of road that is flanked by the neighborhoods of Cape Henry and Cape Story by the Sea, all other parts of Shore Drive have a posted speed of 45 mph, including that 1.5 mile of “cafes and clubs,” etc. And further, in regards to “posted” and real world speed limits…Who doesn’t know the unspoken rule that, “You can get away without getting a ticket going up to 10 mph over…” Therefore, think of 45 mph as 55 mph; and 35 mph as 45 mph because that IS what most of the drivers odometers read as they breeze through our community.

            Nevertheless, I am envious of and happy for the Cape Story and Cape Henry neighborhoods in getting a reduction to 35 mph, (45mph “real world”). I’d love it to be the case where I live, since I’d like to be able to cross Shore Drive (safely) to get to the new walk/bike path, Bayville Park and the Bayside Recreation Center–all of which are practically within shouting distance from my home, and what should be an easy and potentially pleasant walk/bike ride. Rather, I think once, twice, three times about “crossing the road to get there” and go get the keys to my car.

            Sad, isn’t it? This bay area literally teems with amenities, both of natural and man-made designs and both sides of Shore Drive offer far more than “cafes and clubs” to its residents. People buy homes here to have access to these amenities, including the beaches, waterways, marinas, parks, nature, and, yes, food and entertainment, (including “cafes and clubs). Someway, somehow they will get to their destinations, even if it means risking their lives to cross a hazardous roa–drunk or sober! And regardless of whether someone has been drinking or not, nothing should qualify them as potential road kill. Pedestrians have the right of way!

            Ms. Dougherty shared (in her column) that “City traffic engineers say Shore Drive is safe” and goes on–after touching on the human toll of fatalities along the road–to build on her theme of “blaming the victim” that “…those who study traffic and accident data say it isn’t especially treacherous.” Employing “yardsticks,” the reader is asked to discount the treachery of Shore Drive’s configurement, (in our lives), and instead consider that roads like Virginia Beach Blvd., Kemps River Road, Indian River Road, and Kempsville Road are more dangerous…

            As to solutions for our Shore Drive dilema, Ms. Dougherty and the city offer up little (as usual). We are led to believe that there are only “three measures (the city) could make (to) make the road somewhat safer.” The measures, of course, involve “costs,” taxpayers,” and “speed limit” changes. And those suggested “solutions” are painted in brushstrokes of “inconvenince” and “poor design” by those mentioning them.

            Ms. Dougherty concludes her piece as a mother–or a school teacher–would admonish a child, telling the reader what the “lesson” there is “to be learned” from this tragedy. In a nut shell she does, indeed, blame the victim with this “Don’t Drink and Walk” mentality.

            As I gave thought to writing my response to Ms. Doughtery’s column, I decided to drive, observe, and measure much of the distance of the area in question. Along the way it occurred to me that there are other solutions–immediate solutions–solutions that couldn’t be dismissed by costing the taxpayer too much money. Minor modifications.  One is that the city could erect their portable alert signs at the beginning and ends of “Cocktail Alley” along Shore Drive. Yellow flashing letters could be programmed to read “SLOW DOWN/DRUNKS CROSSING” or maybe “REDUCE SPEED TO 25MPH OF YOU MAY KILL SOMEONE!” Or, how bout, developing zones that have reduced speeds at certain times of day, (kinda like school zones). This could even be expanded for the whole Shore Drive corridor so that people could go “fast” sometimes and “slow” at other times of day/night. (Seems to work for schools.) And if the city has any left over paint, it could at minimum brighten up the poorly visable few cross-walks that are in existence.

            Another suggestion/solution, one of which I’m particularly fond of–a brainstorm of sorts, if you will–and which again would cost the city nothing save a little “inconvenience” would be for the Shore Drive Community Coalition to plan a community/neighborhood rally and demonstration all along Shore Drive for all us who love this wonderful and wondrous place. (That’s a whole lotta people.) With a little bit of imagination and creativity, the community could amass along the several, (i.e., approximately 3-4), miles that are our neighborhoods carrying signs, boogie boards, fishing poles, basketballs, shopping carts, plastic cups, etc., and at a designated time(s), say about noon or 1 A.M. on Memorial Day and “take steps to cross over” and go to those places we love to go–including the “cafes and clubs.” Then we could do it again for however many Memorial Days it will take to stop this insanity!

            My vision includes not only getting the attention of Ms. Dougherty and our city government, but that of the citizens of this city, state, nation, world–if that’s what it takes to put possibility in action in preventing another person from dying or being maimed on this ugly piece of concrete. The internet and “world wide web” can do wondrous things. Why not use it to its fullest advantage in making a difference in this matter? Call it a “Non-Spontaneous Road-Block!” Oh, what a glorious example of full self-expression it could be for those of us who have longed to see changes for the better here; wept for the victims here; and endeavored to be heard here.

            But of all that my vision encompasses, none is greater than to see those who have died here  be respected and honored (here) for the price they paid here in just living their lives doing what they do. And in consideration, according to Ms. Dougherty, that “…its (Shore Drive’s) latest victim (was) a beloved school-teacher…” my vision would be that this event be named for “25 year old,” Whitney Lynne Hulce.  My vision is that she be honored–not blamed–for the life she gave to educate us all far more than anyone would ever imagine. Let her life, and the lives of ALL the others, stand as a reminder that NO MORE PEOPLE need die on Shore Drive.

Sincerely,

Martha J. Thereault

PS: Though I did not know Ms. Hulce, nor any of the victims, I do have a child about there age, and would be remiss if I did not share this personal account: My son, Travis, will be 24 on May 13th of this year. He is the BEST thing that every happened to me and a blessing to this world! He has Down syndrome; is extremely bright; and even more well loved. Travis attended Frank Cox High School, as did I (way back when). And, a few years back after fixing himself breakfast and discovering that he had missed his school bus, (I was asleep–too early for me), Travis decided to walk to Cox High, several miles away from home. He crossed Shore Drive at approximately 6:30 a.m. and headed east. He walked 2.5 miles along shoulders that had/have no sidewalks, crossed over the Lesner Bridge (with no sidewalk), and again onto road shoulders determined to get to school on time. He was almost to Great Neck Road, (where he would make the appropriate right hand turn), and follow Great Neck Road along its well designed sidewalk system to get to school), when a neighbor saw him, stopped and asked him if he needed a ride. Knowing the neighbor, Travis accepted the ride and got to school on time. It was not until later that afternoon, after arriving home on the bus and wondering whether I knew or not—I did not–that Travis told me what he had done. After sprouting mass quantities of gray hair and thanking God and my Baylake Pines neighbor profusely, did I “drive home” the extreme dangers of being on Shore Drive to Travis. As a result, let there be no doubt he is fully aware now and will not venture dealing with this road, nor those who drive it, without discussing it with me. But just couple of weeks ago he expressed a desire that we take a bike ride on the new bike path that the city has installed across Shore Drive which runs to Marlin Drive, (it’s a demonstration project); and a few days ago he expressed a desire to walk/ride his bike to his new job at Kroger which is .7 miles from home. Simple and easy both should be, but they’re not. At the oceanfront we can bike and walk to many places, relatively safely. Along Shore Drive we drive–even if our destination is across the highway to the park or .7 miles to his place of employment.

Traveling to Cape Henry to visit the light houses and monuments.

 (May 16th) Not everyone traveling to Va Beach does so by car. Led by TCC Engineering professor Paul Gordy, 8 cyclists from Virginia, North Carolina, Tennessee and Maine travel along Shore Drive in Virginia Beach on the last leg of a 1000 mile trip around the Chesapeake Bay. After lunch at Chick’s Oyster Bar, the group heads for the light houses and historical markers at Cape Henry and Ft. Story.

With continued inaction, we may actually see a decline in expected lifespans for coming generations of children. Health care costs will increase and quality of life will decrease. 

Please take a moment to read the report and take action. For a related treatise, see the CDC Transportation Recommendations or use the link to the right. 

Childhood Obesity Since 1972

How Kids Get to School, 2009

For many years the base has been a gracious host to nearby civilian residents, touring cyclists and others who bike, walk and run. Some were just seeking an alternative route instead of bicycling the 55 mph stretch of Shore Drive along the base’s southern edge with Virginia Beach. Others enjoyed the sanctuary provided by the base’s nearly traffic free roads and natural coastal scenery.

Ownership of the base shifted from the Army to the Navy about two years ago as a result of the Base Realignment Commission (BRAC) process. Along the way new missions have also been added, making an open base policy increasingly difficult to support. The closure is expected to add pressure on First Landing State Park and the Shore Drive Corridor as cyclists use those areas instead.

Congrats to Norfolk residents who contacted the city to show their support, and many thanks to city staff, council members and HRT for listening and working out a plan to restore the path. Go Norfolk!

City Council Briefing on the Brambleton Ave Bike-ped Underpass