How Dedicated Bus Lanes Could Reduce Traffic in Hampton Roads
The Congestion Conundrum
If you have traveled between the Southside and Peninsula in Hampton Roads lately, you know what a challenge it can be. With the ongoing construction at the Hampton Roads Bridge-Tunnel, traffic is often at a standstill. The expansion project isn’t expected to be complete until the Fall of 2027, and even then, some argue it won’t have a meaningful impact on congestion.
Research has repeatedly shown that adding new roads or lanes doesn’t alleviate congestion for long. The Katy Freeway in Houston, TX, is a prime example. It was expanded to a whopping 26 lanes in 2008. Within a few years, drivers were spending an extra 23 minutes on their evening commute.
If Hampton Roads cannot expand its way out of traffic trouble, there must be another viable option. Hampton Roads Transit recently looked into reviving passenger ferry service between the Southside and Peninsula. From 1999 to 2002, HarborLink offered passenger ferry service from Norfolk to Hampton. A round-trip ticket was $10; the trip took 45 minutes each way.
Just like Harbor Link, HRT discovered that providing passenger ferry service between Norfolk and Hampton is a costly endeavor that isn’t likely to bear fruit.
There is an alternative: dedicated bus lanes (DBLs). DBLs utilize a portion of a roadway and set aside lanes that are designated exclusively for public transit. They are restricted to buses only during certain hours of the day or all day, depending on the need. DBLs can significantly reduce travel time, increase reliability, and relieve congestion. They are also relatively inexpensive compared to other infrastructure projects aimed at improving public transit.
Picture this: You’re headed home from work, and the traffic is gridlocked. An accident on the interstate has forced several lanes to close. (It’s not hard to imagine, as it’s a daily occurrence in Hampton Roads.) Drivers begin the painful process of merging into an open lane. A string of cars, as far as the eye can see, appears to be crawling. Slowed by lookie-loos. Just as you pound your fist on the dash, you catch a glimpse of something one lane over. It’s a 757 Express bus whizzing past, unobstructed by the nightmare before you. And as you wonder if you’ll ever make it home, the bus full of passengers is already miles down the road.
Dedicated Bus Lanes: A Viable Solution
That’s what a DBL looks like in action. To operate, the city must permit a public transit agency to run exclusively in a designated lane. “A true dedicated lane means there aren’t any exceptions,” says Sherri Dawson, HRT’s Director of Transit Development. “There would be some physical separation so cars can’t get into the lane.” This, says Dawson, allows buses to be seen as “reliable, faster, and more competitive than an automobile.”
Baltimore currently has 13 miles of dedicated bus lanes running through a busy part of the city. First launched in 2017, the DBLs “have proven successful in improving on-time performance and reducing travel times by up to 25% for bus riders.” According to the Maryland Department of Transportation Maryland Transit Administration (MDOT MTA), improvements in travel times were found for 79% of the bus lanes during peak periods.
Albuquerque Rapid Transit (ART) is another agency realizing the benefits of dedicated bus lanes. It operates nearly 9 miles of transit-only/reversible lanes in the center of the street. ART opened in late 2019 and boosted ridership by almost 30% within the first few months.
Pittsburgh Regional Transit is in the middle of a major overhaul that includes six miles of dedicated bus lanes connecting its downtown area to Oakland, a major economic and educational hub.
Daily gridlock does not have to be the reality in Hampton Roads. Dedicated bus lanes have been incorporated into two HRT public transit expansion projects. The results of the Connecting Chesapeake study includes designating dedicated bus lanes for bus rapid transit (BRT) that connect the southern portion of the city with Downtown Norfolk. BRT is a high-capacity system designed to offer fast, more reliable, and efficient service. Richmond implemented a BRT system called the Pulse. The DBLs in this case would likely include exceptions for emergency vehicles and vehicles making right turns into businesses.
Phase II of the Naval Station Norfolk Transit Corridor project could also include DBLs along Military Highway. That project involves extending the Tide light rail two miles from Newtown Road Station to Military Circle and adding BRT from Military Circle to Naval Station Norfolk. However, that project is currently on hold.
While establishing a designated bus lane isn’t impossible, all the examples provided share one commonality: they function within a single city. As with most things in Hampton Roads, regional connectivity via a dedicated bus lane presents a unique challenge because HRT does not have authority over the public right-of-way and must rely on our municipal partners to grant permission to designate dedicated lanes that can be reserved for buses. Which brings us back to that daily backup at the HRBT. Addressing this issue via public transit would require sign-off from multiple cities and the state, or the Virginia Department of Transportation (VDOT).
A Model for Regional Connectivity
We don’t have to look far to find an example of a regional effort to bring dedicated bus lanes to fruition. Last year, Washington Metropolitan Area Transit Authority (WMATA) announced a temporary closure of its Red Line, serving Silver Spring, MD, and points north. The Maryland Department of Transportation, State Highway Administration, Montgomery County Department of Transportation, and WMATA collaborated to minimize the impact.
They installed 7 miles of dedicated bus lanes along Highway 97 and conducted a pilot program for about 6 months. According to Jonathan Rogers, Director of the Washington Area Transit Office for MDOT, the results were better than expected.
A performance evaluation of the pilot program shows an 18 percent increase in bus reliability and a 13 percent increase in ridership. The DBLs were so successful that they remained in place, with some modifications, after the reopening of the Red Line.
“The regionalism was possible here because of the leadership,” Rogers said. “We don’t have a lot of money these days, but [Secretary Wiedefeld] has charged us to do what we can to be more than good partners and to help lead the way.”
Rogers says it all starts with a “yes, can-do, attitude.”
What will it take to bring that kind of regional connectivity to Hampton Roads? More than just a can-do attitude. “A change in mindset and policy,” Dawson says. “I think we all can do a better job educating people on the benefits of public transit.”
