The Small Business Administration and the Office of the Secretary of Defense sponsored a workshop on January 25^th and 26^th at the Renaissance Portsmouth Hotel for a recently announced Robotics Technology Cluster initiative.  Hampton Roads is one of three regions participating in the pilot initiative. Southeastern Michigan and Hawaii are the other two.  The Michigan cluster focuses on ground robotics, Hawaii’s on undersea robotics. The Hampton Roads cluster focuses on port and harbor security.

This cluster aligns with the strategic vision of the Hampton Roads Chapter of Autonomous and Unmanned Vehicles Systems International (AUVSI) professional group and the regional Robot Venture initiative sponsored by the Hampton Roads Military & Federal Facilities Alliance (HRMFFA).

Over 240 participants  heard key note talks from Congressmen Glenn Nye and Randy Forbes.  The workshop included several panel discussions on resources available to the small business and robotics communities both on a local and a national level.  Presenters represented the Department of Defense (DoD), the Small Business Administration, NASA, the Department of Homeland Security and other regional stakeholders.  After listening and questioning the presenters and panel members, attendees participated in group breakout sessions where ideas and strategies were gathered to identify port and harbor security focus requirements.

The six breakout topics covered: Comprehensive port and harbor security, emergency management, sensors fusion, alternative energy, manned and unmanned systems integration, and workforce development through a science, technology, engineering, and mathematics focused education approach.  Discussions were facilitated by subject matter experts in each topic area, and the majority of participants attended up to four different topic sessions over the two day workshop.  Feedback from the workshops will be used to create a framework of action for the robotics cluster going forward.

Presentations from the workshop are available on the Robot Venture website: www.robotventure.org/rvinformation.html. More information as the cluster activity progresses will be posted as well.

by Program Managers Bill Piersol, Robot Venture, and Andrew Sinclair, Hampton Roads Partnership; Photo credit:  U.S. Navy

Bumper-to-bumper traffic is America’s collective nightmare, and like the movie Groundhog Day it repeats on a daily basis.

Congestion consumes billions of gallons of fuel, wastes hundreds of billions of dollars in productivity and causes billions of stress headaches. Yet over 100 million automobile commuters each day feel like they have little option. “We put so much of our national wealth and our identity into the whole motoring thing,” says James Howard Kunstler, author of Geography of Nowhere, “that we can’t imagine doing something different.”

Anthony Downs, author of Stuck in Traffic has identified four reasons for America’s congestion problem, also applicable to most European and Asian economies:

• first, most of us work during the same hours of the day;
• second, the country’s economic success has allowed households to buy multiple cars;
• third, there are more people now than when most roadways were conceived;
• fourth, more cars means more accidents which means more delays.

In other words, this problem isn’t going anywhere. So the Daily Beast set out to figure out the worst of the worst. It was a two-step process, done with data from traffic-tracking firm INRIX, which culls information nationwide from more than 1.5 million GPS units, mostly in freight trucks.

First step was ranking the metropolitan areas with the worst rush-hour congestion. The order is based on the peak hour Travel Time Index (TTI) for the metropolitan area each highway is in. TTI is a measure of how much longer it takes to complete a road journey during peak congestion hours compared to free-flow hours. (Peak hours are defined as 6 a.m. to 10a.m., and 3 p.m. to 7 p.m.) Speeds during non-peak hours are used by INRIX to establish this free-flow baseline.

After determining the 75 worst metro areas, then the worst highway was found in each, defined as the most hours of bottleneck congestion, as reported by INRIX. The rankings then provide a still deeper look—at the most congested bottleneck segment for the worst highway in each area.

Here are the top 18, starting with Hampton Roads:

• #18, I-264, Virginia Beach/Norfolk, VA Weekly hours of bottleneck congestion: 97 Worst bottleneck: Westbound, City Hall Ave/Exit 10 Length of worst bottleneck: .15 mi Weekly hours of congestion on worst bottleneck: 28 Speed of worst bottleneck when congested: 8.9 mph
  Commuter Buzz: “We’re the second-largest region in the state by population and we had a year in which there’s no interstate funding—I just didn’t want to set that precedent,” Aubrey Layne told the Virginian-Pilot in December 2009, after securing a $7.7 million in state funds for updates to the I-64/264 interchange.
• #17, I-494, Minneapolis-St. Paul, MN Weekly hours of bottleneck congestion: 184
• #16, I-5, Portland, OR Weekly hours of bottleneck congestion: 238
• #15, Loop 820, surrounds Dallas-Fort Worth Weekly hours of bottleneck congestion: 172
• #14, Southeast Expressway, Boston, MA Weekly hours of bottleneck congestion: 305
• #13, I-10, Baton Rouge, LA Weekly hours of bottleneck congestion: 93
• #12, Loop 610, surrounds Houston Weekly hours of bottleneck congestion: 189
• #11, Bayshore Freeway (US 101), San Jose, CA Weekly hours of bottleneck congestion: 231
• #10, Airport Expressway (State Road 112), Miami Weekly hours of bottleneck congestion: 183
• #9, Kennedy Expressway, Chicago, IL Weekly hours of bottleneck congestion: 712
• #8, I-95, Bridgeport, CT Weekly hours of bottleneck congestion: 272
• #7, I-5, Seattle, WA Weekly hours of bottleneck congestion: 256
• #6, Cross Bronx Expressway, New York City, NY Weekly hours of bottleneck congestion: 421
• #5, James Lick Freeway (US 101), San Francisco, CA Weekly hours of bottleneck congestion: 190
• #4, I-35, Austin, TX Weekly hours of bottleneck congestion: 460
• #3, Capital Beltway, surrounds Washington, DC Weekly hours of bottleneck congestion: 194
• #2, Lunalilo Freeway (H-1), Honolulu, HI Weekly hours of bottleneck congestion: 347
• #1, Hollywood Freeway, Los Angeles, CA Weekly hours of bottleneck congestion: 686

And the rest of the top 50 worst commutes:

• #19, San Diego Freeway (I-5), San Diego, CA
• #20, Schuylkill Expressway, Philadelphia, PA
• #21, Baltimore Beltway, surrounds Baltimore, MD
• #22, I-75, Atlanta, GA
• #23, I-275, Tampa, FL
• #24, I-25, Denver, CO
• #25, Riverside Freeway, Riverside, CA
• #26, Ronald Reagan Freeway, Oxnard, CA
• #27, I-10, New Orleans, LA
• #28, I-91, New Haven, CT
• #29, Papago Freeway (I-10), Phoenix, AZ
• #30, Penn Lincoln Parkway (I-376), Pittsburgh, PA
• #31, Capital City Freeway, Sacramento, CA
• #32, I-15, Las Vegas, NV
• #33, I-84, Hartford, CT
• #34, I-94, Milwaukee, WI
• #35, East Independence Blvd, Charlotte, NC
• #36, I-75, Cincinnati, OH
• #37, I-65, Birmingham, AL
• #38, Loop 410, surrounds San Antonio, TX
• #39, Edsel Ford Freeway (I-94), Detroit, MI
• #40, I-10, El Paso, TX
• #41, I-195, Providence, RI
• #42, I-90, Cleveland, OH
• #43, I-26, Charleston, SC
• #44, I-40, Nashville, TN
• #45, I-270, St. Louis, MO
• #46, I 4, Orlando, FL
• #47, I-24, Chattanooga, TN
• #48, I-95, Jacksonville, FL
• #49, I-65, Louisville, KY
• #50, I-40, Raleigh, NC

Last year, the Hampton Roads Transportation Planning Organization reached pretty much the same conclusion. It singled out the Downtown Tunnel as having the longest recurring afternoon delay in the region, about triple any other thoroughfare.

“Pound for pound, the Downtown Tunnel is about as bad as it gets for congestion,” said Dwight Farmer, the organization’s executive director.

“That’s not necessarily something to be proud of, but it surely makes our case – we need some help.”

Excerpts and photo from The Daily Beast; Clark Merrefield was the chief reporter and writer for this ranking. Additional reporting by Debbie Messina, The Virginian-Pilot.

The Virginia Chamber of Commerce met for its annual “Chamber Day” at the Capitol in Richmond on January 27th, an event designed to promote grassroots involvement with the business of the legislature especially in matters that affect commerce and economic prosperity. Professional lobbyists aren’t the only ones who can have a voice with the General Assembly (GA) in Richmond thanks to the World Wide Web and great online resources like the Commonwealth-provided http://leg1.state.va.us and the privately funded RichmondSunlight.com. And, groups like the Virginia Chamber help facilitate face-to-face engagement.

George Washington statue, 1788, in the Capitol Rotunda – Richmond, Virginia

I had the pleasure of joining the Hampton Roads Chamber’s LEAD Hampton Roads (LHR) group on their trek to Richmond for the day, the largest of the state’s regional contingents. High speed rail (HSR) and getting Hampton Roads on “The Main Line” was the message for day from members of LHR’s Class of 2010. They lobbied passionately in the halls of the GA to press home the significance of rail to Hampton Roads.

Before LHR hit the halls, Chambers from around the Commonwealth met to hear remarks from the Virginia Chamber’s President Hugh Keough, House Speaker William Howell and our top elected state officials:

Lt. Governor (LG) Bill Bolling explained that with his new position he also serves as the “Chief Jobs Creation Officer.” While there is no separate agency, Bolling has been tasked by Gov. McDonnell with improving the Commonwealth’s economic conditions, overseeing overall economic development programs and progress, insuring emphasis is focused and redundancy is eliminated and assuring Virginia has the tools in place to tell and sell the Virginia story.

LG Bolling said, “We’ve missed opportunities…. New business hasn’t been a priority for state government for some time, and that’s the most important issue facing Virginia today.” With the McDonnell/Bolling Jobs and Opportunities Agenda released the day before, Bolling added, “A rising tide does indeed lift all ships….and we have to spend money to make money.”

“Virginia could be to the East Coast what Louisiana is to the Gulf Coast” in terms of energy resources, said Bolling. Government doesn’t create jobs but can provide an environment that is friendly to job creation according to the LG.

During Q&A that followed, Bolling stated that Virginia needed to get away from a “one-size-fits-all public education model” and to reprioritize and reinvest to promote Virginia students’ attendance in Virginia’s higher education institutions. The LG left us with this: let’s meet this time next year and talk about successes instead of challenges.

Attorney General (AG) Ken Cuccinelli joined us next, assuring the Chambers present that he was not following the “activist” model of some state’s office of the AG, instead focusing on enforcement of the law in a fair and balance way. One area of concentration for the AG is the restructuring of consumer protections, especially as to streamlining processes, reducing duplicated efforts and addressing truly meaningful cases with more attention.

Cuccinelli finished by telling us of his goal to “reassert the sovereignty of Virginia.”

Governor Bob McDonnell, who won the Governor’s mansion with a jobs-creation platform, began his comments with “job creation is not a partisan issue; you either have them or you don’t.” Virginia is uniquely qualified to attract investment the tourism, film and biotech industries. “Pennsylvania is way ahead of us in promoting Gettysburg; we have civil war battlefields and need to promote them,” according to McDonnell. “And it’s unacceptable to have films about Virginia filmed elsewhere.”

The Governor also wants to make Virginia the “Energy Capital of the East Coast” adding that we’re already leaders in coal and nuclear and have huge potential for wind, solar, gas and oil business. Establishing Virginia as a “Green Jobs Zone” to incentivize companies to create quality green jobs is a top priority.

It’s also important to have education and transportation systems in place to support job growth, but “there’s a limit to what we can do well at one time,” said the Governor. The crowd supplied a big round of applause when McDonnell said he would stand with Virginia’s citizens to preserve our right-to-work status and promote free enterprise, “the way government ought to work.”

After lunch, Ira Agricola, Senior Vice President of Governmental Affairs for the Hampton Roads Chamber of Commerce (HRCC), shared some of his work with the group. In Richmond, Agricola represents the primary strategies of not only the HRCC but the Virginia Peninsula and Greater Williamsburg Chambers as well. He recommended the Chamber’s voterVOICE, software that helps the Chamber implement a smart, proactive approach to grassroots lobbying and political advocacy.

Agricola also reinforced the HSR connection to Hampton Roads as “tangible and doable,” although we’re competing with many other regions of the country for very limited federal passenger rail funds. “Hampton Roads could connect to the main line of the nation’s high speed rail infrastructure for just a little more than the cost of one new interchange on I-64,” said Agricola.

The LEAD Hampton Roads class went to Richmond on this annual Chamber Day with an agenda, a purpose and a model of specific talking points. They learned about the difference between bills and resolutions, how a bill moves through the law-making process and how, at least during this year’s lean “Great Recession” budget period, any bills with Fiscal Impact Statements attached will be tabled.

They met with personally with Senator Yvonne Miller (5th District) and Delegate John Cosgrove (78th), who is also the Chair of the Hampton Roads Caucus, as well as a staffer with the office of Delegate Sal Iaquinto (84th).

And, I learned that with LHR’s growing alumni base, they have another goal in mind: to turn LHR into a political lobbying group to make real impact on public policy. Based on the enthusiasm and professionalism displayed in the halls of historic Virginia law-making today, I’d have to share two of my favorite Thomas Jefferson quotes:

“Every generation needs a new revolution.”

“The spirit of resistance to government is so valuable on certain occasions that I wish it to be always kept alive.”

“There was a time when American investments in infrastructure and a willingness to plan long-term powered the growth of the most dynamic industrial economy on Earth.” That’s a bold statement from “Blueprint America,” the PBS series on the nation’s infrastructure which aired here in Hampton Roads on February 8th.

This episode, entitled “Blueprint America: Beyond the Motor City,” may be focused on the original “Motor City” Detroit, Michigan. But, the program title is an obvious double-entendre… with transportation infrastructure focused on moving beyond the automobile.

“National planning in this country is widely believed to be an un-American activity, an exercise in bureaucratic hubris best left to the French. In fact, national planning is as American as the family farm, the transcontinental railroads, the great hydro-electric dams of the South and West, and the interstate highway system. Not only were these and other characteristic elements of our culture and economy the product of national planning; the federal government itself was created in large part to overcome the barriers to national planning that existed under the Articles of Confederation. Indeed, I would argue that no other nation has been so profoundly planned as the United States,” says Professor Robert Fishman, University of Michigan.

While the documentary focused on one city’s rise, fall, and budding renaissance, of interest was the discussion of rail:  its history, its future and innovations in engineering and in financing.

It was noted that railroads are what defined and connected America in its early years. Abraham Lincoln was a great proponent of railroads, and he carried out the transcontinental railroad portion of the Thomas Jefferson-inspired Gallatin Plan in the 1860s, in a time of crisis, i.e., the Civil War, when the country was under threat of being torn apart permanently. The Gallatin Plan embodied perhaps the most revolutionary vision of any national plan: the creation of a truly democratic society through the planned settlement of a whole continent.

In just six years, the Atlantic and Pacific were linked by rail cutting travel time from coast to coast from 6 months to 6 days.

Growth of railroads 1840-1880

The first great national plan bears the name of Thomas Jefferson’s brilliant Secretary of the Treasury, Albert Gallatin, although his 1808 “Gallatin Plan” owed as much to Jefferson himself as to Gallatin.

Indeed, it was the very success of the Jefferson/Gallatin vision through the 19th century that prompted the second campaign of national planning, which began exactly a century after the Gallatin Plan in 1908 with Theodore Roosevelt’s great conservation initiatives.

Looking at successful rail projects in Europe, the documentary highlighted Spain’s success:

“The countries that have seen the most growth and are the most harmonious are those – always – who have had the best infrastructure. And those that don’t have these types of solutions find themselves in a slow decline in their importance and their weight in the world,” according to ildefonso de matías, Managing Director of the Metro de Madrid.

AVE 200MPH electric train, Spain

In the last 25 years, Spain developed its high speed rail network and now boasts the most modern infrastructure in Europe. Transportation infrastructure was Spain’s “Man on the Moon” project. Six of the top 10 infrastructure companies in the world are now located in Spain. And, Spain’s on track with their goal of 20% of the country’s power from renewable energy sources by 2020.

Watch the entire documentary and check out previous programs, “Road to the Future.”

For a transcript and video of the PBS NewsHour report on Blueprint America: Beyond the Motor City, visit http://www.pbs.org/newshour/bb/transportation/jan-june10/detroit_02-08.html

Visit this Blueprint website link for more information from Professor Fishman.

$1 Million for Craney Island Included in President’s Budget

from the Port of Virginia; for larger, downloadable images, click on each graphic

The development of Craney Island Marine Terminal has taken another step forward as $1 million for the project has been included in the President’s proposed 2010-2011 federal budget.

“This, we believe, clearly demonstrates the Obama Administration’s commitment to this strategic project,” said Jerry A. Bridges, executive director of the Virginia Port Authority. “Our thanks goes to the White House and to Virginia’s delegation on Capitol Hill that pushed for inclusion in the budget. Reaching this point required tremendous effort and we truly appreciate it.

“When you look at this project as a whole, it will be very good for Virginia and the national economy. It will create jobs and taxable wages near- and long-term, and reduce the cost of getting goods to the store shelves.”

A study conducted in 2005 by the U.S. Army Corps of Engineers says the long-term benefit of building Craney Island Marine Terminal would be savings of $6 billion that would not have to be invested by the federal government in large transportation infrastructure projects. The study says the project would generate 54,000 jobs with wages of $1.7 billion and local tax revenues of $155 million.

“There is no doubt that this project is important to The Port of Virginia, with benefits well beyond the Commonwealth,” said U.S. Sen. Jim Webb. “The President’s budget demonstrates a commitment to continued federal investment in the development and expansion of Craney Island. At the same time, we continue to believe that the merits of the project argue strongly for federal funding at levels even higher than those proposed by the President.”

Construction of the Craney Island Marine Terminal is a $2.2 billion multiphase project that will result in the newest, most modern marine terminal in the United States: a 600-acre complex encompassing 8,400 linear feet of berth space, 20 Suez-class cranes and an on-terminal intermodal (rail) container transfer facility [ICTF]. The marine terminal will be built in three phases over the next 20-25 years and upon completion have capacity for at least 2.5 million TEUs.

“I am pleased that the President’s budget recognizes the economic importance that the development of Craney Island has for Virginia and the nation,” said U.S. Sen. Mark Warner. “This vital infrastructure investment will create thousands of jobs in the region and enhance our competitiveness in the global economy.  While this proposed funding advances the expansion effort for Craney Island, I will continue working with my colleagues in the Congressional delegation to press for additional federal support for this initiative.”

Work on the first phase is tentatively scheduled to begin in 2011 and finish in 2019 or 2020. This phase includes 220 acres of container yard, 3,000 linear feet of berth space, eight cranes and the ICTF.

“Expanding Craney Island will have huge benefits for Hampton Roads and our national economy and this funding demonstrates that the Administration is committed to making this project a priority,” said U.S. Rep. Glenn Nye.

The Virginia Port Authority (VPA) is an agency of the Commonwealth of Virginia, reporting to the state Secretary of Transportation. The VPA owns and operates four general cargo facilities on behalf of the state: Norfolk International Terminals, Portsmouth Marine Terminal, Newport News Marine Terminal and the Virginia Inland Port in Warren County. The terminals are operated by Virginia International Terminals, Inc. (VIT) the non-stock, non-profit operating company. The VPA, through terminal earnings generated by VIT, is operationally self-sufficient. The VPA and correlating maritime industry is responsible for 343,000 jobs, $41 billion in total revenues throughout the Commonwealth.

Ever wonder how this new terminal will be built? See this presentation by the Army Corps of Engineers.

Reposted from the Port of Virginia’s blog:

Edward L. Brown Sr., the long-time leader of the Atlantic Coast District of the International Longshoremen’s Association, died Friday Feb. 5; he was 84.

Brown spent 50 years on the Hampton Roads waterfront with the ILA, and during that career spent time solving problems and negotiating on behalf of the union from Maine to Texas. Many who knew Brown and sat on the opposite side of the table from him are quick to remember one of his favorite sayings as a negotiator: “We are in the middle of the couch.”

“I think his dedication to the ILA, and in particular the men and women he represented here, will never be matched again,” said Roger Giesinger, president of the Hampton Roads Shipping Association. “Ed led this Union to greatness with his forward-thinking and his ability to make decisions when they were not popular to all his members. Typically, these decisions were not only the right decisions, but decisions that created more jobs and more money for ILA benefits.

“I shall miss him … He was my colleague and friend. Edward L. Brown Sr. was one of a kind.”

Brown served his country during World War II in the U.S. Army and the United States Merchant Marines, which he said led him to his career on the Hampton Roads’ waterfront. Following his military career Brown joined the ILA Local 1248 in September 1956 and progressed through its leadership ranks. In 1968 he became the ILA president and served in that capacity until 1985. At the time of his death Brown was international vice president, as well as the general vice president of the Atlantic Coast District.

Brown was a native of Norfolk and was a graduate of Booker T. Washington High School. He was one of the first students to attend Norfolk State University when it became part of Virginia State College in 1944. Brown received an honorary degree from NSU for his dedication to the well-being and expansion of the university. In 2002 the ILA-Hampton Roads District Council established the Edward L. Brown, Sr., Endowed Professorship in Management at Norfolk State University in his honor.

Over the years, Brown has received numerous honors, including Man of the Year by the Hunton YMCA in 1984; the Martin Luther King Jr., Appreciation Award for labor activities in 1995; and the Distinguished Service Award by the Hampton Roads Maritime Association in 2005.

In 2006, his 50 years of service on the Virginia waterfront was recognized in Virginia House of Delegates Joint Resolution No. 5176.

“He was tireless in his effort to build this port into something great,” said Jerry A. Bridges, executive director of the Virginia Port Authority. “He clearly understood the relationship that must exist among labor, the shipping companies and the terminal operator to have a successful business. Because of the time he had on the job Ed had the ability to see an issue from multiple points of view and that is what made him an experienced, tough and practical negotiator.”

From The Virginian-Pilot:

“He was a great leader for the ILA and for the entire maritime industry in Hampton Roads,”  said Thomas Little, president of the Hampton Roads District Council of the ILA and president of Local 1248 in Norfolk. “Our prayers go out to his family.”

“Ed has been an inspiration to all of us in the industry,” said Jerry A. Bridges, executive director of the Virginia Port Authority, who said he has been a friend of Brown’s for roughly 20 years. “He was almost like a father figure, in his leadership, his guidance and patience. We’re going to miss Ed – not only as an industry, but as a community. We’ve lost a very good man and leader.”

In his role as head of the ILA in Hampton Roads, Brown “was a true leader that helped this port achieve the success that it has today,” said Jeff Keever, senior deputy executive director, external affairs, for the Virginia Port Authority.

Brown, 83, died of complications from cancer at home in Virginia Beach at 5:17 this morning.

Brown, also a charter member of the Board of Directors of the Hampton Roads Partnership serving on the Executive Committee from 1996 to 2003, represented about 2,000 working longshoremen who load and unload the ships that come through the port, as well as about 1,800 retirees. At the Partnership’s formation in 1996, Brown co-chaired the Standing Committee on Privatization.

“Few people have touched the lives of so many and had the global impact as did Ed Brown,” said Dana Dickens, President and CEO of the Partnership.

Photo credit: Inside Business and The Virginian-Pilot

We’re on board with high speed rail…

Over 500 regional residents,  public officials and private citizens alike, jammed into Norfolk’s Half Moone Cruise Terminal on the evening of January 28^th. Only negative comment heard during this Virginia Dept. of Rail and Public Transit’s (DRPT) federal hearing? Not enough seats! The crowd was standing room only!

What is the economic impact of bringing high speed rail to Hampton Roads? According to Mike Barrett, Chair of the Hampton Roads Economic Development Alliance (HREDA), it’s $3 Billion and 30,000 jobs. As the 36th largest metropolitan area, this region deserves high speed rail. “Proximity equates to prosperity,” said Barrett. “We will see immediate return on investment from day one.”

New DRPT Director (and former Virginia legislator and U.S. Congressman), Thelma Drake, arrived late to the event due to a disabled car in the Hampton Roads Bridge-Tunnel (HRBT). Drake explained that the mission of the DRPT is to expand the state’s transportation choices and increase mobility, adding that tonight’s crowd should show the federal government how critically important this project is to the citizens of the region.

Norfolk City Mayor Paul Fraim welcomed everyone and mentioned the announcement today of the $8 Billion in first-round awards for the High-Speed Intercity Passenger Rail Program and how Virginia fared. (see White House Press Release)*

L to R: Norfolk Mayor Paul Fraim, CTB members Aubrey Layne, Dana Dickens

According to Mayor Fraim, this announcement increases the likelihood for and well positions the region to eventually win stimulus dollars to build a high-speed rail line from Richmond to Hampton Roads via Norfolk and upgrading the existing line for improved service on the Peninsula.

Fraim turned to DRPT and CTB (Commonwealth Transportation Board) members and said that the people are speaking clearly, the only message you’ve heard at public meetings so far… “nothing could be more clear, nothing could be more important” than bringing high speed rail to Hampton Roads.

Mayor Fraim also shared a heartfelt “thank you to the Peninsula” who “correctly and courageously designated Southside” as the appropriate location for Hampton Roads’ high speed rail corridor.

Virginia Beach Mayor Will Sessoms, Chair of the Hampton Roads Transportation Planning Organization (HRTPO) echoed Mayor Fraim’s remarks and added that changes were needed to the Richmond/Hampton Roads Passenger Rail Project (R2HR) Tier I Draft Environmental Impact Statement (EIS) for  which this hearing was made available for public comment.

Mayor Sessoms indicated that the initial scenarios of a decade ago, and used in the Draft EIS, do not reflect current situations and must be addressed in the Final EIS. For example, the third crossing originally planned for the James River as an alternate to the HRBT or the Monitor-Merrimac Memorial Bridge-Tunnel (MMMBT), will not be built in any foreseeable future and is not a factor. Also, the Obama administration has serious funding available for national passenger rail and an alternative should be included in the EIS that reflects true high speed rail, not just higher speed rail.

Insuring the economic health of the state’s urban centers should be a top priority for the Commonwealth, said Sessoms, and this consensus on high speed rail exhibits Hampton Roads’ ability to come together as one region. The region’s unanimous choice, as evidenced by TPO Resolution of October 30th and input at public hearings, is an enhanced version of Alternative #1:

Endorse the extension of high-speed rail service from Washington DC to Richmond/Petersburg and the Hampton Roads region, designating the Norfolk Southern/Route 460 corridor as the Regional High-Speed Rail corridor (110mph and 90% reliability) designated ultimately at speeds of more than 100mph. And, enhance the intercity passenger rail service (89mph and 90% reliability) along the CSX/I-64 corridor. The HRTPO position is best reflected in a strengthened alternative #1, which we strongly endorse.

DRPT Rail Chief Kevin Page addresses a standing room only crowd

Norfolk City Council Member and Hampton Roads Transit (HRT) Board member Randy Wright spoke to the fact that the U.S. federal highway system passed Hampton Roads by 50 years ago, creating a cul de sac. Now, the region has a significant opportunity for a true multi-modal system with bus, intercity rail, taxi, light rail, cruises and ferries. “This is the way of the future, and we need to be part of it,” said Wright.

Hampton Roads’ CTB representative Aubrey Layne said, “I’m a native of this area, and I reside in Virginia Beach, but I live in Hampton Roads.” Layne noted that regional problems require regional solutions and thanked the leadership of the HRTPO for its “truly historic unanimous decision” recognizing that high speed rail is a matter of quality of life. “We do not want to miss this train,” added Layne.

DRPT’s Chief of Rail Transportation Kevin Page noted the unified, vocal support for Hampton Roads High Speed Rail from here to Richmond and then reviewed the process for everyone:

• The Federal Rail Administration (FRA) is lead federal agency and DRPT is the lead state agency.
• Once public comments have been received and considered, the CTB will select the preferred alternative. Many factors are considered, such as environmental impact, capital and operating costs, ridership, revenues, travel time and public preference.
• The Hampton Roads rail project must have “independent utility,” meaning it can be developed as a complete and independent project and has logical termini at each end.
• Draft EIS Alternatives “Status Quo,” “Baseline” do not support the purpose or the needs of the region nor are they logical based on factors such as population and improvements needed.
• The capital costs shown on the Draft EIS for Alternative #1 are slightly misleading. Twenty-four miles of rail for completing the Richmond to Petersburg section at a cost of $148.9 Million was included in the Richmond-Hampton Roads project analysis. However, the Raleigh-Richmond application also included this portion of the project and would, therefore, be deducted from the R2HR proposal.
• Once an alternative is selected, Tier 2 studies will dive deeper into environmental considerations.
• 90mph is listed as an optimum higher speed as current tracks used by freight rail may be used.
• DRPT will apply for Round 2 Track 2 ARRA (American Recovery and Reinvestment Act),i.e stimulus, funds to advance the preferred alternative and then prepare and submit the Final Tier 2 EIS to FRA.
• FRA determines the proposal’s eligibility for funding.

Suffolk Mayor Linda Johnson throws in her community’s support for the region’s High Speed Rail resolution

The PUBLIC COMMENT PORTION of the evening lasted more than 2 hours, limited to 40 speakers:

• Full support of the TPO Resolution was endorsed by all commenters, including Suffolk Mayor Linda Johnson on behalf of the citizens of her city.
• John Uhrin, Virginia Beach City Council member, who operates hotels and restaurants along the oceanfront cited his reasons for high speed rail as tourists and the jobs and tax revenue they create.  Tourism is big business in Hampton Roads, generating $1.1 Billion in Virginia Beach’s economy alone. According to surveys, 69% of visitors use HRBT for their trip and listed it as the top negative to their Hampton Roads experience. “High speed rail is the only project that can maintain the long-term viability of our region,” said Uhrin. Nancy Perry, Director of the Virginia Beach Hotel Motel Association, echoed Uhrin’s highlight of traffic congestion as a tourist deterrent and something that high speed rail could help solve.
• Rod Woolard, Director of the City of Norfolk’s Dept. of Development, reinforced the need for connection of national city centers by rail, noting that downtown Norfolk has 4.2 million square feet of office space as the region’s business hub, and deserving of true high speed rail.
• Sandy Harris, chair of the Norfolk Economic Development Authority, declared that true high speed rail was a real asset to business travelers and would provide 40-50% more ridership than estimated, more frequent and shorter trips than estimated, and better trains would encourage more riders as well.
• A spokesperson for Norfolk Southern shared that incremental improvements to existing NS rail line could be made for approximately $75 Million and in a period of just two 2 years.
• Mayor Fraim spoke again and stated that he and Mayor Sessoms were jointly submitting a 20-page “technical memorandum” to state officials seeking to correct errors they see in the Draft EIS “in the spirit of a supporting partner.” Fraim encouraged that these corrective actions be completed as quickly as possible. One action he pointed to: the economies of scale created with true high speed and its better service and frequency. Fraim also emphasized that all key stakeholders, including the freight rail companies, must be included at the planning table. As the Mayor ended his comments, he asked for anyone supporting the TPO’s Resolution to stand; nearly everyone in the room stood in Half Moone’s expansive central hall and with a round of rousing applause.
• Dwight Farmer, Executive Director of the HRTPO, also asked for DRPT to be expeditious with their work to complete the Tier I EIS in order to obtain a Record of Determination from FRA; at that time, the TPO will “aggressively implement the steps to achieve the region’s high speed rail goals.” The goal for completion of Tier 2 work is Spring 2010. Farmer shared the TPO Board’s appreciation of DRPT’s hard work, dedication and years of service on rail progress and said, “This region is ready to ride the rail.”
• With the largest concentration of federal and military personnel and assets outside of Washington DC, Frank Roberts, Executive Director of the Hampton Roads Military and Federal Facility Alliance (HRMFFA), expressed the serious national security need for high speed rail connecting Hampton Roads. “Washington to Hampton Roads is the ideal distance to be connected by rail,” said Roberts. He emphasized:
  • Travel between Hampton Roads and DC is constant and heavy with this stakeholder group;
  • Fort Lee (Combined Arms Support Command, south of Richmond in Petersburg) is tripling in size by 2011 as part of BRAC;
  • Only travel choices now are by car or air; rail would provide a better alternative with environmental benefits; and
  • Capturing non productive hours of federal and military employees would equate to federal savings of approximately $250,000 annually.
• Ray Taylor of Future of Hampton Roads, a 35-year old regional think tank, also congratulated the TPO on its historic resolution. And, he reinforced the idea that true high speed rail (110+mph) is needed to Hampton Roads in order to be compatible with the Southeast High Speed Rail (SEHSR) corridor as well as insure reliability, safety and quality of life.
• Bill Foster, President of TowneBank-Norfolk and President of the Greater Norfolk Corporation reported that his family has lived here for generations. High speed rail in Hampton Roads is “the tip of the proverbial iceberg” in terms of affordable travel options and offers the single best investment for rail in the nation.
• “Hampton Roads is ‘America’s First Region’ and shouldn’t be the last region with high speed rail,” said Dan Plaugher, Executive Director of Virginians for High Speed Rail. Plaugher also pointed to the announcement of the first round of stimulus awards, proclaiming that “Hampton Roads must be the southern termini of Northeast High Speed Rail (NEHSR) as Boston is the northernmost.”
• Resident George Crawley added, “I’m a native of Newport News (on the Peninsula), a resident of Norfolk, but I’m a regional guy.”
• Old Dominion University’s Vice President for Administration and Finance, Bob Fenning, shared some unique stats on behalf of ODU’s 2,200 faculty and staff and 24,000 students:  4,500 of their in-state students reside in Richmond and Northern Virginia, and the vast majority of faculty and staff must travel to Richmond and DC continuously. ODU’s out-of-state student population is heavily concentrated in the northeast.
• Karen Scherberger of Norfolk’s FestEvents, one of the largest special events organizations in the country,  also invoked the tourism benefits of high speed rail, sharing that 80% of Norfolk FestEvents attendees are from outside of Norfolk and 30% are from outside of the Hampton Roads region, particularly Richmond and DC areas. “According to the International Festival and Events Association, we have the largest concentration of festivals and events in the U.S. here,” said Scherberger. Visitors expenditures are five times that of residents, and we must mitigate traffic congestion to continue to attract tourists.
• Shurl Montgomery, CEO of $100 Million agency Norfolk Redevelopment and Housing Authority, reinforced the emergency evacuation need for high speed rail, especially for citizens with no other means of transportation.
• Kathy Nelson with Navy-Marine Corps Relief and a member of the Hampton Roads Chamber of Commerce’s leadership group, spoke on behalf of the 1200-plus graduates of LEAD Hampton Roads. The current class of 55 took on high speed rail as a project because, she said, “we found that we were not well informed and neither were our friends, families and colleagues.” Nelson, a 27-year Navy veteran, added, “Like many sailors, we came here and stayed here; we fell in love with this region. We have the most infrastructure intensive region in the nation, though.” Nelson also delivered a message for Delegate John Cosgrove, who could not attend tonight’s hearing due to commitments with the current General Assembly sessions, that the Hampton Roads Caucus is in full support of the TPO’s Resolution for high speed rail.
• Local businessman, Bobby Wright, donning a striped rail conductor’s hat, said “most people had no idea there was federal money on the table,” alluding to the reason many citizens had not been engaged with the rail issue before tonight. He also pointed to the region’s “brain drain” and that we would lose more talented and educated civilians and military people without a connection to high speed rail. Invoking an informal Facebook poll about rail alternatives, Wright said that an enhanced Alternative #1 was the unofficial choice of poll respondents.
• Louis Guy, retired engineer, said, “this is a doctorate level course in public participation… I regret that we didn’t have this type of public meeting fifteen years ago.” Guy added that the interstate highway system didn’t happen overnight and encouraged all in attendance to have the wisdom and vision to be “in it for the long haul.” Guy also requested that an existing historic rail corridor to the southwest connecting Hampton Roads to Raleigh through Weldon, NC (“the first rail corridor to ever come to Hampton Roads”) should be added to the EIS for future study.
• Henry Rhyto, Chair of Hampton Roads Transit’s Transit Riders Advisory Committee (TRAC), reinforced comments made earlier about HRBT congestion and suggested that rail travel is a more effective alternative to air travel for trips less than 500 miles. “There is no road construction money; the only real alternative is rail money,” said Rhyto.
• Norfolk resident Chris Malendoski pointed out that Hampton Roads is the most populous MSA (Metropolitan Statistical Area) within the 1000 miles of coastline between New York City and Miami. Referencing Hampton Roads as ‘Pentagon South’, “I’m not sure why Virginia was shorted in today’s federal stimulus money awards. Use this adversity as a wake-up call; we cannot afford to be on auto-pilot,” said Malendoski.
• Ellis James, a Sierra Club member, said, “We can move forward, or we can stop dead in our tracks.” James supports enhanced Alternative #1 as well, adding that high speed rail has a lesser impact on the environment. “High speed rail can take tens of thousands of cars and trucks off the interstate. It helps the environment,” said James.
• Retired railroad engineer, Al Carpenter, said, “$1 spent on rail goes further than $1 spent on any other transportation mode.” He also encouraged DRPT to wisely locate the Petersburg station for future access to westward routes. “The new Newport News station should be located so we can use a ferry across the James (River),” Carpenter added.

Other residents added:

“My preferred alternative isn’t among the alternatives listed. I want trains to cross the James River from the Peninsula to the Southside and then to North Carolina. We are not a cul de sac; we are not a spur; we are a destination. Our motto should be ‘Start here, go everywhere’.”

“We’re light years behind Europe and Asia. I want dedicated tracks not shared with freight, with no grade crossings. I don’t want mediocre rail. It’s like putting a Clydesdale in the Kentucky Derby and expecting him to win.”

“What drives human behavior? We’re a practical people. Time is as important as cost– time with your family, time with your community. We are a community and frustrated at being a cul de sac. How degrading it is to be out of the loop. Bringing high speed rail to this community is a wonderful thing.”

“We are sitting on a goldmine in Hampton Roads… the port and tourism… all hindered by transportation. We’re the point of entry for global business, not a cul de sac. (High speed rail) would bring the right kinds of businesses here.”

“I support high speed rail; just be sure there’s an open dialogue with all stakeholders to avoid missteps and to fiscally manage the project in an environmentally friendly way. My neighborhood will be served by (the region’s new) light rail, and I can now see the light at the end of the tunnel.”

“I’m a citizen of Hampton Roads even though I live in Virginia Beach. The Final EIS should include a long-term future vision using Census 2010 numbers with updated ridership and economic impacts, real high speed trains and a southern route.” (commenter is a professional civil engineer)

“High speed rail is a baby step; it’s been proven in Japan. Concentrate on what the future holds, such as Maglev trains.”

Others who spoke in support of high speed rail included a small manufacturer in Virginia Beach, a resident with access to health care problems due to transportation issues, a woman whose husband had to forgo the UVA-Tech game tonight due to tunnel congestion, Board President of Opportunity, Inc. (South Hampton Roads Workforce Development), President of Hampton Roads Association for Commercial Real Estate (HRACRE) and a representative of the Conference of Minority Transportation Officials (COMPTO), Hampton Roads.

* High-Speed Intercity Passenger Rail Program 1st Round Funding, awarded on 27Jan10 — North Carolina and Virginia are receiving $620 Million of the $8 Billion recently made available from ARRA High Speed Rail funding. Of the $620 Million, $520 Million has been allocated to the Raleigh to Charlotte Corridor; $75 Million for the DC-Richmond Corridor, and ONLY $25 Million for the Richmond to Raleigh Corridor (Virginia’s application was for $1.8 Billion).

by Missy Schmidt, Communication Manager, Hampton Roads Partnership

In this issue:  Franklin Mill’s Closure Impact on the Region

• Hampton Roads Coastal Resources Technical Assistance Program
• Virginia Stormwater Management Regulations Passed by State Board
• Annual Regional Stormwater Effectiveness Indicators Report
• Norfolk School Awarded HR Green Project of the Year Award
• Wind Energy
• Water We Take for Granted
• How to Recycle Cooking Oil
• Climate Change Research Moves Into Second Year
• South Hampton Roads Disabilities Services Board Awarded Employment Awareness Grant
• Regional Benchmarking Study Released
• Highlights from Governor’s Housing Conference held in the Region
• Healthcare Organizations Emergency Preparedness Seminars Planned
• Hampton Roads Critical Infrastructure Protection Program Initiative
• Pre-Disaster Hazard Mitigation Planning Underway

Download and read Hampton Roads Transportation Planning Organization (HRTPO), Crossings, Winter 2010

In this issue: Hampton Roads’ Share of Stimulus Funding

• VDOT Six-Year Improvement Program Revisions
• HRTPO Passes Resolution Supporting Regional High Speed and Intercity Passenger Rail
• Passenger Rail Project Seeks Public Comments
• Update on Stimulus Projects in Hampton Roads
• A Conversation with Mayor Joe Frank
• Regional Safety Study Update
• Congestion Mitigation and Air Quality (CMAQ) Improvement Program and the Regional Surface Transportation Program (RSTP) Project Selection Process 2009
• Citizen Transportation Advisory Committee to Kick Off Soon
• Partnering with CNU to Gauge Public Pulse on Transportation Issues
• Limited English Proficiency Plan

“Hampton Roads: it’s now your time to be heard!” – Louis Guy

On Wednesday, January 20th, a few hundred residents of Hampton Roads braved rain and traffic-riddled roads to attend the High Speed Town Meeting, sponsored by regional “think tank” Future of Hampton Roads at the Granby Theater in downtown Norfolk.

The purpose? To enlighten, enthuse and engage citizens to make their voices heard during the Dept. of Rail & Public Transit’s (DRPT) Richmond to Hampton Roads Rail Project public comment period – by mail, email and public hearing – to bring higher speed intercity rail (HSR) to Hampton Roads by way of Richmond-Petersburg, connecting our region to the Northeast HSR Corridor as the southernmost terminus.

Bobby Wright, President of The Wright Companies, hosted and emceed the event. “I appreciate the (cities) leadership working together,” said Wright.

According to panelist City of Hampton Mayor Molly Joseph Ward, this very same morning, the Hampton Roads Transportation Planning Organization (HRTPO) voted to hire a consultant to “get smarter about high speed rail” by enhancing DRPT’s efforts. The question is: are we missing opportunities? We’re already behind.

Panelist Louis Guy, a retired Professional Engineer and former head of City of Norfolk Department of Utilities, said, “If we do things right and we stick to it, we can have high speed rail.”

Guy shared a regional rail history, telling of “years lost and millions wasted when planners jump to conclusions.” “We’re rushing to catch up because we’re late to the game,” said Guy. He didn’t mince words when he added, “…we were let down by our leaders in Richmond.”

HRTPO leaders have risen above past failures to collaborate to put Hampton Roads at the table for federal high speed rail dollars. Guy pointed to the powerhouse Virginia Urban Crescent that incorporates Washington DC/Northern Virginia – Richmond – Hampton Roads.

Ray Taylor, retired Navy Rear Admiral and President of Future of Hampton Roads, asked the Granby crowd to “turn the page, learn from history and get engaged no; we need 1000 people to go to each public meeting and to send in comments.”

The TPO Resolution (of October 30, 2009) is historic and a “recognition of common sense” according to Taylor. It represents, not a loss to the Peninsula, but a win for the entire region.

The entire build-out of high speed rail to Hampton Roads will require incremental progress over time, and the region must insist and insure that the wording of the EIS is compatible with the Southeast HSR Corridor. “Hampton Roads was an afterthought,” said Taylor.

Taylor said that for the future of the region, he would like to see the following added to the EIS under “next steps”:

• a commitment to assess availability of one-seat, through service for North-South travel;
• a better, more specific definition of the location of the Petersburg connection; and
• a process for planning a future connection from Norfolk to Raleigh, NC, adding that NC did this many years ago for the Winston-Salem connection and got it approved.

Taylor added that Hampton Roads’ citizens must demand that the federal government invest in Virginia’s Urban Crescent first.

During Q&A, the only negative comment from the participants at Wednesday’s Town Hall? France has trains with speeds up to 350 MPH; why are we thinking so small (slow) in Hampton Roads?

In response to questions about the economic “WIN-LOSE” f we don’t get high speed rail:

“The results would be catastrophic,” said Ward. “It’s essential that we’re part o that corridor.” Hampton Roads won’t be competitive for attracting corporate headquarters (HQs), younger generation, creative lifestyles; we will be a backwater. Charlotte, NC has been working on this for years and IS attracting HQs and young people.

A good comparison is what happened during the creation of the federal highway system over 50 years ago. See which areas thrived and which died due to highway access. The military, upon which our economy is so dependent, isn’t looking at adding anything here without addressing our transportation woes, including rail. We have a good chance at rail due to our geographic proximity to Washington, DC.

According to one attendee, “This is an idea that we can make a reality; this region deserves it. What happens here affects the whole world.”

Photo credit: Clyde Hoey, The Resource Group

Its goal: Hampton Roads will be recognized as a region for centers of excellence fueled by innovation, intellectual and human capital, infrastructure and a sense of place.

Right now (until February 5th), the plan is seeking public comment, and you are invited to take an online survey at http://VisionHamptonRoads.com.

Joining host Cathy Lewis for the discussion: Dana Dickens, President of the Hampton Roads Partnership; Doug Smith with Kaufman & Canoles, and Dwight Farmer, Executive Director of the Hampton Roads Planning District Commission.

Click on the graphic to see the video on YouTube, visit iTunes and download or watch at http://WhatMatters.tv.