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[seicer]

When US 19/Corridor L was constructed, the area experienced some of the nation's fastest growth, with Beckley briefly ranking in the top ten for population increase, largely due to the booming coal industry and the opening of new mines.

However, Sandor overlooks the fact that these corridors and interstates were built primarily to connect major population centers within the state, similar to developments in Ohio, Pennsylvania, and pretty much every state in the nation. While there's debate over whether all these routes needed to be four-lane highways, the initial two-lane construction of Corridor L and Turnpike were quickly proven inadequate, becoming congested and hazardous. Consequently, the state now avoids building two-lane roads that might become overwhelmed within a few decades, with US 52 in southwest West Virginia being an exception due to lower traffic growth projections and very high construction costs.

It's clear that these corridors and interstates have facilitated land development and enabled people to live in more affordable areas while commuting to jobs, contributing to lower accident and death rates. But broadly dismissing any infrastructure improvement in West Virginia is ignoring the basics of why migration occurs in the first place. The trend of migration from Appalachia to urban centers (in Ohio, notably) began decades before the first interstate was even finished in West Virginia, in the 1940s, as coal mines mechanized and jobs were lost. At that time, people primarily relocated by train and automobile. The availability of a four-lane highway isn't the sole factor in migration decisions; people will move to where jobs are available.

[Hot Rod Hootenanny]

It's a lot harder for Sherrod Brown, J.D. Vance and Joe Manchin to bring home the bacon for Appalachian highway expansion since the public is no longer sold on it as the kind of surefire winner it was considered in the '60s '70s and '80s since the results aren't there. They can't stick their neck out for it even with how powerful Manchin seemed only a year or two ago.

All those highways have done is make it easier to leave Kentucky, West Virginia, and SE Ohio for more metropolitan locations (D.C., Cincy, Columbus, Pittsburgh for example)

OK... this is nonsense on another scale of absurdity. Drive down the US19 corridor and tell me with a straight face it had no impact Fayette and Raleigh counties in WV.

So you got the feds to pay for a big bridge along US 19. What's your point?
Population for both counties peaked in 1950. And other for a minor rebound 30 years later (I guess when US 19 was completed) their populations have decreased and gotten older.

[seicer]

Using your logic, we shouldn't build highways to alleviate safety concerns or to spur economic development. That would leave out a substantial number of highways in Ohio, but of course, you conveniently leave that out again. In other threads, you also clamor for building Interstates 73 and 74 in Ohio, the grandest of all "pork" projects, but this would require West Virginia completing their segment to interstate standards, which again, they are not. That's hypocritical of you, considering you've been railing against any modern highway spending in West Virginia.

You also ignore that highways like Corridor L (US 19) and Corridor D (OH 32/US 50) receive dedicated funding from Congress and appropriations to have these roads built. Sure, the "feds" helped build the New River Gorge Bridge, but they also helped build the new Interstate 90 bridges over the Cuyahoga River. What's your point?

[Buck87]

That intersection has been dangerous for years, so it's good to see the improvements being made. OH 601/Greenwich Milan Townline Road has always had a large traffic volume as a quasi-bypass of Norwalk for US 250 WB/OH 13 NB traffic.

Indeed, and I have a cousin that was involved in an accident there just this past summer, luckily no injuries to anyone. She was westbound on 18 and someone going straight south from 601 to Greenwich Milan pulled out in front of her and she blasted their quarter panel at at about 60. 

My question is if they're running those oversized loads like that truck above, and they are big enough that they need to take a "notch" out of these roundabouts, how do they make the corner in Milan at OH 113? It seems like a truck that long would have quite a few difficulties maneuvering there.

Very carefully! I found a video of it maneuvering this turn here:
https://www.cleveland19.com/2019/11/26/orion-spacecraft-transport-could-slow-traffic-it-travels-sandusky/

There were several places along the route that had to temporarily have traffic lights removed to make clearance, and all utility lines that needed it were raised in the years leading up to this move. It also would not fit under the Ohio Turnpike and Norfolk Southern underpasses on US 250 in Avery, so they used OH 13 instead, which crosses both on overpasses.   

[Rothman]

Building roads for economic development is a fool's errand in a lot of cases (albeit not all, such as when the Army holds a knife to a DOT's throat to build or have BRAC descend...(I-781)).  I can think of many more new roads that didn't realize their intended potential than roads that did.

[Black-Man]

So you got the feds to pay for a big bridge along US 19. What's your point?
Population for both counties peaked in 1950. And other for a minor rebound 30 years later (I guess when US 19 was completed) their populations have decreased and gotten older.

One of the mandates of the ARC was to build highways to economically revitalize areas (succeeded with US19) which have been historically neglected by the federal government regarding highway construction. When these areas provided the resources to build industry for areas such as Ohio, they received little for infrastructure. Interstate highways weren't completed in West Virginia until the late 80's.

And before you spew more fallacies, you should know the Raleigh/Fayette areas are growing due to the popularity of the new National Park. And really... are there any areas losing population faster than the Cleveland area? Pot meet kettle.

[GCrites80s]

The Cleveland metro's population has remained fairly steady since 2000 and is up almost 100,000 people from its 1990 trough:

https://www.macrotrends.net/cities/22959/cleveland/population

[seicer]

The Opportunity Corridor, a 3-mile surface road built in Cleveland at a cost of $331 million, is a notable example. While it has eased traffic in the city, its primary goal was to stimulate economic development. Contrary to Sandor's viewpoint, such investment in a city experiencing economic and demographic decline might seem excessive, especially given that, to date, it has only directly led to the relocation of a police station.

In contrast, Corridor D (OH Route 32/US Route 50) and Corridor B-1 (US Route 52 and OH Route 823) offer a different perspective. These routes, despite their construction, haven't significantly boosted population growth or driven major industrial or commercial development, particularly outside of Clermont and Brown counties in the Cincinnati metro area.

This discussion highlights that highways are constructed for various reasons in every state. The Appalachian Development Highway System (ADHS) corridors, for example, aim to enhance access to markets and foster growth in Appalachia. These corridors often receive specific funding from Congress. It's therefore unreasonable to single out West Virginia for receiving federal funding when Ohio benefits similarly.

Furthermore, without counterarguments or data from Sandor on the inefficacy of these corridors, it's important to consider the broader impact of the ADHS. According to a 2017 analysis, the ADHS has significantly boosted the regional economy, including job creation, worker income, business sales, and reduced travel time. This analysis estimates over 168,000 jobs created or maintained, a $9 billion increase in the gross regional product, and a saving of 231 million travel hours annually. The completion of the ADHS is projected to create an additional 47,000 jobs and add $8.7 billion in goods and services annually across 13 Appalachian states."

For more detailed information on the economic impact of the ADHS, refer to the technical report by the Appalachian Regional Commission: https://www.arc.gov/wp-content/uploads/2020/07/ADHSEconomicAnalysisTechnicalReportJuly2017.pdf