West Virginia

[wriddle082]

When is the I-64 widening in the Barboursville area expected to be finished?  The eastbound "local access" lane is extremely narrow and claustrophobic.

Also, I think the new I-64 Culloden exit that's currently under construction will be very helpful, but are they expected to build direct access to US 60 with bridges over the railroad and Indian Fork Creek?

(Working in the area this week)

[Great Lakes Roads]

When is the I-64 widening in the Barboursville area expected to be finished?  The eastbound "local access" lane is extremely narrow and claustrophobic.

End of the year? Spring 2026?

[seicer]

When is the I-64 widening in the Barboursville area expected to be finished?  The eastbound "local access" lane is extremely narrow and claustrophobic.

Also, I think the new I-64 Culloden exit that's currently under construction will be very helpful, but are they expected to build direct access to US 60 with bridges over the railroad and Indian Fork Creek?

(Working in the area this week)

The "local access" lane is 11' wide, no wider and no narrower than the contraflow lanes that have been there for two years or more. However, construction is expected to be complete by fall 2026. The Guyandotte River bridge is the last segment to be finished, which was delayed because of a permitting delay.

[seicer]

The replacement of the 1929 truss bridge on US 33/119 in Glenville goes out to bid in April: https://ui.bidx.com/WVDOT/lettings/APR0825/proposals/2020000605

[seicer]

"The West Virginia Division of Highways (WVDOH) will hold an informational workshop public meeting on Tuesday, February 25, 2025, at the Teays Valley Christian School, located at 6562 Teays Valley Road, Scott Depot, WV, 25560 to provide background information on the proposed Teays Valley Road Widening project. This project includes safety, multi-modal, and capacity improvements to the corridor from approximately Great Teays Boulevard to Apple Lane. This meeting complies with the public involvement requirements of the National Environmental Policy Act (NEPA) and Section 106 of the National Historic Preservation Act."

Alternate Two has been selected. It includes four roundabouts and a design that includes two sidewalks, six-foot bike lanes, and a center median.

• Project site
• Handout
• Boards
• Plans

"The West Virginia Division of Highways (WVDOH) is studying the Teays Valley Road (CR 33) corridor for enhancements due to increased traffic from Scott Depot's growth. The study area, connecting WV 34 to US 35, has seen commercial growth, especially near the I-64/US 35 interchange. Currently, it's a two-lane road with varying shoulder widths and speed limits. The project aims to improve access and safety for both residents and businesses along the entire corridor. It involves roadway improvements, bicycle and pedestrian accommodations, and lighting. The project begins at Great Teays Boulevard (CR 34/14) and ends 0.3 miles west of the Teays Valley Road/US 35 intersection. At the July 2024 public meeting, we had over 70 attendees and received 21 comments about the proposed project.  The community feedback heard at this meeting confirmed the Purpose and Need of the project, which include the need to address capacity, roadway deficiencies, and lack of multi-modal opportunities."

[The Ghostbuster]

Four roundabouts? That's quite a few for the corridor. Maybe the WV 34 and US 35 intersections could have been converted to roundabouts as well. In any case, how common are roundabouts in the state of West Virginia?

[hbelkins]

The relatively-new Fairmont downtown connector (WV 273) is eaten up with those circles from hell.

[seicer]

They are becoming more common. As HB stated, WV 273 in Fairmont has two - notably to slow down traffic as it descends a steep grade towards downtown. It's not meant to be a high-speed connector.

There is another roundabout (circa 2015?) at US 119 and WV 705 in Morgantown.

Another will soon exist at US 522 and the US 522 Bypass south of Berkeley Springs. Another will be built on the northern terminus of the bypass.

[Bitmapped]

They are becoming more common. As HB stated, WV 273 in Fairmont has two - notably to slow down traffic as it descends a steep grade towards downtown. It's not meant to be a high-speed connector.

There is another roundabout (circa 2015?) at US 119 and WV 705 in Morgantown.

Another will soon exist at US 522 and the US 522 Bypass south of Berkeley Springs. Another will be built on the northern terminus of the bypass.

There is also one at I-79 Exit 153, from about 2016. Three more are currently under construction in Morgantown (two on CR 857/Greenbag Road and one on University Avenue).

[wriddle082]

They are becoming more common. As HB stated, WV 273 in Fairmont has two - notably to slow down traffic as it descends a steep grade towards downtown. It's not meant to be a high-speed connector.

There is another roundabout (circa 2015?) at US 119 and WV 705 in Morgantown.

Another will soon exist at US 522 and the US 522 Bypass south of Berkeley Springs. Another will be built on the northern terminus of the bypass.

There is also one at I-79 Exit 153, from about 2016. Three more are currently under construction in Morgantown (two on CR 857/Greenbag Road and one on University Avenue).

And not to be outdone, Inwood, in the Eastern Panhandle, has SIX roundabouts on WV 51: two with the I-81 north and south ramps, one with Pilgrim St, one with US 11, one with Sophronia Blvd, and finally one with Middleway Pike.  Though this town is practically in VA, it has a Tudor's Biscuit World that gets a decent amount of business, thereby cementing it as WV.

(I spent a weekend here a few months ago while working in the DC area, because who wants to stay in DC for the weekend?)

[SP Cook]

Having lived on the road in question (CR 33, Teays Valley Road) for almost 30 years, the "preferred alternative" can only be described as stupid and wasteful.  Yes, I realize the strings attached to the federal money, but the current number of bicyclists on said road is zero, and the number of pedestrians is so low as to be zero.  The need for one sidewalk or bike path is zero, the need for one on both side of the road is double zero.  The ROW costs, which will include several businesses, including at least one that will have to be a total take, will be enormous, at least by WV standards as this is a high income area with high land values.  And the roundabouts with single lanes idea is just dumb.

Just build a center turn lane, as was done with WV 34 two decades ago, and all will be fine.

[vdeane]

the current number of bicyclists on said road is zero, and the number of pedestrians is so low as to be zero

Stating that we shouldn't build bike/ped infrastructure because current usage is zero is like saying we shouldn't build a highway because people aren't driving through the empty field/forest where the highway is proposed to go.  That's not to say that sidewalks and/or bike lanes should be added without any consideration for usage, but using forecasting/modeling for cars but pooh-pooing anything for other modes based on current usage is a huge double standard.

[Bitmapped]

Having lived on the road in question (CR 33, Teays Valley Road) for almost 30 years, the "preferred alternative" can only be described as stupid and wasteful.  Yes, I realize the strings attached to the federal money, but the current number of bicyclists on said road is zero, and the number of pedestrians is so low as to be zero.  The need for one sidewalk or bike path is zero, the need for one on both side of the road is double zero.

Nobody is walking or biking now because there are no sidewalks or shoulders. With the traffic, they don't perceive it to be safe to do so.

Teays Valley is one of the most potentially walkable areas in the state. Relatively flat with fairly high population density. Pedestrian infrastructure is a good investment.

[Rothman]

Ugh.  I hate the "If you build it, they will come" mentality, especially for bicycle infrastructure.

I'm generally for "complete street" approaches, but the actual improvements needs to be based upon actual demand for such rather than wishes and hopes.

NYSDOT pumped a lot of money into the Empire State Trail, for example.  Some sections are quite well-used, while others may cause some head-scratching if costs are reviewed (e.g. Erie Blvd in eastern Syracuse so far).

WV would do well to keep a pragmatic stance on this one.

(personal opinion emphasized)

[vdeane]

I'm generally for "complete street" approaches, but the actual improvements needs to be based upon actual demand for such rather than wishes and hopes.

True... but opponents of such tend to latch onto lack of current usage as justification for doing nothing, regardless of circumstances.  It's one thing if there's just no demand and/or nothing around, but quite another if there's nobody there because there isn't a safe place to walk or bike.

This can even affect places where there is infrastructure, if it's a patchwork.  After all, this isn't SimCity where pedestrians and cars materialize and disappear into thin air; people need to get to the infrastructure and to where they're going.

[The Ghostbuster]

I love SimCity (SimCity 2000 was my favorite).

[wriddle082]

If the local constabulary decides to start cracking down on drunk driving, and enough residents lose their licenses as a result, then the bicycle rate will go up.

[SP Cook]

People don't bike because, well, they all have cars.  This is a bedroom community.   People that bike or walk for exercise or recreation do so quite safely within their developments.  Biking or walking on the main road serves no purpose, no matter how many bike paths are built.

Where would one go?  Kroger?

[seicer]

West Virginia is the most obese and overweight state. The state does not have enough pedestrian and cycling infrastructure to connect communities with its recreational amenities. While this multi-use path may be short in distance, it can be the start of something much greater.

[vdeane]

People don't bike because, well, they all have cars.  This is a bedroom community.   People that bike or walk for exercise or recreation do so quite safely within their developments.  Biking or walking on the main road serves no purpose, no matter how many bike paths are built.

Where would one go?  Kroger?

The pharmacy?  The orthodontist?  Church?  Their neighbors?  The bank?  The barber?  To get pizza?

Also, imagine how much money they could save if they didn't need a car...

Finally, those side streets aren't very big.  Even the recreational/exercise traffic has nowhere to go right now.

[SP Cook]

Yeah, I met a guy just the other day.  Massively overweight.  He lamented that it was all the guvment's fault.  No bike paths.

 

[seicer]

KYOVA to host public meeting on Ohio River bridge study

• Project details: https://ohioriverbridgecrossing.com/

"A project that proposes a bridge over the Ohio River northeast of Huntington, a concept first introduced in the 1960s, continues to make progress today.

Chris Chiles, executive director of the KYOVA Interstate Planning Commission, said the project is still in the early stages with the final report for its planning and environmental linkages (PEL) study to be submitted this summer. Before it is finalized, the public will have the chance to learn what the study found, hear more about the proposed bridge crossing and provide comments.

KYOVA will host the public informational meeting for the Ohio River Bridge PEL study from 4:30-6 p.m. March 18, at 400 3rd Ave. in Huntington. The meeting will be in an open format, with a brief presentation at 5:15 p.m.

Chiles said the project is to provide a cross-river system linkage connecting W.Va. 2 to Ohio 7 with connections to major U.S. highways and Interstate 64 and provide improved access for economic development and growth in the region.

It would be constructed at the end of the Merritts Creek connector, also known as the Big Ben Bowen Highway and W.Va. 193, and would connect on the Ohio side with the Chesapeake bypass, Chiles said.

[...]

In September 2020, KYOVA issued its first feasibility study on the proposed bridge. The study evaluated the corridor's ability to meet future traffic needs, enhance regional connectivity, support future economic development and create more pedestrian use while minimizing impacts to the community and environment.

The new bridge, if built, would complete the Tri-State Outer Belt project that began in the 1950s and 1960s with Interstate 64 and the West 17th Street bridge and continued into the 1980s with the Chesapeake, Ohio, bypass and later with construction of the new Ohio 7 in Rome Township. The bridge would give Ohio residents better access to the eastern end of Cabell County."

[SP Cook]

Ohio just started tree clearing for the Chesapeake Bypass, but, AFAIK, that is all it has money to do right now.  I would love to see that long delayed project finally built. 

As to the bridge, I don't know.  Huntington is usually last on the state's priority list, and this bridge, more than anything, helps people on the Ohio side.   

[seicer]

Construction of Phase 2 of the Chesapeake Bypass began in January and will conclude in 2028: https://www.transportation.ohio.gov/projects/projects/75923

[SP Cook]

Good to know.