Post whatever you want that's related to the Eastern Panhandle.
This might be going a bit high. 65 MPH-70 MPH is fine for four-lanes and corridor routes, and 70 MPH is fine for interstates. I can see 75 MPH on certain segments, like I-64 east of Beckley, but for I-64 near Huntington? No. The bill would also not allow for 80 MPH speeds in cities, so you can scratch higher speeds inside Huntington, Charleston, Martinsburg, et. al.
http://www.wsaz.com/content/news/Proposed-bill-would-raise--468637773.html
"A bill introduced in the W.Va. Senate aims raise the speed limit on the interstate and four-lane highways."
http://www.wsaz.com/content/news/Proposed-bill-would-raise--468637773.html
"A bill introduced in the W.Va. Senate aims raise the speed limit on the interstate and four-lane highways."
FWIW, the Commissioner of Highways has the ability to set speed limits now with no maximum limit in state code.
But I imagine would be highly unlikely to approve an 80 MPH speed limit on a roadway with a 65 MPH design speed...
I-81’s twin bridges are currently being rebuilt/rehabbed by MDOT SHA. Will WVDOT be making any changes to I-81 between US 11 and the Potomac after this project is completed?
I can't remember if the new pavement went past the US-11 exit. Construction certainly stops before the WV-901 exit.
I-81’s twin bridges are currently being rebuilt/rehabbed by MDOT SHA. Will WVDOT be making any changes to I-81 between US 11 and the Potomac after this project is completed?
I happened to drive on that part of I-81 rather early this morning doing property and business inspections for my second job. There is active construction work (read: I saw workers wearing hard hats and reflective vests walking and chatting) present on both the Maryland and West Virginia sides of the Potomac leading up to the new metal girders that Maryland SHA, excuse me, Maryland MDOT SHA, have put up for a replacement bridge. The new construction seems to go WAY too far into WV for it to be all led by Maryland MDOT SHA. I can't remember if the new pavement went past the US-11 exit. Construction certainly stops before the WV-901 exit.
Beyond all of that, there's a fair amount of out-of-state traffic on many West Virginia Interstate highways, and at least some of those out-of-state drivers are not familiar with the twists and turns of Mountaineer State freeways, which might increase crash risks.
Average speeds on the rural parts of WV's lightly traveled interstates could easily be 80 or more, and an increase in the SL (and a removal of traffic lights) on the ARC system is needed even more so.
I was driving in WV this morning (on WV 45 from the MD state line toward Martinsburg), and I saw some new route shields I'd never seen before -- they were like your weird fractional county routes, but in a "home plate" shaped shield."Driveway routes" - they're so small they're not even secondary or tertiary (triangle - yes there are more shapes) routes. Basically they feed a few homes and that's it. The most basic possible maintenance, but still state maintained.
I can't find an example in GMSV, but the imagery along WV45 is several years old.
What is this?
Interesting. So, these were basically political favors to very small neighborhoods, just to give their driveway a route number?
If they ever do this it'll be interesting to see how it gets routed and what would get eminent domained. Looks like there's a WV airfield and an OH elementary school that are pretty much in the way for a straight on shot.
Speaking of that area, what is the current prognosis for that uncompleted gap in OH 7 across the river from Huntington, WV?
WVDOH let a bunch of Interstate reconstruction projects that should be starting this spring. . . I wish they'd use concrete instead of asphalt for reconstruction.
WVDOH let a bunch of Interstate reconstruction projects that should be starting this spring. . . I wish they'd use concrete instead of asphalt for reconstruction.
Does any other state follow the odd practice of West Virginia when repairing concrete sections of the interstate? Most repairs of bad concrete involve paving over the whole section or taking out and replacing the whole section with new concrete. WVDOH instead just jackhammers out around the bad patch and pours in new concrete, doing so along a stretch of highway. Does that really save time and money?
WVDOH let a bunch of Interstate reconstruction projects that should be starting this spring. . . I wish they'd use concrete instead of asphalt for reconstruction.
Does any other state follow the odd practice of West Virginia when repairing concrete sections of the interstate? Most repairs of bad concrete involve paving over the whole section or taking out and replacing the whole section with new concrete. WVDOH instead just jackhammers out around the bad patch and pours in new concrete, doing so along a stretch of highway. Does that really save time and money?
I've seen this practice in use in several states that still have concrete pavement. Kentucky recently did this along the concrete-since-it-was-built-in-1971 section of I-64 between Frankfort and Midway.
I've noticed that WVDOH has also been repairing their existing concrete pavements more so now than any other time. It seemed that when the pavement just hit some magical age marker, it would be repaved and not repaired - such as I-64 east of Sam Black Church. Compare that to I-64 west of Sam Black Church to Beckley, and older sections of Corridor H, which were repaired and diamond grinded.There have actually been some projects where WVDOH has removed asphalt overlays and gone back to the underlying concrete. With the widespread use of diamond grinding, it's become a lot easier to repair concrete and still keep good ride quality than before.
I'm trying to think where that has happened at.
I know along Corridor H/US 48 and US 250, an asphalt overlay at that junction (https://goo.gl/maps/pcJK1AfusQS2) was removed, with the concrete repaired and diamond grinded. I'm not sure why it was asphalted, considering how new the pavement was at that time.
I'm trying to think where that has happened at.
I know along Corridor H/US 48 and US 250, an asphalt overlay at that junction (https://goo.gl/maps/pcJK1AfusQS2) was removed, with the concrete repaired and diamond grinded. I'm not sure why it was asphalted, considering how new the pavement was at that time.
It's happened on some of Corridor G around Boone and Lincoln Counties. Also, a couple spots of Corridor H near where you mentioned.
I-81’s twin bridges are currently being rebuilt/rehabbed by MDOT SHA. Will WVDOT be making any changes to I-81 between US 11 and the Potomac after this project is completed?
I happened to drive on that part of I-81 rather early this morning doing property and business inspections for my second job. There is active construction work (read: I saw workers wearing hard hats and reflective vests walking and chatting) present on both the Maryland and West Virginia sides of the Potomac leading up to the new metal girders that Maryland SHA, excuse me, Maryland MDOT SHA, have put up for a replacement bridge. The new construction seems to go WAY too far into WV for it to be all led by Maryland MDOT SHA. I can't remember if the new pavement went past the US-11 exit. Construction certainly stops before the WV-901 exit.
MDSHA is handling the entire project, including the WV sections up to the current end of the 6-lane segment at US 11. WVDOH is reimbursing Maryland for its expenses in West Virginia.
I-81’s twin bridges are currently being rebuilt/rehabbed by MDOT SHA. Will WVDOT be making any changes to I-81 between US 11 and the Potomac after this project is completed?
I happened to drive on that part of I-81 rather early this morning doing property and business inspections for my second job. There is active construction work (read: I saw workers wearing hard hats and reflective vests walking and chatting) present on both the Maryland and West Virginia sides of the Potomac leading up to the new metal girders that Maryland SHA, excuse me, Maryland MDOT SHA, have put up for a replacement bridge. The new construction seems to go WAY too far into WV for it to be all led by Maryland MDOT SHA. I can't remember if the new pavement went past the US-11 exit. Construction certainly stops before the WV-901 exit.
MDSHA is handling the entire project, including the WV sections up to the current end of the 6-lane segment at US 11. WVDOH is reimbursing Maryland for its expenses in West Virginia.
I checked the Web page (http://apps.roads.maryland.gov/WebProjectLifeCycle/ProjectInformation.aspx?projectno=WA3445221) for this project and observed this photo (http://apps.roads.maryland.gov/WebProjectLifeCycle/WA344_52/htdocs/Photos/Placement%20of%20concrete%20for%20new%20median%20barrier%20along%20I81%20in%20West%20Virginia.jpg) of the median barrier work in West Virginia on I-81. This made me wonder about the partnership between MDOT SHA and WVDOT - did the latter contribute any design work for the widening of I-81, to match the design and character of the existing widening work? Or was it designed solely by the SHA, on WVDOT’s dime, and the latter only provided oversight?
3x a month and 3x a year.
http://www.theintelligencer.net/news/community/2019/03/bill-in-the-west-virginia-legislature-would-allow-west-virginia-department-of-transportation-to-increase-speed-limits-to-75-mph-changes-on-interstate-70-unlikely/That's nice, but there are very few places in that state with enough sight distance to get to 75 from 70. I don't see a need for this.
Apparently divided-highways with limited-access, but still at-grade intersections were authorized as high as 70 MPH, though this legislation would shoot that back to 65 MPH. Granted, none actually made 70 MPH, but rather 65 MPH, so this legislation wouldn't impact any existing divided highways, as none are 70 MPH.http://www.theintelligencer.net/news/community/2019/03/bill-in-the-west-virginia-legislature-would-allow-west-virginia-department-of-transportation-to-increase-speed-limits-to-75-mph-changes-on-interstate-70-unlikely/That's nice, but there are very few places in that state with enough sight distance to get to 75 from 70. I don't see a need for this.
http://www.theintelligencer.net/news/community/2019/03/bill-in-the-west-virginia-legislature-would-allow-west-virginia-department-of-transportation-to-increase-speed-limits-to-75-mph-changes-on-interstate-70-unlikely/That's nice, but there are very few places in that state with enough sight distance to get to 75 from 70. I don't see a need for this.
On my way to/from the New River Gorge meet, I drove a uniform 75 in all the 70 zones (well, except for the time I was driving in a heavy rain, but that was due to the weather, not the road) and it felt very comfortable. Should a speed limit be a LIMIT rather than "here's a number, we know you'll drive 5-20 mph faster, that's fine"?http://www.theintelligencer.net/news/community/2019/03/bill-in-the-west-virginia-legislature-would-allow-west-virginia-department-of-transportation-to-increase-speed-limits-to-75-mph-changes-on-interstate-70-unlikely/That's nice, but there are very few places in that state with enough sight distance to get to 75 from 70. I don't see a need for this.
On my way to/from the New River Gorge meet, I drove a uniform 75 in all the 70 zones (well, except for the time I was driving in a heavy rain, but that was due to the weather, not the road) and it felt very comfortable. Should a speed limit be a LIMIT rather than "here's a number, we know you'll drive 5-20 mph faster, that's fine"?http://www.theintelligencer.net/news/community/2019/03/bill-in-the-west-virginia-legislature-would-allow-west-virginia-department-of-transportation-to-increase-speed-limits-to-75-mph-changes-on-interstate-70-unlikely/That's nice, but there are very few places in that state with enough sight distance to get to 75 from 70. I don't see a need for this.
Speed limit to be lowered on Interstate 77 by the end of April from 70 MPH to 60 MPH permanently between MM 20 and MM 27.
https://www.bdtonline.com/news/changes-arriving-on-i--more-patrols-lower-speed-limit/article_9fbbafd8-5fea-11e9-bac9-4b5e5937bf56.html
It doesn't matter, people will still fly by doing 80+ MPH. Nothing stops them from doing that in urban areas with naturally lower speed limits. Here in Hampton Roads, the highway I'm off of (VA-of is posted 55 MPH, yet during the summer when tourists from the north are heading to the Outer Banks, you get ran off the road if you aren't doing at least 75 or 80 MPH. During the rest of the year, it's closer to 60 to 70 MPH. Chesapeake Police doesn't even patrol the highway that much, so it's pretty much free game.Speed limit to be lowered on Interstate 77 by the end of April from 70 MPH to 60 MPH permanently between MM 20 and MM 27.
https://www.bdtonline.com/news/changes-arriving-on-i--more-patrols-lower-speed-limit/article_9fbbafd8-5fea-11e9-bac9-4b5e5937bf56.html
Ridiculous. Looks like the "OMG WE GOTTA DO SOMETHING!" crowd strikes again. What that story doesn't say was how those Turnpike employees got killed. Were they speeding? I know my agency has strict rules about driving the speed limit in state vehicles and they have GPS units that send a warning to management if you exceed the speed limit by a certain amount.
Nothing wrong with 70 mph on that section of road, as the hill and the curves are well-signed. Perhaps a split truck speed limit, like on Sandstone Mountain on I-64, would be beneficial.
Speed limit to be lowered on Interstate 77 by the end of April from 70 MPH to 60 MPH permanently between MM 20 and MM 27.
https://www.bdtonline.com/news/changes-arriving-on-i--more-patrols-lower-speed-limit/article_9fbbafd8-5fea-11e9-bac9-4b5e5937bf56.html
Ridiculous. Looks like the "OMG WE GOTTA DO SOMETHING!" crowd strikes again. What that story doesn't say was how those Turnpike employees got killed. Were they speeding? I know my agency has strict rules about driving the speed limit in state vehicles and they have GPS units that send a warning to management if you exceed the speed limit by a certain amount.
Nothing wrong with 70 mph on that section of road, as the hill and the curves are well-signed. Perhaps a split truck speed limit, like on Sandstone Mountain on I-64, would be beneficial.
I'll agree, the speed limit is a bit high, but you don't need to restrict everybody to 60 MPH. 65 MPH for cars / 55 MPH for trucks. Simple.Speed limit to be lowered on Interstate 77 by the end of April from 70 MPH to 60 MPH permanently between MM 20 and MM 27.
https://www.bdtonline.com/news/changes-arriving-on-i--more-patrols-lower-speed-limit/article_9fbbafd8-5fea-11e9-bac9-4b5e5937bf56.html
Ridiculous. Looks like the "OMG WE GOTTA DO SOMETHING!" crowd strikes again. What that story doesn't say was how those Turnpike employees got killed. Were they speeding? I know my agency has strict rules about driving the speed limit in state vehicles and they have GPS units that send a warning to management if you exceed the speed limit by a certain amount.
Nothing wrong with 70 mph on that section of road, as the hill and the curves are well-signed. Perhaps a split truck speed limit, like on Sandstone Mountain on I-64, would be beneficial.
Here’s the story on that crash.
https://www.bdtonline.com/news/i--crash-victims-identified/article_be1aab5c-a283-11e8-9667-0b6d8c6a9ff3.html (https://www.bdtonline.com/news/i--crash-victims-identified/article_be1aab5c-a283-11e8-9667-0b6d8c6a9ff3.html)
I'll agree, the speed limit is a bit high, but you don't need to restrict everybody to 60 MPH. 65 MPH for cars / 55 MPH for trucks. Simple.Speed limit to be lowered on Interstate 77 by the end of April from 70 MPH to 60 MPH permanently between MM 20 and MM 27.
https://www.bdtonline.com/news/changes-arriving-on-i--more-patrols-lower-speed-limit/article_9fbbafd8-5fea-11e9-bac9-4b5e5937bf56.html
Ridiculous. Looks like the "OMG WE GOTTA DO SOMETHING!" crowd strikes again. What that story doesn't say was how those Turnpike employees got killed. Were they speeding? I know my agency has strict rules about driving the speed limit in state vehicles and they have GPS units that send a warning to management if you exceed the speed limit by a certain amount.
Nothing wrong with 70 mph on that section of road, as the hill and the curves are well-signed. Perhaps a split truck speed limit, like on Sandstone Mountain on I-64, would be beneficial.
Here’s the story on that crash.
https://www.bdtonline.com/news/i--crash-victims-identified/article_be1aab5c-a283-11e8-9667-0b6d8c6a9ff3.html (https://www.bdtonline.com/news/i--crash-victims-identified/article_be1aab5c-a283-11e8-9667-0b6d8c6a9ff3.html)
Location of the wreck (https://www.google.com/maps/@37.5305089,-81.110762,3a,75y,173.12h,71.09t/data=!3m6!1e1!3m4!1sJNDbGB6FXJSNuij6AJH6UQ!2e0!7i13312!8i6656), heading southbound on I-77 just before the US-19 overpass.
Interestingly enough, in this crash, the truck driver was charged with following to closely, reckless driving, and failure to maintain. When you're going down a mountain with a 5% grade that has curves, and you're driving a large truck, 70 MPH is too excessive, too unpredictable. The truck driver should've known this, and it's one idiot's stupidity that punishes everyone.
Location of the wreck (https://www.google.com/maps/@37.5305089,-81.110762,3a,75y,173.12h,71.09t/data=!3m6!1e1!3m4!1sJNDbGB6FXJSNuij6AJH6UQ!2e0!7i13312!8i6656), heading southbound on I-77 just before the US-19 overpass.
The WVSP is paid toll money for this "service". Not just the pay for the cops involved, but the cars, equipment, etc. all belong to the Turnpike. And they pay a "pro rata" share of the HQ expenses.
Speed limit to be lowered on Interstate 77 by the end of April from 70 MPH to 60 MPH permanently between MM 20 and MM 27.
https://www.bdtonline.com/news/changes-arriving-on-i--more-patrols-lower-speed-limit/article_9fbbafd8-5fea-11e9-bac9-4b5e5937bf56.html
Speed limits there are probably decreasing because it's so twisty. It's not flat where you can drive fast. I'm fine with them lowering it from 70 to 60, 60 is fast enough for me.It's easily driveable at 70 mph. Lower the truck speed limit. Not the car limit.
Speed limits there are probably decreasing because it's so twisty. It's not flat where you can drive fast. I'm fine with them lowering it from 70 to 60, 60 is fast enough for me.
Speed limits there are probably decreasing because it's so twisty. It's not flat where you can drive fast. I'm fine with them lowering it from 70 to 60, 60 is fast enough for me.It's easily driveable at 70 mph. Lower the truck speed limit. Not the car limit.
Speed limits there are probably decreasing because it's so twisty. It's not flat where you can drive fast. I'm fine with them lowering it from 70 to 60, 60 is fast enough for me.It's easily driveable at 70 mph. Lower the truck speed limit. Not the car limit.
Then you're instituting a split speed limit, which brings a whole different host of safety issues...
What I said is that you introduce additional safety issues by instituting different speed limits for cars and trucks.You should check out the thread regarding the proposed 65 mph truck speed limit. Someone there actually supports it.
I'm aware the American Truckers Association has been pushing a uniform 65 MPH truck limit heavily. I also know there are other trucking associations opposed to it.
It’s even worse as you go out west with 75, 80, and 85 mph speed limits and you have trucks doing 60 - 65 mph passing for miles.I'm aware the American Truckers Association has been pushing a uniform 65 MPH truck limit heavily. I also know there are other trucking associations opposed to it.
That would be the bane of travel on 70 mph Interstate highways that are common in the eastern part of the country. Micro passing trucks that can't keep up with 70 mph are already a major hindrance on those highways.
Officials: Local I-64 widening part of a larger plan (https://www.herald-dispatch.com/news/officials-local-i--widening-part-of-a-larger-plan/article_0693afd9-e5e6-5183-a14d-f8deefc6c784.html) | WVDOH Release (https://transportation.wv.gov/communications/PressRelease/Pages/Gov.-Justice-approves-award-of-I-64-widening-project-in-Cabell-County.aspx)
"About 2.5 miles of road from just past the Huntington Mall to the Guyandotte River will be widened from four to eight lanes as part of the $71.7 million project, along with the replacement of five bridges. The project will begin next summer, with an estimated end date in 2022.
Heading west, the project begins about half a mile before the West Mall Road exit, replacing the bridge that crosses over the Mud River. From there, the bridge over East Mall Road, the bridge over Mud River Road, the bridge over Wild Cat Road and the bridge over Big Ben Bowen Highway will all be replaced and widened. The project ends just before the Guyandotte River bridge, just after the Merritt's Creek exit.
In the near future, the Guyandotte River bridge to the 29th Street exit - where the road widens again - will be widened, said Brent Walker, director of communications for the West Virginia Department of Transportation. According to estimates on the DOT's website, this portion would be widened to six lanes.
That would be the bane of travel on 70 mph Interstate highways that are common in the eastern part of the country. Micro passing trucks that can't keep up with 70 mph are already a major hindrance on those highways.It’s even worse as you go out west with 75, 80, and 85 mph speed limits and you have trucks doing 60 - 65 mph passing for miles.
I agree. A more local example, I-64 is a huge problem as well for slow traffic, trucks passing for miles, etc. between Richmond and Williamsburg. Thankfully it's getting smaller and smaller each widening project at a time.That would be the bane of travel on 70 mph Interstate highways that are common in the eastern part of the country. Micro passing trucks that can't keep up with 70 mph are already a major hindrance on those highways.It’s even worse as you go out west with 75, 80, and 85 mph speed limits and you have trucks doing 60 - 65 mph passing for miles.
I experienced that on my trip last weekend to NW Indiana, where I-70 and I-65 are very busy rural Interstate highways, with a 70 mph limit for all vehicles. Sometimes 5 miles or more where the trucks would not get out of the left lane or complete a pass, even though drivers in cars where flashing high beams at them.
I experienced that on my trip last weekend to NW Indiana, where I-70 and I-65 are very busy rural Interstate highways, with a 70 mph limit for all vehicles. Sometimes 5 miles or more where the trucks would not get out of the left lane or complete a pass, even though drivers in cars where flashing high beams at them.I agree. A more local example, I-64 is a huge problem as well for slow traffic, trucks passing for miles, etc. between Richmond and Williamsburg. Thankfully it's getting smaller and smaller each widening project at a time.
I got stuck behind 2 trucks passing for over 10 miles a few weeks ago, both trucks doing about 64-65 mph in both lanes in a 70 mph zone. Very frustrating, especially when drivers behind the truck get reckless, accelerating quickly, slamming brakes, tailgating, weaving in and out of lanes, etc.
Interesting, I hardly ever have that problem on I-64, and I was about to pull my hair out over the trucks on I-70 and I-64 between Dayton and NW Indiana. Big difference in truck percentages for one thing, much higher on those sections of I-70 and I-65.Must have been just a bad day then. I-64 is a major truck route especially for port-bound traffic (given Port of Virginia is the 3rd largest port on the East Coast and 4 major ports exist in Hampton Roads) but something like I-70 and I-64 would have long-distance truck traffic, and that can be especially heavy on routes like those.
I got behind several of those clusters and gave them a continuous halogen high beam until they moved over (BTW daytime and when no other vehicles were affected by the high beams).To be fair, how much can they really see it? Also, was it a truck simply hogging the left lane, or riding alongside another a truck in the right lane? If it was just hogging the left lane for miles, I would've just said screw it and pass it on the right. I'm not fond of passing on the right, but I will do it if someone is blocking the left lane and the right lane is clear (IF the right lane is clear for a good distance, I'm not one of those drivers who will attempt to pass on the right then get stuck and expect to be let back in)
That is a misuse of headlights but I had had it by that point.
Interesting, I hardly ever have that problem on I-64, and I was about to pull my hair out over the trucks on I-70 and I-64 between Dayton and NW Indiana. Big difference in truck percentages for one thing, much higher on those sections of I-70 and I-65.Must have been just a bad day then. I-64 is a major truck route especially for port-bound traffic (given Port of Virginia is the 3rd largest port on the East Coast and 4 major ports exist in Hampton Roads) but something like I-70 and I-64 would have long-distance truck traffic, and that can be especially heavy on routes like those.
I got behind several of those clusters and gave them a continuous halogen high beam until they moved over (BTW daytime and when no other vehicles were affected by the high beams).To be fair, how much can they really see it?
That is a misuse of headlights but I had had it by that point.
Also, was it a truck simply hogging the left lane, or riding alongside another a truck in the right lane? If it was just hogging the left lane for miles, I would've just said screw it and pass it on the right. I'm not fond of passing on the right, but I will do it if someone is blocking the left lane and the right lane is clear (IF the right lane is clear for a good distance, I'm not one of those drivers who will attempt to pass on the right then get stuck and expect to be let back in)
Generally true but I-64 has rather light truck traffic compared to some of those Midwestern Interstate highways. A lot of the port freight moves by railroad.Actually looking now, I-64 only has 6-8% heavy truck traffic. Never realized it was that low. Was expecting at least 15%.
Generally true but I-64 has rather light truck traffic compared to some of those Midwestern Interstate highways. A lot of the port freight moves by railroad.Actually looking now, I-64 only has 6-8% heavy truck traffic. Never realized it was that low. Was expecting at least 15%.
One example that comes to mind is I-40 west of Memphis. Truck traffic is 58% of the total traffic. That stretch of I-40 is a very busy freight corridor.
I think you mean I-80/94 along the Borman.Fixed it...
West of I-65 its AADT ranges from 160K-200K with large trucks ranging from 35K-45K. Between I-65 and I-90/ITR it's around 100K AADT with 20K large trucks. (2017 traffic data)I go to Highland, which is near IN-912 Cline Avenue, and I am aware of the traffic differential at I-65.
So overall call it a 20-25% truck percentage.
So, we now have a newly posted 'BYPASS' route for a US highway in WV. The East Beckley Bypass now is posted as Bypass US-19.
http://forum.travelmapping.net/index.php?topic=3149
The picture that was posted there shows a NB shield just beyond it's intersection with WV-41. Only thing I don't know yet is where it's Southern End is located. Is it @ I-64 (Exit 124), or is it one of the two intersections US-19 has with the bypass (via connecting roads) right before I-64...... If anybody knows, please LMK!
It is the southmost of the two intersections between US 19 (which, ironically was originally the "19-21 Bypass" and still called that by people over 60 or so in Beckley) and the Bypass 19. The remainder south of that is just considered part of the on-ramp to I-64. However it is not clearly signed.
The portion south of the connections to US 19 is officially US 19 CONN.
https://gis.transportation.wv.gov/GISCountyMaps/PDF-Hillshade/RaleighSheet%202.pdf
Looks like it was uploaded as an attachment to a post, requiring one to be signed in to view it.
Here is one I have never heard before.
http://wvmetronews.com/2019/08/13/wheeling-suspension-bridge-back-open-as-long-term-solutions-being-discussed/
Background is the bridge is ancient and should only be used by cars, who should keep 50 feet distance. Has been repeatedly damaged by tour buses going to the Wheeling Island Casino and using GPS, the main function of GPS being to get you lost. Currently WV DOH has put up a hard physical barrier, which is to say, a piece of steel that will take the bus or truck's roof off. Effective, but ugly for a historic landmark.
Among the ideas floated is a nominal toll. Not really for money, but to "keep the bridge off GPS". I don't know how that works, but the idea is probably for hand collection with no electronic options, thus any oversized vehicle that pulls up can simply be denied entry and the 50 foot spacing maintained by the speed of the toll collector. Tolling as "traffic caliming" ?
Among the ideas floated is a nominal toll. Not really for money, but to "keep the bridge off GPS". I don't know how that works...
Saw a WVDOT video on Facebook today about the upcoming widening of I-64 and new bridge over the Kanawha. Supposed to go to bid in October. That will be an expensive project. Wonder if they're doing it as a design-build, or if they have already acquired all the right of way they'll need?
Any updates on when the missing link to completely four-lane US 35 might be constructed?
Of the following alternatives, Alternative 3 involves lowering US 119 and creating a tight diamond interchange at Lucado Road. All alternatives also involve adding a flyover ramp from I-64 to US 119 south over Cantley Drive. All of the alternatives eliminate two stoplights.Given that I was just there last month, I’d say this would be a much-needed improvement over the current configuration.
DOH shares plans to fix U.S. 119 traffic issues in Charleston with public (https://www.wvgazettemail.com/news/kanawha_county/doh-shares-plans-to-fix-u-s-traffic-issues-in/article_09778041-efdd-5bc3-9f5a-446f5df27d91.html)
Plans to address traffic congestion and safety issues along U.S. 119/Appalachian Corridor G between MacCorkle Avenue and Emerald Road in Charleston were unveiled to the public on Thursday, during an informational workshop hosted by the state Division of Highways.
[...]
The proposed construction includes a new ramp over Cantley Drive to allow southbound traffic on U.S. 119 entering the highway from Interstate 64 to bypass the stoplight at the intersection of Cantley and U.S. 119.
The plan also calls for a right-turn lane to be added to Cantley Drive, and a new left-turn lane to be added to the I-64 connector ramp at its intersection with U.S. 119 to accommodate traffic turning left on U.S. 119’s northbound lanes.
Additionally, the DOH is considering five construction alternatives to improve traffic flow at U.S. 119’s intersections with Oakwood Road and Lucado Road.
Additional Information (http://transportation.wv.gov/highways/engineering/comment/Oakwood-Road-Improvement-Project/Pages/default.aspx), Alternatives (http://transportation.wv.gov/highways/engineering/comment/Oakwood-Road-Improvement-Project/Documents/handout.pdf)
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Beaver to South Eisenhower Drive Project (Beckley Z-Way) (http://transportation.wv.gov/highways/engineering/comment/BeckleyZWayBeaverToSouthEisenhower/Pages/default.aspx)
The FONSI has been added to this project that I was vaguely aware of. The alignment alternative report is located in Appendix B.
The important thing here is that Ohio has to complete OH 7 as a four lane to the proposed bridge or it really doesn’t serve a purpose.
Feedback sought on proposed Ohio River bridge near Merritts Creek (https://www.herald-dispatch.com/news/feedback-sought-on-proposed-ohio-river-bridge-near-merritts-creek/article_8824f98a-429e-54f7-b9d3-2c883b261bd0.html)
Earlier this month, the Ohio Department of Transportation recommended $5 million in funding for the second phase of that state’s portion of the project, which would construct a 4 1/2-mile bypass connecting Chesapeake and Proctorville.
Where does WVDOT get their cinder supply for winter road treatment? I’ve observed a lot of cinder use in the Panhandle this winter.
Where does WVDOT get their cinder supply for winter road treatment? I’ve observed a lot of cinder use in the Panhandle this winter.
I was pleasantly surprised to see WVDOH reconstruct the mainline and ramps of the short circa 1977 US 30 freeway in Chester with new concrete. A comparison of the prior conditions: https://goo.gl/maps/LwFFM1eaBoPmbzca9
Edit: Apparently this was done in late 2016-17 and was basically an unbonded concrete overlay on top of the existing pavement: https://www.reviewonline.com/news/local-news/2016/11/u-s-30-work-to-continue-into-next-year/
WVa officials seek someone to preserve historic bridge (https://www.herald-dispatch.com/ap/ap_region/wva-officials-seek-someone-to-preserve-historic-bridge/article_3637af89-1be6-59f3-a059-263b27f29ccd.html)
West Virginia officials are trying to find someone interested in preserving a historic bridge connecting West Virginia and Ohio.
The Aetnaville Bridge, also known as the Georgia Street Bridge, was built in 1891. It lies over the back channel of the Ohio River from Wheeling Island, West Virginia, to Martins Ferry, Ohio.
The bridge was originally part of the streetcar system in Wheeling and later converted to a toll road for automobile traffic. It became toll-free in 1953 and was part of U.S. 252 until it was closed in 1988 due to deterioration.
WVa officials seek someone to preserve historic bridge (https://www.herald-dispatch.com/ap/ap_region/wva-officials-seek-someone-to-preserve-historic-bridge/article_3637af89-1be6-59f3-a059-263b27f29ccd.html)
West Virginia officials are trying to find someone interested in preserving a historic bridge connecting West Virginia and Ohio.
The Aetnaville Bridge, also known as the Georgia Street Bridge, was built in 1891. It lies over the back channel of the Ohio River from Wheeling Island, West Virginia, to Martins Ferry, Ohio.
The bridge was originally part of the streetcar system in Wheeling and later converted to a toll road for automobile traffic. It became toll-free in 1953 and was part of U.S. 252 until it was closed in 1988 due to deterioration.
I'm pretty sure not even pedestrian traffic is allowed on that bridge now.
WVa officials seek someone to preserve historic bridge (https://www.herald-dispatch.com/ap/ap_region/wva-officials-seek-someone-to-preserve-historic-bridge/article_3637af89-1be6-59f3-a059-263b27f29ccd.html)
West Virginia officials are trying to find someone interested in preserving a historic bridge connecting West Virginia and Ohio.
The Aetnaville Bridge, also known as the Georgia Street Bridge, was built in 1891. It lies over the back channel of the Ohio River from Wheeling Island, West Virginia, to Martins Ferry, Ohio.
The bridge was originally part of the streetcar system in Wheeling and later converted to a toll road for automobile traffic. It became toll-free in 1953 and was part of U.S. 252 until it was closed in 1988 due to deterioration.
I'm pretty sure not even pedestrian traffic is allowed on that bridge now.
I think they meant US 250...
WVa officials seek someone to preserve historic bridge (https://www.herald-dispatch.com/ap/ap_region/wva-officials-seek-someone-to-preserve-historic-bridge/article_3637af89-1be6-59f3-a059-263b27f29ccd.html)
West Virginia officials are trying to find someone interested in preserving a historic bridge connecting West Virginia and Ohio.
The Aetnaville Bridge, also known as the Georgia Street Bridge, was built in 1891. It lies over the back channel of the Ohio River from Wheeling Island, West Virginia, to Martins Ferry, Ohio.
The bridge was originally part of the streetcar system in Wheeling and later converted to a toll road for automobile traffic. It became toll-free in 1953 and was part of U.S. 252 until it was closed in 1988 due to deterioration.
I'm pretty sure not even pedestrian traffic is allowed on that bridge now.
Total mess, weather not helping.
https://www.wsaz.com/content/news/Bridge-on-I-64-near-Nitro-shut-down-567622611.html
Total mess, weather not helping.
https://www.wsaz.com/content/news/Bridge-on-I-64-near-Nitro-shut-down-567622611.html
There's really no good way around that if you get hung up in traffic close to it. Exit soon enough, and you can make your way over to Winfield and cross there.
Part of the problem in more mountainous or hilly terrain is the lack of viable alternative routes. If you get caught in an accident on the West Virginia Turnpike, you're screwed. If you try to get around it, it's even worse. Those Turnpike "detours" are extreme.
Looking at GSV of that bridge area is amusing. Where WV 68 meets it, there's a cool old sign that points "Short Way West to US 50 & OH 7"
But at the same intersection, a "To US 50" sign is also pointing to the South
Corridor D is absolutely on my short list of post-COVID roadtrips.
I have done Corridors H and L in WV (minus the US 19 connector to the Turnpike)
I don't know if I've come across an ADHS Corridor I didn't like
I've done all of KY 9 (while not an ADHS) and loved it.Corridor D is absolutely on my short list of post-COVID roadtrips.
I have done Corridors H and L in WV (minus the US 19 connector to the Turnpike)
I don't know if I've come across an ADHS Corridor I didn't like
You might not like some of the ones in Tennessee and Kentucky. Many of them are conventional improved two-lane roads -- think "super-2" but with normal at-grade intersections. And from what I gather, the US 119 connection across Pine Mountain will never be built.
As for the ones you mention, Corridor D becomes much less interesting after you cross US 62 going west.
I've done all of KY 9 (while not an ADHS) and loved it.Corridor D is absolutely on my short list of post-COVID roadtrips.
I have done Corridors H and L in WV (minus the US 19 connector to the Turnpike)
I don't know if I've come across an ADHS Corridor I didn't like
You might not like some of the ones in Tennessee and Kentucky. Many of them are conventional improved two-lane roads -- think "super-2" but with normal at-grade intersections. And from what I gather, the US 119 connection across Pine Mountain will never be built.
As for the ones you mention, Corridor D becomes much less interesting after you cross US 62 going west.
Also did Corridor G between WV and Corridor B, and Corridor B down the whole way from Pikeville to Asheville. I wanted to see the Pikeville Cut Through and the downtown area of Pikeville too.
Pikeville was really awesome, and B is great. Not quite Sheetz but I did like Double Kwik.
Yeah I've been very curious about some other KY roads. Your state is beautiful. Just not as close a drive to Harrisburg, PA!
Sheetz seems to have found a market along a north - south corridor and its distribution system seems set up for that. It has not yet gone into southern Ohio or Kentucky, which would be a different market with different competitors, vendors, and media.
Not Marathon?
Wow, they honestly just built Exit #153 and they want to reconfigure it already?? What a waste of money....... I can understand #155, but not #153.
https://www.facebook.com/WVDOT/videos/965218073939088
US 35 update. Project manager in the video is a buddy of mine.
US 522 upgrade. Bypass of Berkeley Springs.
https://www.journal-news.net/journal-news/gov-justice-approves-award-for-u-s-522-bypass-project/article_af4be216-c061-547b-b2be-9b339260b773.html
US 522 upgrade. Bypass of Berkeley Springs.
https://www.journal-news.net/journal-news/gov-justice-approves-award-for-u-s-522-bypass-project/article_af4be216-c061-547b-b2be-9b339260b773.html
US 522 upgrade. Bypass of Berkeley Springs.
https://www.journal-news.net/journal-news/gov-justice-approves-award-for-u-s-522-bypass-project/article_af4be216-c061-547b-b2be-9b339260b773.html
Am I correct that this is not a complete bypass for US-522, but just the southeast leg to Martinsburg Road (WV-9) plus an extension to Fairfax Street? Martinsburg Road in downtown will not be useful for north-south truck traffic, and Fairfax Street is not going to be able to handle US-522 traffic volumes. Just knowing West Virginia's financial situation, it will be very difficult to complete the rest of the bypass anytime soon.
“The remaining 1 mile of the bypass will be part of a Design Build project that is currently on the State Transportation Improvement Program (STIP) and is slated to begin construction next year,” state documents say.
Good, this will be my new route from NOVA to Pittsburgh.
I HATE route 15.
Did it once, do not like it. I LOVE I-68, love the mountains.Good, this will be my new route from NOVA to Pittsburgh.
I HATE route 15.
If you like two lane roads, try US-522 to VA-127/WV-127 to WV-29 to WV-9/MD-51. For the past 30 years, this was my route from Northwestern Virginia to Cumberland. It sound convoluted, but it's a relatively straight shot (and should be signed as a US highway). There's a bunch of great two-lane routes from Cumberland to Pittsburgh, but the easiest way is I-68 to US-40 to Uniontown.
Nearly $60 million for construction. Sounds awfully expensive, given the terrain of the area (especially as compared to the rest of the state.)
Some notes from today:
- The new ramp for I-79 SB to US 33/US 48 at Weston is now open.
Some notes from today:
- The new ramp for I-79 SB to US 33/US 48 at Weston is now open.
What were they doing? Eliminating the weave for traffic entering 79 southbound?
Some notes from today:
- The new ramp for I-79 SB to US 33/US 48 at Weston is now open.
What were they doing? Eliminating the weave for traffic entering 79 southbound?
The converted southbound to a folded diamond. The I-79 SB offramp now is a straight-ish leg that meets Mud Lick Road and US 33 at a 4-way intersection. They've also realigned the NB off ramp, I think eliminating the direct EB merge ramps. Traffic signals now at both off-ramps.
The converted southbound to a folded diamond. The I-79 SB offramp now is a straight-ish leg that meets Mud Lick Road and US 33 at a 4-way intersection. They've also realigned the NB off ramp, I think eliminating the direct EB merge ramps. Traffic signals now at both off-ramps.
That's sad, since it was a one-of-a-kind (the only example of double cloverleaf without diamond ramps, southbound lanes only).
The converted southbound to a folded diamond. The I-79 SB offramp now is a straight-ish leg that meets Mud Lick Road and US 33 at a 4-way intersection. They've also realigned the NB off ramp, I think eliminating the direct EB merge ramps. Traffic signals now at both off-ramps.
That's sad, since it was a one-of-a-kind (the only example of double cloverleaf without diamond ramps, southbound lanes only).
I-70 Exit #15 on the west side of Washington, PA has the exact same setup as the old Exit #99 configuration. I-376 Exit #67 at the top of Green Tree Hill near Pittsburgh is pretty close, too.
Personally, I think WVDOH's Exit #99 rebuild was a waste of money. The I-79 SB bridge was extra-wide - 58 feet. With a minimal amount of new asphalt on each end, they could have restriped the existing bridge for a collector-distributor setup that would have addressed the weave issues and avoided eliminating free-flowing ramps.
The converted southbound to a folded diamond. The I-79 SB offramp now is a straight-ish leg that meets Mud Lick Road and US 33 at a 4-way intersection. They've also realigned the NB off ramp, I think eliminating the direct EB merge ramps. Traffic signals now at both off-ramps.
That's sad, since it was a one-of-a-kind (the only example of double cloverleaf without diamond ramps, southbound lanes only).
I-70 Exit #15 on the west side of Washington, PA has the exact same setup as the old Exit #99 configuration. I-376 Exit #67 at the top of Green Tree Hill near Pittsburgh is pretty close, too.
Some notes from today:
- The new ramp for I-79 SB to US 33/US 48 at Weston is now open.
What were they doing? Eliminating the weave for traffic entering 79 southbound?
The converted southbound to a folded diamond. The I-79 SB offramp now is a straight-ish leg that meets Mud Lick Road and US 33 at a 4-way intersection. They've also realigned the NB off ramp, I think eliminating the direct EB merge ramps. Traffic signals now at both off-ramps.
Some notes from today:
- The new ramp for I-79 SB to US 33/US 48 at Weston is now open.
What were they doing? Eliminating the weave for traffic entering 79 southbound?
The converted southbound to a folded diamond. The I-79 SB offramp now is a straight-ish leg that meets Mud Lick Road and US 33 at a 4-way intersection. They've also realigned the NB off ramp, I think eliminating the direct EB merge ramps. Traffic signals now at both off-ramps.
Any aerials or diagrams of the new configuration out there? Last time I used that exit was a couple of years ago and work hadn't started yet.
The widening of Interstate 64 between Huntington and Barboursville in Cabell County, West Virginia continues. The section between Exit 15 (US 60/East Huntington) and Exit 18 (WV 193) will be widened to six lanes while the portion from Exit 18 to Exit 20 (Mall Road) will be widened to eight lanes. I believe that the bridges are being replaced outright. The Guyandotte River crossing, built in 1959, is structurally deficient. The bridges over WV 193, also built in 1959, cross over a now-buried creek. The replacements are far shorter. When complete, I-64 will have six through lanes from Exit 10 (WV 10) to Exit 20.(https://scontent-ort2-1.xx.fbcdn.net/v/t1.0-9/127639879_10108433683128330_3817148553853983524_o.jpg?_nc_cat=111&ccb=2&_nc_sid=b9115d&_nc_ohc=eaeI-hYhocsAX-s3E2L&_nc_ht=scontent-ort2-1.xx&oh=1f4825fbb1670d71dbf91ba7c2a508bd&oe=5FE7F6BB)
The overhead to the ramp to I-64 is, again, on the left carriageway.
Interestingly, WVDOH chose to close down one direction of the highway for paving at a time instead of phasing it out as is more typically done.
The overhead to the ramp to I-64 is, again, on the left carriageway.
I think I’ve seen similar treatments in OH, but the gantry usually has a sign on both sides.
Now I'm getting the same photo viewing issue with seicer's photos that others have commented on lately. And I'm NOT using Chrome.
Now I'm getting the same photo viewing issue with seicer's photos that others have commented on lately. And I'm NOT using Chrome.
Interestingly, WVDOH chose to close down one direction of the highway for paving at a time instead of phasing it out as is more typically done.
That's a blast from the past. Those closures were common for DOH back in the late 1970s and most of the 1980s. It was funny to see a bunch of leftover crossovers scattered up and down the medians near bridges (mostly underpasses), some of them with pavement still intact. In some cases, those crossovers dammed up the median at certain places. I vaguely remember one location on I-79 that stayed around so long that it was reused for a bridge reconstruction (probably in the early 1990s, IIRC).
Interstate 64 is being widened to six and eight lanes through Barboursville. When complete, Interstate 64 will be six lanes from milepost 21 (past Exit 20/Mall Road) to Exit 10/WV Route 10/Huntington.
Of interest is the Merritt Creek bridge, which was built circa 1959 over Merritt Creek Road and Merritt Creek. When WV Route 193 was built in 2000, replacing Merritt Creek Road as the through route, the creek was placed into a culvert. The new bridge over WV Route 193 is much shorter as it now just needs to cross over the highway.(https://scontent-ort2-1.xx.fbcdn.net/v/t1.0-9/130451636_10108467624958630_7787173752460501720_o.jpg?_nc_cat=109&ccb=2&_nc_sid=b9115d&_nc_ohc=dV0eooMMU5oAX9qcx8w&_nc_ht=scontent-ort2-1.xx&oh=8fedb19161715981a175be2de5fc33e1&oe=5FF39753)
(https://scontent-ort2-1.xx.fbcdn.net/v/t1.0-9/129730158_10108467624953640_3601746871754830489_o.jpg?_nc_cat=110&ccb=2&_nc_sid=b9115d&_nc_ohc=_ZlOJO2Ho6wAX8xS2C2&_nc_ht=scontent-ort2-1.xx&oh=c28262b702e5bdff10c81fea71efd3c5&oe=5FF23FCC)
(https://scontent-ort2-1.xx.fbcdn.net/v/t1.0-9/130142514_10108467624943660_8901994115394749607_o.jpg?_nc_cat=102&ccb=2&_nc_sid=b9115d&_nc_ohc=LlAMnDWrVa8AX_HigB5&_nc_ht=scontent-ort2-1.xx&oh=25aae3943ed3208597d805f20ffcdab5&oe=5FF31434)
This is a view of Merritt Creek Road to the left and its replacement, WV Route 193, to the right. The four-lane expressway was built in 2000 and could lead to the development of an eastern highway crossing of Huntington.(https://scontent-ort2-1.xx.fbcdn.net/v/t1.0-9/130268241_10108467625128290_8103672260481733302_o.jpg?_nc_cat=103&ccb=2&_nc_sid=b9115d&_nc_ohc=iFNm1osv7kgAX9e2tM4&_nc_ht=scontent-ort2-1.xx&oh=782b5d5e412b71e26e09c973a4fccf4f&oe=5FF4B271)
Interestingly, WVDOH chose to close down one direction of the highway for paving at a time instead of phasing it out as is more typically done.
That's a blast from the past. Those closures were common for DOH back in the late 1970s and most of the 1980s. It was funny to see a bunch of leftover crossovers scattered up and down the medians near bridges (mostly underpasses), some of them with pavement still intact. In some cases, those crossovers dammed up the median at certain places. I vaguely remember one location on I-79 that stayed around so long that it was reused for a bridge reconstruction (probably in the early 1990s, IIRC).
Tons of permanent crossovers on I-64 between the state line and WV 10. Mostly for bridge work, I presume.
Interstate 64 is being widened to six and eight lanes through Barboursville. When complete, Interstate 64 will be six lanes from milepost 21 (past Exit 20/Mall Road) to Exit 10/WV Route 10/Huntington.I don't remember that short extension beyond US 60. When was that built?
Of interest is the Merritt Creek bridge, which was built circa 1959 over Merritt Creek Road and Merritt Creek. When WV Route 193 was built in 2000, replacing Merritt Creek Road as the through route, the creek was placed into a culvert. The new bridge over WV Route 193 is much shorter as it now just needs to cross over the highway.(https://scontent-ort2-1.xx.fbcdn.net/v/t1.0-9/130451636_10108467624958630_7787173752460501720_o.jpg?_nc_cat=109&ccb=2&_nc_sid=b9115d&_nc_ohc=dV0eooMMU5oAX9qcx8w&_nc_ht=scontent-ort2-1.xx&oh=8fedb19161715981a175be2de5fc33e1&oe=5FF39753)
Interstate 64 is being widened to six and eight lanes through Barboursville. When complete, Interstate 64 will be six lanes from milepost 21 (past Exit 20/Mall Road) to Exit 10/WV Route 10/Huntington.I don't remember that short extension beyond US 60. When was that built?
Of interest is the Merritt Creek bridge, which was built circa 1959 over Merritt Creek Road and Merritt Creek. When WV Route 193 was built in 2000, replacing Merritt Creek Road as the through route, the creek was placed into a culvert. The new bridge over WV Route 193 is much shorter as it now just needs to cross over the highway.(https://scontent-ort2-1.xx.fbcdn.net/v/t1.0-9/130451636_10108467624958630_7787173752460501720_o.jpg?_nc_cat=109&ccb=2&_nc_sid=b9115d&_nc_ohc=dV0eooMMU5oAX9qcx8w&_nc_ht=scontent-ort2-1.xx&oh=8fedb19161715981a175be2de5fc33e1&oe=5FF39753)
https://wvmetronews.com/2020/12/22/new-river-gorge-on-its-way-to-national-park-preserve-designation/
And America will soon have a new National Park.
The actual park will consist of 4 units. The lower gorge, which is the immediate area of the New River Gorge bridge, and theoretically the bridge itself, including the current visitors center just off Corridor L; the ghost town of Thurmond, also accessible from L a few miles south; the Grandview overlook, accessible from I 64, and Sandstone Falls, just off I 64. This area will be limited to whitewater rafting, fishing, and hiking, and the road down the gorge under the bridge will remain open under federal control. <snipped>
One of the best parts of my career was the Summer of 1987 spent cleaning up after the Great Floods of 1985. The work was all along the New River, James River, Potomac River and Wills Creek in Pennsylvania (north of Cumberland, Maryland).
In Floyd County, KY, you could tell how high the flood was by how high the toilet paper was in the trees...
Is West Virginia still planning to extend Interstate 68 westward, or is its terminus at Interstate 79 set in stone?
Is West Virginia still planning to extend Interstate 68 westward, or is its terminus at Interstate 79 set in stone?
The project isn't going anywhere. It's not needed (corridor duplicates existing I-79/I-70 routing) and there's no money to pay for it.
Is West Virginia still planning to extend Interstate 68 westward, or is its terminus at Interstate 79 set in stone?
The project isn't going anywhere. It's not needed (corridor duplicates existing I-79/I-70 routing) and there's no money to pay for it.
This does bring up an interesting point: are there any plans at all to at least improve any routes between Moundsville/Wheeling and the rest of the state, so it can be more easily reached without having to pass through PA or OH? I know that it’s pretty much a given that the eastern panhandle will forever be more easily accessed via passing through VA or MD, but I figured a better in-state northern panhandle connection was more doable.
Is West Virginia still planning to extend Interstate 68 westward, or is its terminus at Interstate 79 set in stone?
The project isn't going anywhere. It's not needed (corridor duplicates existing I-79/I-70 routing) and there's no money to pay for it.
This does bring up an interesting point: are there any plans at all to at least improve any routes between Moundsville/Wheeling and the rest of the state, so it can be more easily reached without having to pass through PA or OH? I know that it’s pretty much a given that the eastern panhandle will forever be more easily accessed via passing through VA or MD, but I figured a better in-state northern panhandle connection was more doable.
WV 2 is slowly being upgraded to 4 lanes which will provide a connection via Parkersburg, but with OH 7 already being significantly upgraded and I-70/I-79 existing, there's no real reason to build a new all-WV alignment.
I don't think so. There isn't anything long-term planned for US Route 250. It's a pretty slow road - twisty with a lot of grades, and it's not got a lot of traffic. I think an improved two-lane road (perhaps on a four-lane right-of-way) would suffice.
Stretching it a bit, I could maybe see some realignments on the northern part from WV 891 to Moundsville. WV 891 connects to PA 21, which is already a decent route over to Waynesburg. This would provide improved access to
I think the idea behind improvements to a corridor between I-79 and WV 2 is to improve access for the traffic that's been generated by fracking. The last time I was in that area, injection well sites and pipeline construction projects were widespread.
QuoteStretching it a bit, I could maybe see some realignments on the northern part from WV 891 to Moundsville. WV 891 connects to PA 21, which is already a decent route over to Waynesburg. This would provide improved access to
Did you mean to add more here?
I-64 between Beckley and the Virginia state line would definitely be a good candidate for a 75 or 80 mph limit.
There are very few areas where 80 MPH would make any sense. The design speed of interstates in West Virginia, if I recall correctly, is 70 MPH. The only area that could theoretically support 80 MPH limits because of the topography is Interstate 64 east of Sam Black Church where the highway goes through significant farmland with gently rolling grades and curves.
The one odd design feature on West Virginia's interstates is the lack of superelevated curves - at least to me. There are some noticeable flatter curves that really don't make driving over 80 MPH as easy as in other states where those curves may be more banked.
The one odd design feature on West Virginia's interstates is the lack of superelevated curves - at least to me. There are some noticeable flatter curves that really don't make driving over 80 MPH as easy as in other states where those curves may be more banked.
I often wonder if that makes crossover accidents at curves a higher probability.
People will definitely be flying. Expect some to drive to 100. And here in North Carolina, I don't get why we don't raise our speed limits to 75. Everyone here goes like 80-85 and the posted speed is 70. A higher speed limit is definitely reasonable.
I'm guessing it's cause West Virginia is very rural so they have great candidates for a higher speed limit.
Other than the misdesigned northern third of the Turnpike, and a few miles in Charleston, all interstates in WV can safely be driven at speeds well above 70. I know this because they are, every day.
Other than the misdesigned northern third of the Turnpike, and a few miles in Charleston, all interstates in WV can safely be driven at speeds well above 70. I know this because they are, every day.By the right car in the right conditions. A lot of the curvature on I-79, the one I know best, is not conducive to such speeds in the rain or with bald tires, etc.
I too don't see 80 being safe anywhere in the state of West Virginia. I-64 between Barboursville and US 35 has enough level straight sections but is always too busy, although traffic seams to move along at 75.
My first time driving in WV was on I-68 east of Morgantown, where I averaged about 80 on the hills in a loaded minivan. This was also my first time driving on anything steep enough to require a climbing lane. There wasn't much traffic and all I was focused on was getting up and down the hills, where my speed fluctuated 65-85 mph, usually on the high end. I think most people will drive at the speed most comfortable to them in the terrain regardless of what the speed limit sign may read. And unless traffic is ultra light, speed can rapidly speed up and slow down on 64.Friendsville, MD used to have a nasty speed trap on I-68. Right at the bottom of a "ravine."
My first time driving in WV was on I-68 east of Morgantown, where I averaged about 80 on the hills in a loaded minivan. This was also my first time driving on anything steep enough to require a climbing lane. There wasn't much traffic and all I was focused on was getting up and down the hills, where my speed fluctuated 65-85 mph, usually on the high end. I think most people will drive at the speed most comfortable to them in the terrain regardless of what the speed limit sign may read. And unless traffic is ultra light, speed can rapidly speed up and slow down on 64.Friendsville, MD used to have a nasty speed trap on I-68. Right at the bottom of a "ravine."
My first time driving in WV was on I-68 east of Morgantown, where I averaged about 80 on the hills in a loaded minivan. This was also my first time driving on anything steep enough to require a climbing lane. There wasn't much traffic and all I was focused on was getting up and down the hills, where my speed fluctuated 65-85 mph, usually on the high end. I think most people will drive at the speed most comfortable to them in the terrain regardless of what the speed limit sign may read. And unless traffic is ultra light, speed can rapidly speed up and slow down on 64.Friendsville, MD used to have a nasty speed trap on I-68. Right at the bottom of a "ravine."
First and only time I ever saw cops with their doors open, leaning out with radar guns shooting traffic, was on that road going east into Cumberland down that long hill back when it was just US 40/48.
I’ve even that in at least two occasions passing through Emporia, VA on US-58 where the speed limit is only 60 mph.My first time driving in WV was on I-68 east of Morgantown, where I averaged about 80 on the hills in a loaded minivan. This was also my first time driving on anything steep enough to require a climbing lane. There wasn't much traffic and all I was focused on was getting up and down the hills, where my speed fluctuated 65-85 mph, usually on the high end. I think most people will drive at the speed most comfortable to them in the terrain regardless of what the speed limit sign may read. And unless traffic is ultra light, speed can rapidly speed up and slow down on 64.Friendsville, MD used to have a nasty speed trap on I-68. Right at the bottom of a "ravine."
First and only time I ever saw cops with their doors open, leaning out with radar guns shooting traffic, was on that road going east into Cumberland down that long hill back when it was just US 40/48.
Somewhat unrelated to the general article, but I actually saw that in Loudoun County VA a few months ago.
My first time driving in WV was on I-68 east of Morgantown, where I averaged about 80 on the hills in a loaded minivan. This was also my first time driving on anything steep enough to require a climbing lane. There wasn't much traffic and all I was focused on was getting up and down the hills, where my speed fluctuated 65-85 mph, usually on the high end. I think most people will drive at the speed most comfortable to them in the terrain regardless of what the speed limit sign may read. And unless traffic is ultra light, speed can rapidly speed up and slow down on 64.Friendsville, MD used to have a nasty speed trap on I-68. Right at the bottom of a "ravine."
First and only time I ever saw cops with their doors open, leaning out with radar guns shooting traffic, was on that road going east into Cumberland down that long hill back when it was just US 40/48.
The Turnpike board met this morning to outline the WV Turnpike toll hikes ostensibly to pay part of Gov. Justice's "roads to prosperty" borrowing program. Legally public hearings have to be held, but, of course, nothing said there is considered. Final approval will be in June, apparently to go into effect in January. The news story I got had some gaps in it.
Standard car cash tolls will double from $2 to $4 per booth and from .40 to .80 for the US 19/Corridor L connector (this is the only ramp that is tolled, unlike most other toll roads the turnpike ended "side tolls" decades ago at legislative direction). This means a round trip for the whole road will $24 and those using the Corridor L to I-77 system (the direct way from Toronto, Buffalo, Pittsburgh to Florida) round trip would be $9.60.
It is not clear from the article if other rates are also doubling, but I assume they are. Currently an RV is $2.50 booth and .80 for the ramp, and 18 wheeler is $6.75 and $1.60.
This is very much a "soak the strangers" program, as two discounts will be offered. The current discount for using a WV EZ pass transponder (other authorities' ones do not get it) cuts the current tolls to 1.30/booth and .26 for the ramp. The article is not clear but these appear to double to 2.60 and . 52.
But here is the big discount. Prior to January 1, 2019 anyone (even non-residents) can buy a EZ Pass based yearly pass for special discount price $24 for three years, after which it will be $25/year. You have the option of depositing additional funds on the account to make it be a standard EZ Pass out of state.
At $24 for three years, and even thereafter for the standard $25/year, anyone who even passes through the state once or twice a year would be crazy to not get a pass.
I did the parallel backroads bypass of the middle WV turnpike toll booth once, since someone posted about it on here. It was neat to do it once, but I probably won't ever do it again (the extra time and hilly/windy nature of the road wasn't worth the money saved IMO)
...you can't for much of its length, but good luck at that.
Speed limit to be lowered on Interstate 77 by the end of April from 70 MPH to 60 MPH permanently between MM 20 and MM 27.And two years later, common sense has prevailed, and it’s going right back to 70 mph.
https://www.bdtonline.com/news/changes-arriving-on-i--more-patrols-lower-speed-limit/article_9fbbafd8-5fea-11e9-bac9-4b5e5937bf56.html
MERCER COUNTY, W.v. (WVVA) -- Drivers may have noticed some recent changes along the West Virginia turnpike.
Between mile marker 20 and 28, between Campcreek and Flattop, the speed limit has been changed from 60 miles per hour to 70. The limit was originally reduced to 60 due to the high number of accidents along that stretch of road.
With the help of three positive speed studies and the addition of new safety equipment, like new guard rails and lighted chevron signs, the West Virginia highway authorities have deemed it safe to raise the limit.
"The studies essentially said that 85% of motorists would typically drive between 70 and 74 miles, regardless of what the posted speed limit is," said Jeff Miller, the parkway authorities executive director."Whether it's 60 or whether it's 70. So within that positive report, we determined that often times a motorist that may be adhering to that speed limit, when everyone else is driving a higher rate of speed around them, that it would actually be in our best interest."
The D.O.H. will make adjustments as they see necessary, but Miller says that the new speed change is permanent for the time being.
the new speed change is permanent for the time being.
Just when you thought it was safe to travel on the West Virginia Turnpike again, the safety of motorists is now threatened by an asinine decision to increase the speed limit along a notoriously dangerous eight-mile stretch of the toll road in Mercer County.But wasn't the reason they chose to increase it back to 70 mph because the artificial 60 mph limit was being blatantly ignored, and merely caused more of a hazard?
With no advance warning to the public or the press, the state Department of Transportation inexplicably moved last week to increase the speed limit to 70 mph at Camp Creek. And the West Virginia Parkways Authority, the agency charged with overseeing the 88-mile turnpike, is apparently OK with this dangerous decision.
Unbelievable!
This is the same section of I-77 at Camp Creek where 12 lives were lost between 2016 and 2018, including four members of the Gilley family from North Carolina. Of those 12 total fatalities, nine involved tractor-trailers in that area, where a steep hill and sharp curve make travel particularly treacherous.
But even before 2016, this menacing stretch of the turnpike was a common location for crashes, many of which have been fatal over the years.
Common sense dictates that motorists should slow down and drive with extreme caution at Camp Creek.
That’s why the Daily Telegraph, and the Gilley family, fought so hard two years ago to get the speed limit lowered at Camp Creek, along with the implementation of other safety measures in the area. In addition to having the speed limit lowered to 60 mph, new guardrails were erected in the median and two flashing chevron warning lights were installed at the top of the steep hill and in the middle near the curve to warn motorists of the dangers ahead.
But now, without any regard to public safety or consideration for the families of those who have lost loved ones at Camp Creek, the state has inexplicably opted to raise the speed limit at Camp Creek back to 70 mph.
This unconscionable decision is a direct affront to common sense and a threat to the safety of motorists traveling on I-77.
It’s a move that simply defies logic.
Equally disappointing is the fact that no one from the Parkways Authority board is protesting this move, including local authority members Mike Vinciguerra of Bluefield and Bill Seaver of Princeton.
Have Vinciguerra and Seaver already forgotten about all of the lives that have been lost on I-77 at Camp Creek over the years?
We demand the Department of Transportation to take immediate steps to reverse this horrific decision.
Lower the speed limit at Camp Creek back down to 60 mph before more lives are lost.
No more debate. No more studies. Just lower the speed.
Backwards logic by people who think just "lowering the speed limit" will fix all the problems.
Unbelievable! DOH must lower Camp Creek speed limit (https://www.bdtonline.com/opinion/unbelievable-doh-must-lower-camp-creek-speed-limit/article_236e2464-9fe0-11eb-9ac7-17c446f45276.html)
Just when you thought it was safe to travel on the West Virginia Turnpike again, the safety of motorists is now threatened by an asinine decision to increase the speed limit along a notoriously dangerous eight-mile stretch of the toll road in Mercer County.
With no advance warning to the public or the press, the state Department of Transportation inexplicably moved last week to increase the speed limit to 70 mph at Camp Creek. And the West Virginia Parkways Authority, the agency charged with overseeing the 88-mile turnpike, is apparently OK with this dangerous decision.
Unbelievable!
I drove much of WV Route 10 between WV Route 16 near Mullens and US Route 19 near Princeton - a distance of around 26 miles, and it's smooth as glass after a much needed rehabilitation. It appears that the roadway surface was either repaved or rebuilt and all of the bridges have been extensively renovated as part of a Governor Justice Roads to Prosperity project.
That route is tame compared to some of the other routes in West Virginia. That hill on the south side of Webster Springs is a doozy.
My recollection is that the mountain and curve in question are very adequately posted with warning/advisory signs. Anyone who ignores all that signage isn't going to pay attention to speed limit signage.
HB is right, though. Lots of squiggly roads in WV.It's because they are in the mountains!
Heck, I just got stuck behind a lumber truck coming down US 33 in a reduced grade area today. Thank goodness the other lane was clear when a passing zone came up.
Is this a problem in other mountainous states?HB is right, though. Lots of squiggly roads in WV.It's because they are in the mountains!
Heck, I just got stuck behind a lumber truck coming down US 33 in a reduced grade area today. Thank goodness the other lane was clear when a passing zone came up.
Western North Carolina.Is this a problem in other mountainous states?HB is right, though. Lots of squiggly roads in WV.It's because they are in the mountains!
Heck, I just got stuck behind a lumber truck coming down US 33 in a reduced grade area today. Thank goodness the other lane was clear when a passing zone came up.
HB is right, though. Lots of squiggly roads in WV.
Heck, I just got stuck behind a lumber truck coming down US 33 in a reduced grade area today. Thank goodness the other lane was clear when a passing zone came up.
Which part of U.S. 33? I have not driven any of it west of Weston, but all of it between I-81 in Virginia and Weston, and the crossing of North Mountain (the Va./W.Va. state line is near the ridgecrest) is quite steep, and there are quite a few steep grades between Seneca Rocks and the "racetrack" section east of Elkins.
Which part of U.S. 33? I have not driven any of it west of Weston, but all of it between I-81 in Virginia and Weston, and the crossing of North Mountain (the Va./W.Va. state line is near the ridgecrest) is quite steep, and there are quite a few steep grades between Seneca Rocks and the "racetrack" section east of Elkins.
I don't think that there's any passing lanes on US-33 between Ripley and Weston. Back in my day, that section did have some very short passing lanes and was much more curvy.
Those are turnouts and can be really beneficial for trucks that are practically crawling up hills, and where turning lanes just can't be fit in without extensive work. US 33 doesn't really have -that- much truck traffic to justify more climbing lanes and will probably have less once US 48 is fully complete in the state.
Did you notice the extensive concrete work east of Buchhannon? They are doing major base repairs and diamond grinding sections; closer to Elkins, they are asphalting over previously asphalted-then-removed sections.
Those are turnouts and can be really beneficial for trucks that are practically crawling up hills, and where turning lanes just can't be fit in without extensive work. US 33 doesn't really have -that- much truck traffic to justify more climbing lanes and will probably have less once US 48 is fully complete in the state.
Agree on all points. And probably even less truck traffic on U.S. 33 if ADHS Corridor H is completed all the way from I-79 to I-81.
Did you notice the extensive concrete work east of Buchhannon? They are doing major base repairs and diamond grinding sections; closer to Elkins, they are asphalting over previously asphalted-then-removed sections.
Yes, I saw all of that around the signalized intersection where U.S. 250 and WV-92 tie in to Corridor H near Norton. Wish that WVDOT would get rid of the signals here and on the northwest side of Elkins at the other connection with WV-92.
This trip, just between WV 32 and Spruce Knob.HB is right, though. Lots of squiggly roads in WV.
The nature of the terrain in most West Virginia counties explains a lot of it. But that segment of WV-20 goes well beyond squiggly.Heck, I just got stuck behind a lumber truck coming down US 33 in a reduced grade area today. Thank goodness the other lane was clear when a passing zone came up.
Which part of U.S. 33? I have not driven any of it west of Weston, but all of it between I-81 in Virginia and Weston, and the crossing of North Mountain (the Va./W.Va. state line is near the ridgecrest) is quite steep, and there are quite a few steep grades between Seneca Rocks and the "racetrack" section east of Elkins.
HB is right, though. Lots of squiggly roads in WV.
The nature of the terrain in most West Virginia counties explains a lot of it. But that segment of WV-20 goes well beyond squiggly.Heck, I just got stuck behind a lumber truck coming down US 33 in a reduced grade area today. Thank goodness the other lane was clear when a passing zone came up.
Which part of U.S. 33? I have not driven any of it west of Weston, but all of it between I-81 in Virginia and Weston, and the crossing of North Mountain (the Va./W.Va. state line is near the ridgecrest) is quite steep, and there are quite a few steep grades between Seneca Rocks and the "racetrack" section east of Elkins.
Also wonder about WV 72 in terms of squigglyness.
WV 72 south (east) of Hendricks is a bit twisty once you get away from Dry Fork, but the main reason it's signed for no trucks is that it's only 1-car wide for a significant stretch so if a semi went down it, there wouldn't be any room for a vehicle to pass.
I'm not a fan of ending state routes at points other than other state routes, but I'd make an exception for WV 72. The part between Hendricks and WV 72 has no business being signed as a primary route.
WV 72 south (east) of Hendricks is a bit twisty once you get away from Dry Fork, but the main reason it's signed for no trucks is that it's only 1-car wide for a significant stretch so if a semi went down it, there wouldn't be any room for a vehicle to pass.
I agree. And I think it is sufficiently remote that there are not too many trucks trying to use it.I'm not a fan of ending state routes at points other than other state routes, but I'd make an exception for WV 72. The part between Hendricks and WV 72 has no business being signed as a primary route.
I agree. I am baffled why this was ever a primary system route to begin with. Maybe WVDOH will demote it to a "county" route once Corridor H is complete between Parsons and Davis?
New River Gorge National Park and Preserve signed.Saw the new welcome sign at the Canyon Rim Visitor Center this past Tuesday.
https://twitter.com/i/status/1421166825014976514
New River Gorge National Park and Preserve signed.Saw the new welcome sign at the Canyon Rim Visitor Center this past Tuesday.
https://twitter.com/i/status/1421166825014976514
Really don't know what the site is preserving. It still operates like a National Recreation Area.
So I was coming back from Pittsburgh to hickory yesterday, saw the US 52 work. Where will the new endpoint be. Will 52 be rerouted as to connect North of Bluefield. Are their even the earliest inkling of the current work being extended. I saw that the old graded ramps at 460 have asphalt paving and new lighting fixtures are installed.
So, WVDOT fabricates and installs their own panel signs? Kentucky uses contractors. (And probably would have set new posts instead of reusing the old ones.)
And it looks like West Virginia didn't go back to Clearview like Kentucky did when the IA got reinstated.
So I was coming back from Pittsburgh to hickory yesterday, saw the US 52 work. Where will the new endpoint be. Will 52 be rerouted as to connect North of Bluefield. Are their even the earliest inkling of the current work being extended. I saw that the old graded ramps at 460 have asphalt paving and new lighting fixtures are installed.
The work extends to WV 123 over on the other side of two ridgelines. I was up there a few weeks ago and it looks like some of the grade will extend beyond the bridge crossing WV 123, but I saw no signs (yet) of an access road being built between US 52 and US 123.
I have some photos on my Flickr page.
I'm not sure if US 52 will remain on its current alignment (short concurrency with US 460, then along Cumberland Road, and then turning down into downtown Bluefield, then a short wrong-way concurrency with US 19) with the new alignment getting some temporary state or county designation, or if US 52 will be routed over the new alignment and then concurrent with WV 123 to the existing US 52 intersection northwest of Bluefield.
It's the age-old problem with roads in West Virginia's Eastern Panhandle.
Not enough money for them coupled with increasing traffic makes for some worrisome times.
Case in point: W.Va. 9 west from Martinsburg to Hedgesville.
Berkeley County Council member Eddie Gochenour told state highway officials at a meeting Wednesday about how a crash on the two-lane road can back up traffic for miles.
The gathering was part of open meetings state highway officials are holding across West Virginia to update communities about road projects. State lawmakers, members of the media and others were invited to meet with highway officials at a highways office on Old Leetown Pike north of Charles Town for the local session.
https://www.heraldmailmedia.com/story/news/2021/11/17/more-transit-options-could-come-washington-and-berkeley-counties-maryland-west-virginia/8622823002/ (https://www.heraldmailmedia.com/story/news/2021/11/17/more-transit-options-could-come-washington-and-berkeley-counties-maryland-west-virginia/8622823002/)
^ Link above is paywalled. :banghead:
Possible Spur route of I81, along with public transit? :hmmm:
And thats why I-181 will never be existent on the WV-9 freeway. :no: :banghead:https://www.heraldmailmedia.com/story/news/2021/11/17/more-transit-options-could-come-washington-and-berkeley-counties-maryland-west-virginia/8622823002/ (https://www.heraldmailmedia.com/story/news/2021/11/17/more-transit-options-could-come-washington-and-berkeley-counties-maryland-west-virginia/8622823002/)
^ Link above is paywalled. :banghead:
Possible Spur route of I81, along with public transit? :hmmm:
WVDOH isn't building any spurs of I-81, and the state isn't going to pony up for more transit options to DC either. It's been hard enough to get money to maintain the existing MARC service to the Eastern Panhandle.
So, was the prediction that the new portion of US 52 near Bluefield would be open by this time accurate, or was it (as I expected) full of beans?
It's not technically finished - the final layer of pavement will be added next year.
WV Turnpike tolls will go up to a whopping $4.25/ per booth, with the annual pass going from $25 to $26.50, January 1st.
Law allows a 5% increase every 3 years.
WV Turnpike tolls will go up to a whopping $4.25/ per booth, with the annual pass going from $25 to $26.50, January 1st.
Law allows a 5% increase every 3 years.
Well... as a graduate of secondary education in West Virginia I am not surprised they couldn't figure out that a 5% increase would actually be $4.20 (and $26.25). Some things never change.
One thing they might be able to figure out, you keep charging more to drive a highway that for the most part is built on an alignment from 1955, the natives will indeed get restless.
WV Turnpike tolls will go up to a whopping $4.25/ per booth, with the annual pass going from $25 to $26.50, January 1st.
Law allows a 5% increase every 3 years.
Well... as a graduate of secondary education in West Virginia I am not surprised they couldn't figure out that a 5% increase would actually be $4.20 (and $26.25). Some things never change.
One thing they might be able to figure out, you keep charging more to drive a highway that for the most part is built on an alignment from 1955, the natives will indeed get restless.
https://sports.yahoo.com/northern-bypass-used-push-roads-050100675.html (you know, from Yahoo Sports)
"Of the $273 million in projects dangled before voters in the run up to the Oct. 7, 2017 special election, $100 million was earmarked for a new I-79 connector, or "northern bypass, " which would provide an alternative to the congested portions of W.Va. 705 and Monongahela Boulevard and access a new interchange on I-79, north of the existing Exit 155.
Roughly 80 % of Monongalia County voters supported the constitutional amendment allowing for the sale of up to $1.6 billion in bonds for road repair and construction.
The first red flag went up in August 2020, when the project was pulled from the Roads to Prosperity line-up as it wouldn't be ready in time for bonding. Instead, it would be the target of federal transportation dollars."
I learned something new about the project today.
Gosh, this has been needed since the "new" Mountaineer Field first opened in 1980. I was disappointed that the DOH took the short route to connect the Mon-Fayette to I-68 when they desperately needed a new route across the northern part of Morgantown to relieve both Mountaineer Field traffic and provide northeast access to the Coliseum and the Evansdale Campus.
On a similar note, it still amazes me that much of the main access to Mountaineer Field isn't designated with a state route number. I always thought the DOH should have multiplexed the WV-705 designation with US-119 along the Mileground and then continue on Cheat Road (LSR-857) to the Pierpont Road exit (Exit 7 of I-68). At least these days the signs are marked "To WV-705".
The article is talking about the replacement of the single bridge over I 64 that is a part of the St. Albans interchange, westbound, with two bridges. The current mainline bridge will be rehabbed and converted into eastbound only, with a twin constructed for westbound.
Plans call for building a new bridge just downstream of the existing Nitro-St. Albans Bridge to carry westbound traffic, then demolishing the existing bridge and replacing it with a new span using a portion of the existing bridge piers to carry eastbound traffic. Each new bridge will be four lanes wide to allow motorists to go from the St. Albans exit to the Nitro exist and from the Nitro exit to the St. Albans exit without having to merge into interstate traffic.
The article is talking about the replacement of the single bridge over I 64 that is a part of the St. Albans interchange, westbound, with two bridges. The current mainline bridge will be rehabbed and converted into eastbound only, with a twin constructed for westbound.
The article is talking about the replacement of the single bridge over I 64 that is a part of the St. Albans interchange, westbound, with two bridges. The current mainline bridge will be rehabbed and converted into eastbound only, with a twin constructed for westbound.
I don't think so. To me it appears that the existing straight bridge over I-64 will be replaced by two curved ones, as shown in the photo accompanying the article and also on Streetview (https://goo.gl/maps/e1pa715yL4kMxzvW9). The existing bridge could be retained in case they want to blast through that ridge to the northeast someday.
(https://ci3.googleusercontent.com/proxy/MNlo8tQIs0XcKUa13H5k7pg6q94yOgdi65LCHmNQeis6phu7GEGjDGIK0oXsY-bSwluRUXdWin-xGYMf8RzjyuHakStKzsE6sKpJBH-gWpew6Eqp9a22iF9lt7ooiDUs3nwg3AZDEXsD-rbVPVypiSzqmapTzA=s0-d-e1-ft#https://mcusercontent.com/080f252423c85c3ee848d51b1/images/b217d89e-1aae-0d0d-6344-cf936925104a.jpg)
The article is talking about the replacement of the single bridge over I 64 that is a part of the St. Albans interchange, westbound, with two bridges. The current mainline bridge will be rehabbed and converted into eastbound only, with a twin constructed for westbound.
I don't think so. To me it appears that the existing straight bridge over I-64 will be replaced by two curved ones, as shown in the photo accompanying the article and also on Streetview (https://goo.gl/maps/e1pa715yL4kMxzvW9). The existing bridge could be retained in case they want to blast through that ridge to the northeast someday.
(https://ci3.googleusercontent.com/proxy/MNlo8tQIs0XcKUa13H5k7pg6q94yOgdi65LCHmNQeis6phu7GEGjDGIK0oXsY-bSwluRUXdWin-xGYMf8RzjyuHakStKzsE6sKpJBH-gWpew6Eqp9a22iF9lt7ooiDUs3nwg3AZDEXsD-rbVPVypiSzqmapTzA=s0-d-e1-ft#https://mcusercontent.com/080f252423c85c3ee848d51b1/images/b217d89e-1aae-0d0d-6344-cf936925104a.jpg)
I think they’re doing all the blasting they care to in order to plow the new 64 westbound bridge and lanes through. That’s a pretty tall hillside as it is. If somebody wanted to go up in that direction, I’m sure there is access from either WV 817 itself or from US 35 a couple of miles west of here.
https://nitro64.com
Interesting perspective Adam.
"Beckley's population has slowly declined from 20,000 in 1980 to just over 17,000 in 2020. Beckley would have been an intersection of the East Coast (and Port of Norfolk) and a direct line to the Midwest (Interstate 77) and Western Pennsylvania/Western New York (Interstate 79). Beckley easily would be a distribution hub in modern times."
I'm not sure an additional interstate would have made much of a difference. Beckley remains a regional commercial center but its population (and fortunes) are directly tied to the fortunes of its surrounding communities, many of which are in long-term decline because they were all essentially coal camps or company towns. Once that mined closed, the surrounding community will slowly dwindle. Some of the stronger communities in the area are stable because of their relation to US 19 and the interstates: Beckley is the regional commercial center, but Fayetteville is all but tourist-oriented and stable. Oak Hill is becoming the second tourist-oriented community for the area as Fayetteville has all but been filled out and gotten pretty costly. Beckley is too far from New River to tap into that activity for now, although it is pushing for new and enhanced connections to New River National Park and Preserve through new trailheads and facilities at Piney Creek.
There is also a lack of large-scale land for development at Beckley, although I guess additional hills could be moved for distribution centers. The state so far hasn't been a huge draw for those types of developments; it's too far away from the eastern seaboard and too far away from major north-south routes (think of the concentrations along Interstates 65/75 in Kentucky).
Right - this will become a free-flowing interchange. Traffic often backed up to the mainline with traffic waiting to turn onto the access road down to WV 817.
The existing mainline bridge over the Kanawha River will be rehabbed to serve eastbound traffic. A twin is being built for westbound traffic.
The green bridge pictured above at the St. Albans interchange is being removed. Its span isn't wide enough to accommodate 6 lanes for I-64 underneath without eliminating shoulders. It is being replaced with the two curved ramps which will eliminate the existing stop sign for the I-64 WB onramp.
Were traffic volumes at the St. Albans (WV 817) exit significantly impacted by the new US 35?
When the Bureau of Public Roads authorized the southward extension of Interstate 79 into West Virginia in October 1961, the prevailing wisdom was that 79 would follow US 19 all the way to Beckley and the WV Turnpike. However, behind the scenes, the head of the State Road Commission - Burl Sawyers - quietly changed 79's routing to end in Charleston.
The story behind I-79's move from Beckley to Charleston is now up at the blog.
https://www.gribblenation.org/2021/12/interstate-79-to-beckley-wv-it-was.html
When the Bureau of Public Roads authorized the southward extension of Interstate 79 into West Virginia in October 1961, the prevailing wisdom was that 79 would follow US 19 all the way to Beckley and the WV Turnpike. However, behind the scenes, the head of the State Road Commission - Burl Sawyers - quietly changed 79's routing to end in Charleston.
The story behind I-79's move from Beckley to Charleston is now up at the blog.
https://www.gribblenation.org/2021/12/interstate-79-to-beckley-wv-it-was.html
I participated in an online discussion about this not too long ago, but I can't find it. I found that the traffic volumes on i-79 and US 19 south of... Sutton? are remarkably similar. I wonder if completing Corridor H will attract more traffic to I-79.
For the reasons you cited, and per seicer's observations, I think the correct decision was made, even if the method by which it was made was less than ideal.
Were traffic volumes at the St. Albans (WV 817) exit significantly impacted by the new US 35?
My guess would be yes, since of course WV 817 is formerly US 35, and this was the primary access for many years. I would think that the new 35, even when it still terminated just past Winfield, significantly reduced traffic volumes at the St. Albans exit. Of course the reconfiguration of that interchange would have fixed the backups back in the day, and almost wouldn’t be needed today if I-64 wasn’t being widened.
I was looking through project plans to see if anything had been prepared but I could not find anything. Nor any plans for Vankirk Drive's extension from the Beckley service plaza.
--
Parkways reviewing I-64/I-77 split at Beckley (https://wvmetronews.com/2021/12/26/parkways-reviewing-i-64-i-77-split-at-beckley/)
Members of the West Virginia Parkways Authority have asked their engineers to study whether it would make sense to make some changes where Interstate 77 and Interstate 64 split south of Beckley.
[...]
The current southbound split of the interstates on the West Virginia Turnpike is marked by a long barrier wall. Parkways Authority Executive Director Jeff Miller said the engineering study will look at whether changes should be made to the length of the wall.
“It will simply ask the question, would it make sense to remove any portion of that barrier wall to allow traffic more opportunity to switch lanes if they are in the 64 lane and need to get into the 77 lane,” Miller said.
Were traffic volumes at the St. Albans (WV 817) exit significantly impacted by the new US 35?
Interesting perspective Adam.
Beckley is too far from New River to tap into that activity for now, although it is pushing for new and enhanced connections to New River National Park and Preserve through new trailheads and facilities at Piney Creek.
There is also a lack of large-scale land for development at Beckley, although I guess additional hills could be moved for distribution centers. The state so far hasn't been a huge draw for those types of developments;
I've long thought that the split for the two routes on the southbound turnpike occurs way too early upstream, and don't understand why it's not closer to the gore point.
Same with this interchange on I-75 southbound near Lexington: https://www.google.com/maps/@38.1206532,-84.5273954,582m/data=!3m1!1e3
I've long thought that the split for the two routes on the southbound turnpike occurs way too early upstream, and don't understand why it's not closer to the gore point.
It has to be so that heavy trucks bound for I-64 and slowed by the upward grade there don't have to choose between obstructing traffic in the center lane or moving to the right lane and missing their exit. The length might be excessive, but I'm sure a lot of thought was put into it during design. Also, the 1.2 miles from the preceding onramp to the split provides ample opportunity for getting into the correct lane.
There is a modest grade that really doesn't require a climbing lane, but I-64 east of there has climbing lanes on other small grades (unlike other interstates in the state), so that could be a reason.
There is a modest grade that really doesn't require a climbing lane, but I-64 east of there has climbing lanes on other small grades (unlike other interstates in the state), so that could be a reason.
That’s an aspect of modern rural interstate design: having climbing lanes where you wouldn’t ordinarily see them on older rural interstates. I-24 between Nashville and Clarksville in TN has a lot of these, and it was the last major interstate link in that state to open. I can’t remember whether or not I-79 has many of these, as much of it was a latecomer to WV as well.
There is a modest grade that really doesn't require a climbing lane, but I-64 east of there has climbing lanes on other small grades (unlike other interstates in the state), so that could be a reason.
That’s an aspect of modern rural interstate design: having climbing lanes where you wouldn’t ordinarily see them on older rural interstates. I-24 between Nashville and Clarksville in TN has a lot of these, and it was the last major interstate link in that state to open. I can’t remember whether or not I-79 has many of these, as much of it was a latecomer to WV as well.
Climbing lanes are rare on I-79. There are one or two locations with them in Kanawha County, and one pair outside Morgantown. WVDOH has plans to build them on I-79 NB near Burnsville, where there is a long grade but frankly one where I've never seen the lack of climbing lanes cause issues.
There is a modest grade that really doesn't require a climbing lane, but I-64 east of there has climbing lanes on other small grades (unlike other interstates in the state), so that could be a reason.
That’s an aspect of modern rural interstate design: having climbing lanes where you wouldn’t ordinarily see them on older rural interstates. I-24 between Nashville and Clarksville in TN has a lot of these, and it was the last major interstate link in that state to open. I can’t remember whether or not I-79 has many of these, as much of it was a latecomer to WV as well.
Climbing lanes are rare on I-79. There are one or two locations with them in Kanawha County, and one pair outside Morgantown. WVDOH has plans to build them on I-79 NB near Burnsville, where there is a long grade but frankly one where I've never seen the lack of climbing lanes cause issues.
I-68, which was built about the same time as most of I-79, has several sets of climbing lanes where comparable locations on I-79 don't. MDSHA went crazy with climbing lanes on their part of the highway.
I think those are among the last segments of I-79 to be built in the state, too.
Am I blue? WVDOH announces color scheme, informational website for Charleston interstate bridge painting project (https://transportation.wv.gov/communications/PressRelease/Pages/Am_I_blue_WVDOH_announces_color_scheme_informational_website_for_Charleston_interstate_bridge_painting_project.aspx)
A series of nine interstate bridges and six interstate ramps running through downtown Charleston will be painted blue with white concrete work, the West Virginia Division of Highways announced today. The painting is necessary to prolong the life of the bridges and ramps.
<snipped>
You are in luck... these bridges I have not yet photographed because they look very worn down. I'm glad they are painting both spans in differing colors - which are also the state's official colors and not the colors of the Ukrainian flag (sadly, a lot of online commenters are not aware of that).
(https://ci6.googleusercontent.com/proxy/EbrJQ8ugKh8C1WtTAd27RjdEe_DDgl-t_8eJClqcKMgeWDEfh5aU-gZV-b9RBeG0DNfgCGDD_SukFGEI8rV5c-1MPAeOZbVKi702ihYc1z24ib7GF_fnQc3bc-SbQjVh1l_wDz0kMPc4N69F1vNuAE_cbMCIBw=s0-d-e1-ft#https://mcusercontent.com/080f252423c85c3ee848d51b1/images/c3359a68-1b42-77a7-2275-2fc15c1af51d.jpg)
The bridges in question were named for Gen. Chuck Yeager, first man to break the sound barrier. Who donated much of his estate and items from his military career to Marshall University, whose top scholarship is endowed by him and named for him. But don’t let facts and logic get in the way of honoring a “flagship” university 100s of miles away.. Whatever “flagship” is. Really they should paint a bridge in New Jersey for WVU.
More on the Rockefeller repainting of the dome. The original golf leaf was worn away by pollution. Rockefeller was told that re-gilding the dome would last for another 40 to 50 years. He chose to paint it, which lasted about 18 months before it looked like garbage. He spent the money for the sale of the gold to buy a single snow plow for Preston County DOH. He also turned off all the lights around the capital, including the dome.
With no money to repair the dome, it looked like crap for the length of the Rockefeller era, which is very symbolic. When Rockefeller moved on they had the dome re done in gold, and it looks great. They burned the light 24/7/365, because, as the next governor said, “it runs on WV coal and we have a 400 years supply” >
[Removed gratuitous political name-calling. -S.]
I didn't notice it so much when I lived there since I took it at face value, but years later now when I go to Huntington and surrounding towns it really sticks out to me how many things are painted green.Yeah, I remember it looking like sooted up crap back in the 1990s or so. I was pleasantly surprised to see the dome some years ago after it was last restored.
I remember it seemed like the capitol dome spent most of the '80s being worked on and covered up.
I didn't notice it so much when I lived there since I took it at face value, but years later now when I go to Huntington and surrounding towns it really sticks out to me how many things are painted green.
https://wvmetronews.com/2022/04/24/transportation-secretary-describes-focus-on-corridor-h-king-coal-and-coalfields-highways/
Annual planning update for the legislature. I agree with is Corridor H comments. The time frame for the KC/Tolsia and Coalfields seem very optimistic.
It already looks like the portion north of Prichard will follow the existing US 52 alignment rather than run purely on the ridgetops.
"The mileage aspect is true, Wriston said, “but we’re taking a look at some different approaches maybe where we can use Route 52 to a degree and only build two lanes maybe.” "
It makes me wonder if that isn't going to be the case for much of the improved portions of the Tolsia Highway north of US 119, since some of that was built only 40 or so years ago. It already looks like the portion north of Prichard will follow the existing US 52 alignment rather than run purely on the ridgetops.
I was going to post something about that but I was not sure what it entailed.
- Expanded EZ-Pass readers? I thought this was already at each booth. Perhaps they are talking about updating the technology to allow for an increase in speeds through the booths? If so, the booths are narrow and not really designed for anything over say... 10 MPH. I've been guilty of flying through them at 15 MPH and it's been just fine.
- License plate readers? I thought this was already at each booth.
I am surprised at how many still do not use EZ-Pass on the West Virginia Turnpike. I now commute on it with increasing frequency with work in the SE part of the state, and I would say it's probably a 50/50 ratio on EZ-Pass-only users and cash/EZ-pass users. I wonder why they have not considered going with a pay-by-plate system.
I was going to post something about that but I was not sure what it entailed.There were limits on license plate readers in state law. That's part of what sunk DOH's original plan to toll WV 43. I guess they've been lifted?
- Expanded EZ-Pass readers? I thought this was already at each booth. Perhaps they are talking about updating the technology to allow for an increase in speeds through the booths? If so, the booths are narrow and not really designed for anything over say... 10 MPH. I've been guilty of flying through them at 15 MPH and it's been just fine.
- License plate readers? I thought this was already at each booth.
I am surprised at how many still do not use EZ-Pass on the West Virginia Turnpike. I now commute on it with increasing frequency with work in the SE part of the state, and I would say it's probably a 50/50 ratio on EZ-Pass-only users and cash/EZ-pass users. I wonder why they have not considered going with a pay-by-plate system.
I'm confused by that sentence vdeane. All lanes are open to EZ-Pass, and there are usually two lanes open only for EZ-Pass.From the end of the article:
The new system will also enable the Parkways Authority to keep all lanes open at all times at the toll plazas, Miller said.
“Each lane will now have the variable dynamic message boards above it. It will be digital and colored and we’ll be able to change those lanes as the traffic pattern shifts,” Miller said.
For example, if a toll collector has to step out of the booth for a short period of time, the sign can change that booth to an E-ZPass lane instead of shutting the lane down altogether.
I'm confused by that sentence vdeane. All lanes are open to EZ-Pass, and there are usually two lanes open only for EZ-Pass.
From the end of the article:QuoteThe new system will also enable the Parkways Authority to keep all lanes open at all times at the toll plazas, Miller said.
“Each lane will now have the variable dynamic message boards above it. It will be digital and colored and we’ll be able to change those lanes as the traffic pattern shifts,” Miller said.
For example, if a toll collector has to step out of the booth for a short period of time, the sign can change that booth to an E-ZPass lane instead of shutting the lane down altogether.
- Canada. If a person is a true “snowbird” then ONE round trip per year pays the cost of the “frequent user” EZ Pass. The turnpike really should be like 90% EZ Pass. The frequent user deal is too good to pass up. The only people that should pay cash are people that come through the area less than once per year.
Finally catching up with the NY Thruway after 20 years or so?I'm confused by that sentence vdeane. All lanes are open to EZ-Pass, and there are usually two lanes open only for EZ-Pass.From the end of the article:QuoteThe new system will also enable the Parkways Authority to keep all lanes open at all times at the toll plazas, Miller said.
“Each lane will now have the variable dynamic message boards above it. It will be digital and colored and we’ll be able to change those lanes as the traffic pattern shifts,” Miller said.
For example, if a toll collector has to step out of the booth for a short period of time, the sign can change that booth to an E-ZPass lane instead of shutting the lane down altogether.
I see where the confusion is. The current tollgates on the West Virginia Turnpike have EZ-Pass Only lanes and Cash lanes that accept EZ-Pass. Whenever a Cash Lane doesn't have a tolltaker at the helm, it must be closed to all traffic under the current setup. The new VMS signage will allow those lanes to be reposted as EZ-Pass Only lanes. This should have been in place on Day 1 of the implementation of EZ-Pass. However, it is my understanding that the toll collectors raised too many concerns about job security.
Even if the people are using the I-79 -> US-19 -> I-77 way to get to Florida and bypassing the majority of the Turnpike? Granted, I haven't been to Florida in ages, so I'm not up to speed on the current prices for EZPass in that section.
- License plate readers. The only prohibition WV has, AFAIK, is a ban on red light cameras and other non-human random tax schemes, such as speed cams. Which is a good thing, IMHO.When WV 43 was built, it repurposed to the old Exit #10 on I-68 that previously connected to CR 857. Traffic going to CR 857, whether it be to the Cheat Lake area or to Pennsylvania, must now get on WV 43. Tolling a previously free movement would have been unpalatable.
The WV 43 deal, from what I have been told, was just politics. The excuse they used at the time was that it would be cost prohibitive for Turnpike maintenance people to travel all the way across the state to take care of 6 miles of road, nor could a staff be permanently stationed there. Both of which are true, but left unanswered is why the ordinary local DOH could not take care of the road and bill their time to the Turnpike. It was just Morgantown’s desire to pay no tolls, which makes little sense as there is only one exit in the state, and its tolled in PA.
When WV 43 was built, it repurposed to the old Exit #10 on I-68 that previously connected to CR 857. Traffic going to CR 857, whether it be to the Cheat Lake area or to Pennsylvania, must now get on WV 43. Tolling a previously free movement would have been unpalatable.
Pennsylvania allows free travel between the state line and Exit #2, which connects to PA 857. Traffic has grown on the tolled portion over time, but there is still a decent amount of traffic that exits at PA Exit #2 to shunpike. It's not that everyone using the WV portion is paying PA tolls.
When WV 43 was built, it repurposed to the old Exit #10 on I-68 that previously connected to CR 857. Traffic going to CR 857, whether it be to the Cheat Lake area or to Pennsylvania, must now get on WV 43. Tolling a previously free movement would have been unpalatable.
It's not even holiday weekends anymore. It can be a weekend. There was a time - I think it was the first warm weekend of the spring, I sat in traffic at the Ghent toll plaza for 20 minutes just to get to a clear lane. All lanes were open. The northern toll plaza can also be a disaster when beach traffic starts up.
It's not even holiday weekends anymore. It can be a weekend. There was a time - I think it was the first warm weekend of the spring, I sat in traffic at the Ghent toll plaza for 20 minutes just to get to a clear lane. All lanes were open. The northern toll plaza can also be a disaster when beach traffic starts up.
It doesn't help that you have to slow to 5 MPH to have your transponder read. Not that it mattered at Ghent going north since construction just north of the toll plaza squeezed everyone into one lane. We drove to Charleston on Friday and I'm still trying to figure out what I got for my $12.75. Construction just north of the Bluestone bridge had traffic backed up to the Concord exit, which added more travel time in addition to the work at Ghent. Most of the road is in OK shape but there are still a lot of rough spots. One would think that with the money that is supposed to be going to Turnpike construction/maintenance that there would be more expansion to three lanes in more places.
It has been a while since I've been on the turnpike, so the $4.25 toll at one booth was a shock. It is much better than the "Modern 2-lane highway" that I paid $3.00 to travel from end to end on, but I'm not seeing the value in the higher toll.
Bruce in Blacksburg
I drove through the I-81 widening project between Exits 8 (CR 32) and 12 (WV 45) southbound last night, and I saw traffic having three lanes headed northbound, but I was still stuck with only two lanes headed southbound for now.This may just be coincidence, but I have noticed since about 2009 that every time I drive by Exit 8 on 81 it seems like there’s construction there
I drove through the I-81 widening project between Exits 8 (CR 32) and 12 (WV 45) southbound last night, and I saw traffic having three lanes headed northbound, but I was still stuck with only two lanes headed southbound for now.This may just be coincidence, but I have noticed since about 2009 that every time I drive by Exit 8 on 81 it seems like there’s construction there
“Open road tolling” is not mentioned in the article, so probably not.
“Open road tolling” is not mentioned in the article, so probably not.
Only in West Virginia do they spend $25 million only to get the technology of 20 years ago. One of the employees told me they don't have an electronic rate to justify free flow high speed lanes. It's the same attitude that kept the Turnpike 2 lanes until the 1980s. If they would just get the word out on what a great deal the EZPass system is on the Turnpike, their electronic rate would increase. But they want to keep it a secret to the out-of-state crowd because... muh money for a corrupt bureaucracy.
Only in West Virginia do they spend $25 million only to get the technology of 20 years ago. One of the employees told me they don't have an electronic rate to justify free flow high speed lanes. It's the same attitude that kept the Turnpike 2 lanes until the 1980s. If they would just get the word out on what a great deal the EZPass system is on the Turnpike, their electronic rate would increase. But they want to keep it a secret to the out-of-state crowd because... muh money for a corrupt bureaucracy.
There are a number of government/authority projects that get mislabeled. I highly suspect that this upgrade also includes new toll booths, canopies, improved access tunnels, new conduits (perhaps in new ductbank tunnels) along with all of the central computer gadgets. That certainly doesn't cost $25M, but keeping seven or eight toll booths operating while this is all being constructed probably adds more than $10M to the project.
Turned out, WVDOH invested in a double-wide machine to lay down asphalt: https://transportation.wv.gov/communications/PressRelease/Pages/Twice-as-nice-Double-wide-paving-machine-in-use-on-US-35.aspx
It would be nice to see this applied on more roads but it requires the closure of both lanes of traffic.
You are in luck... these bridges I have not yet photographed because they look very worn down. I'm glad they are painting both spans in differing colors - which are also the state's official colors and not the colors of the Ukrainian flag (sadly, a lot of online commenters are not aware of that).
(https://ci6.googleusercontent.com/proxy/EbrJQ8ugKh8C1WtTAd27RjdEe_DDgl-t_8eJClqcKMgeWDEfh5aU-gZV-b9RBeG0DNfgCGDD_SukFGEI8rV5c-1MPAeOZbVKi702ihYc1z24ib7GF_fnQc3bc-SbQjVh1l_wDz0kMPc4N69F1vNuAE_cbMCIBw=s0-d-e1-ft#https://mcusercontent.com/080f252423c85c3ee848d51b1/images/c3359a68-1b42-77a7-2275-2fc15c1af51d.jpg)
That's more like it. Its not "state road yaller", but that certainly looks like a modern-day WVU color scheme.
The other note from West Virginia: almost all of the original BGS structures on I-64 in Charleston and South Charleston that were made from COR-TEN steel have been replaced. I did see one smaller cantilevered sign overhanging the westbound lanes between the two cities. There may still be others. The original BGS structures were made of rectangular sections of square box beams, and those had a corrugated mesh COR-TEN lining (that similar to chain-link fencing). The corrugated lining was removed from all of the signs at least ten years ago.
There was an article in the local newspaper when that was happening ... about 20 years ago? The Corten steel was deteriorating prematurely because of a combination of deicing chemicals and vibrations from passing vehicles. I'm not sure what the difference is between the ones put up in Charleston and Baltimore, MD, and Philadelphia, PA.
https://historicaerials.com/location/38.13833658007435/-82.55922107513832/T1977/14
Interesting bit about US 52's realignment when the Tolsia Highway was being developed along the Big Sandy River in the mid-1970s and 1980s. It formerly followed WV 152, but what I wasn't aware of was that by 1975, it had been re-routed along WV 37 from Echo to Fort Gay - this is when the newer segment near Fort Gay had been completed. It opened north of WV 37 along the river in 1980.
https://www.wsaz.com/2022/10/27/new-nitro-st-albans-bridge-open-this-weekend/
https://www.wsaz.com/2022/10/27/new-nitro-st-albans-bridge-open-this-weekend/
By the way, no matter what the DOH says, that is not the Nitro-St. Albans Bridge. It is the new I-64 twin span between Exit 44 (St. Albans exit) and Exit 45 (Nitro exit), which is nowhere near St. Albans. Looks like Nitro has annexed the entirety of I-64 bridge over the Kanawha River.
By the way, the real Nitro-St. Albans Bridge between the two cities is designated as WV-25 Spur (unposted). Folks in St. Albans (which is not quite double the population of Nitro) have always complained about the name, and so folks on the south side of the Kanawha call it the St. Albans-Nitro Bridge. In traditional West Virginia fashion, the original bridge there was always known as the Nitro-St. Albans Toll Bridge (or St. Albans-Nitro Toll Bridge), even though the tolls were dropped in the mid-1940s. I guess it didn't make any sense to keep the Toll Bridge moniker after the original structure was demolished in 2014.
I was shocked how fast they got the new bridge up.
But... there is conflicting information on WVDOH's website about the project. The new bridge is staying? Or being replaced?
Remember that this section of interstate was built in1962. The policy then was to use the nearest town of some consequence. Also remember that the road ended there for some time, with traffic pushed down what is today WV 817 towards US 60 and St. Albans. But, 100%, the exit isn’t even in the same county as St. Albans, and nobody who lives near the exit (who would have addresses in Winfield) would say they live in St. Albans.
Well, the new bridge is now officially designed the... Nitro WWI Memorial Bridge. A nod to the town's unique history. At least it's not named after yet another politician or human being.
So a Veterans bridge
Any reason why when planning the ARC corridors, they had Corridor D end at I-79, and Corridor H as well?
Why not instead just have Corridor D follow Route 50 to I-81 instead?
Any reason why when planning the ARC corridors, they had Corridor D end at I-79, and Corridor H as well?
Why not instead just have Corridor D follow Route 50 to I-81 instead?
I would argue that today's Corridor H route is more beneficial than the former alignment...
I would argue that today's Corridor H route is more beneficial than the former alignment...
I'm inclined to agree with seicer's points. It's also worth noting the original eastern endpoint around Harrisonburg would have resulted in a lot of traffic having to multiplex onto I-81 to get up to I-66 whereas the new alignment has the two meeting fairly closely.
The more northern alignment has been useful in providing better connectivity between the Morgantown area and Moorefield/Shenandoah Valley in a way that the original alignment would not have been. Corridor H now forms the backbone of the preferred route between these areas, at least when it's not snowing.
My question was how come ARC did not just have Corridor D terminate at I-81 in Winchester via Route 50 vs having Corridor D end at I-79, then have a Corridor H instead serve from I-79 to I-81. Wouldn't one segment have made more sense than having people have to do D-79-H to 81?Any reason why when planning the ARC corridors, they had Corridor D end at I-79, and Corridor H as well?
Why not instead just have Corridor D follow Route 50 to I-81 instead?
Corridor D would be unnecessarily close to Corridor E (I-68). Corridor H is also more useful in providing connectivity - Buckhannon and Elkins are larger towns than Grafton, and the Corridor H alignment is more useful as a jumping-off point to places south than US 50 would have been.
My question was how come ARC did not just have Corridor D terminate at I-81 in Winchester via Route 50 vs having Corridor D end at I-79, then have a Corridor H instead serve from I-79 to I-81. Wouldn't one segment have made more sense than having people have to do D-79-H to 81?Any reason why when planning the ARC corridors, they had Corridor D end at I-79, and Corridor H as well?
Why not instead just have Corridor D follow Route 50 to I-81 instead?
Corridor D would be unnecessarily close to Corridor E (I-68). Corridor H is also more useful in providing connectivity - Buckhannon and Elkins are larger towns than Grafton, and the Corridor H alignment is more useful as a jumping-off point to places south than US 50 would have been.
My guess is that this was done to have a Parsons to Washington DC/66 via Wardensville.
If there was no Corridor H and D was just extended to 81, that would have ended in Winchester, 20+ miles north of I-66.
Oh ok, so it had nothing to do with providing a more direct route to DC via Strasburg?My question was how come ARC did not just have Corridor D terminate at I-81 in Winchester via Route 50 vs having Corridor D end at I-79, then have a Corridor H instead serve from I-79 to I-81. Wouldn't one segment have made more sense than having people have to do D-79-H to 81?Any reason why when planning the ARC corridors, they had Corridor D end at I-79, and Corridor H as well?
Why not instead just have Corridor D follow Route 50 to I-81 instead?
Corridor D would be unnecessarily close to Corridor E (I-68). Corridor H is also more useful in providing connectivity - Buckhannon and Elkins are larger towns than Grafton, and the Corridor H alignment is more useful as a jumping-off point to places south than US 50 would have been.
My guess is that this was done to have a Parsons to Washington DC/66 via Wardensville.
If there was no Corridor H and D was just extended to 81, that would have ended in Winchester, 20+ miles north of I-66.
Like I said earlier, an extended Corridor D would have been too close to Corridor E east of I-79. That's a major factor in why Corridor D ends at I-79 and not I-81.
Parsons and Wardensville were not on the original planned route of Corridor H. The original route was to continue along US 33 east of Elkins. Issues with that route resulted in lawsuits and settlements that resulted in the realignment north towards its current route.
I picked up a West Virginia state map in 1996 which showed the proposed routing of Corridor H. I believe it was to have followed US 33 to Seneca Rocks, then headed up to Petersburg, then Moorefield, and then continued on its current routing east of Moorefield. I do remember seeing US 33 shown on the map along this proposed routing.Oh ok, so it had nothing to do with providing a more direct route to DC via Strasburg?My question was how come ARC did not just have Corridor D terminate at I-81 in Winchester via Route 50 vs having Corridor D end at I-79, then have a Corridor H instead serve from I-79 to I-81. Wouldn't one segment have made more sense than having people have to do D-79-H to 81?Any reason why when planning the ARC corridors, they had Corridor D end at I-79, and Corridor H as well?
Why not instead just have Corridor D follow Route 50 to I-81 instead?
Corridor D would be unnecessarily close to Corridor E (I-68). Corridor H is also more useful in providing connectivity - Buckhannon and Elkins are larger towns than Grafton, and the Corridor H alignment is more useful as a jumping-off point to places south than US 50 would have been.
My guess is that this was done to have a Parsons to Washington DC/66 via Wardensville.
If there was no Corridor H and D was just extended to 81, that would have ended in Winchester, 20+ miles north of I-66.
Like I said earlier, an extended Corridor D would have been too close to Corridor E east of I-79. That's a major factor in why Corridor D ends at I-79 and not I-81.
Parsons and Wardensville were not on the original planned route of Corridor H. The original route was to continue along US 33 east of Elkins. Issues with that route resulted in lawsuits and settlements that resulted in the realignment north towards its current route.
I picked up a West Virginia state map in 1996 which showed the proposed routing of Corridor H. I believe it was to have followed US 33 to Seneca Rocks, then headed up to Petersburg, then Moorefield, and then continued on its current routing east of Moorefield. I do remember seeing US 33 shown on the map along this proposed routing.
I believe US 33 was shown constructed to 4-lane expressway standards east of Elkins in preparation for Corridor H--which ended up not being a part of Corridor H because of the change of routing with reasons mentioned in the above posts, hence the nickname of "The Racetrack" given to that section of US 33. A question I have is if US 33 was to be re-routed on the original proposed Corridor H, what would the current US 33 from Seneca Rocks to Richmond been renumbered as? US 37? US 48?
For another topic, why is WV 55 routed the way it is? Is this a "we need a single number to get from US 19 to Moorefield"? The extension of WV 55 should not have occurred in the first place as it is concurrent with other routes most of the way across the state. WV 55 should end at US 220 in Moorefield and have the independent section of WV 55 from US 19 in Muddlety to WV 20 in Craigsville be two different state routes--an extension of WV 41 from where it currently ends at WV 55 to Craigsville and WV 555 along the rest of the route to Muddlety.
WV 55 is marketing. It was signed on the highest and/or most scenic roads in the general area. As such it breaks the general rule that the most logical route between point a on a numbered route and point b on a numbered route, should be the numbered route, to some degree.
^ Didn’t they already get 75 mph authorized a few years ago? Why haven’t any interstates been signed as 75 mph since?There is no limit in state code. The Commissioner of Highways could set 75, but it needs to bear some relationship to the road itself. Design speeds don’t support a 75 speed limit.
https://www.lootpress.com/new-bill-would-increase-speed-limits-to-80-mph-on-interstates/
West Virginia must be crazy enough to raise the speed limits from 70 to 80 mph on interstate highways and four-lane limited access highways in the state. This is round 4! :pan:
https://www.lootpress.com/new-bill-would-increase-speed-limits-to-80-mph-on-interstates/
West Virginia must be crazy enough to raise the speed limits from 70 to 80 mph on interstate highways and four-lane limited access highways in the state. This is round 4! :pan:
Can any interstate in WV handle an 80 mph speed limit?
WV is an aging state demographically and I wonder how many seniors it would force off the roads. WV isn't like Ohio and many other states where one can often take the U.S. or former U.S. route that parallels the interstate without adding hours and hours to the trip. 70 is manageable for many seniors but 80 is pushing it.
In reality, NO!!! The closest would be the section of I-64 from Barboursville to Hurricane and maybe the section of I-64 from the Morris Branch Road overpass in Lawn to Lewisburg. Both distances are around 20 miles--which is not even worth posting an 80 mph speed limit for that section.https://www.lootpress.com/new-bill-would-increase-speed-limits-to-80-mph-on-interstates/
West Virginia must be crazy enough to raise the speed limits from 70 to 80 mph on interstate highways and four-lane limited access highways in the state. This is round 4! :pan:
Can any interstate in WV handle an 80 mph speed limit?
WV is an aging state demographically and I wonder how many seniors it would force off the roads. WV isn't like Ohio and many other states where one can often take the U.S. or former U.S. route that parallels the interstate without adding hours and hours to the trip. 70 is manageable for many seniors but 80 is pushing it.
The corridors were actually authorized for 70 mph previously, but was then removed because it wouldn’t be “practical” or “safe” . I haven’t driven a lot of the corridors, but I do remember US-19 between I-77 and I-79 last year, and most of the road could easily a posted speed limit of 70 mph, especially if some of the signals were removed.WV is an aging state demographically and I wonder how many seniors it would force off the roads. WV isn't like Ohio and many other states where one can often take the U.S. or former U.S. route that parallels the interstate without adding hours and hours to the trip. 70 is manageable for many seniors but 80 is pushing it.
"Things said about ending 55, then 65, but were dead wrong." ??
Actually, the only parts of the WV interstate system that should not be at least 80 are the mis-designed northern third of the Turnpike, a short urban section through Charleston and a yet shorter section through Wheeling. Corridors, which most also need a large amount of stop light removal, could almost all go to 70 or 75.
WEST VIRGINIA LEGISLATURE
2023 REGULAR SESSION
Introduced
Senate Bill 34
By Senator Karnes
[Introduced January 11, 2023; referred to the Committee on Transportation and Infrastructure]
A BILL to amend and reenact §17C-6-2 of the Code of West Virginia, 1931, as amended, relating to the establishment of an 80 miles per hour speed limit on interstate highways and four-lane limited access highways in this state; and providing an exception for portions of those highways passing through city limits.
Be it enacted by the Legislature of West Virginia:
ARTICLE 6. SPEED RESTRICTIONS.
§17C-6-2. Establishment of state speed zones.
(a) Whenever the State Road Commissioner shall determine upon the basis of an engineering and traffic investigation that any speed limit set forth in this article is greater or less than is reasonable or safe under the conditions found to exist at any intersection or other place or upon any part of a highway, said the commissioner may determine and declare a reasonable and safe speed limit thereat which shall be effective at all times or during hours of daylight or darkness or at such other times as may be determined when appropriate signs giving notice thereof are erected at such intersection or other place or part of the highway.
(b) Effective July 1, 2023, the commissioner shall establish a speed limit of 80 miles per hour on interstate highways and four-lane limited access highways in this state: Provided, That this increased speed limit does not apply to portions of interstate highways and four-lane limited access highways that pass through the city limits of municipalities.
Corridor routes and areas with strict access control would qualify as "four-lane limited access highways" in this bill. That would include all Corridor routes and a few specific other highways - such as US 250 south of Wheeling, WV 2 south of Weirton, WV 43, WV 9, US 33 east of Elkins, US 340, etc. I think we've debated freeways versus expressways here before, but West Virginia believes that some of its expressways are freeways even though they have at-grade intersections.
Corridor routes and areas with strict access control would qualify as "four-lane limited access highways" in this bill. That would include all Corridor routes and a few specific other highways - such as US 250 south of Wheeling, WV 2 south of Weirton, WV 43, WV 9, US 33 east of Elkins, US 340, etc. I think we've debated freeways versus expressways here before, but West Virginia believes that some of its expressways are freeways even though they have at-grade intersections.
Also US 35.
I also don't know how West Virginia defines "four-lane limited access highways" and whether roads like Corridor H qualify. I note that West Virginia road signs use the word "freeway" to refer to some divided highways with at-grade intersections and that's what prompts me to wonder.
Corridor routes and areas with strict access control would qualify as "four-lane limited access highways" in this bill. That would include all Corridor routes and a few specific other highways - such as US 250 south of Wheeling, WV 2 south of Weirton, WV 43, WV 9, US 33 east of Elkins, US 340, etc. I think we've debated freeways versus expressways here before, but West Virginia believes that some of its expressways are freeways even though they have at-grade intersections.
Also US 35.
There seems to be universal confusion over terms such as "controlled access" and "limited access." I remember seeing the terms "access fully controlled" and "access partially controlled" on West Virginia maps. Being from Kentucky, I'm more familiar with the term "limited access" and its meaning here, which is a full freeway with no at-grade intersections and all intersections being grade-separated interchanges. West Virginia uses "fully controlled" for freeways and "partially controlled" for the surface routes that have at-grade intersections and private access to the road is by permit only.
Design speeds also need to be taken into account. Many of the corridor routes are older, with some routes still sporting minimal left shoulders and curbed grassy medians, blind intersections, and too many intersections with traffic lights. There is a huge difference in design between the oldest Corridor G segments and those along Corridor H. Even relatively new segments of Corridor H are getting sullied with too many traffic lights, making 70-75 MPH speeds unrealistic.US-19 comes to mind as an example of a road that could easily handle 70 mph, particularly north of Summersville. It feels like a rural interstate highway in most areas.
If this bill passes, I imagine 80 mph would largely only be posted on I-64. The Turnpike and I-79 are too curvy to safely handle a higher legal limit (I’ve certainly hit 80 mph on I-79, but it’s definitely tight around a lot of corners). Maybe 75 mph could be permitted in some areas? I’m not sure about I-77 north of Charleston, it’s been many years since I’ve driven that portion.
I am looking for something I think I saw in West Virginia.
I know I was on I-64 heading east in the 1990s. In front of me was a cliff that seemed to wider than I could see and very tall. There was a gap in the cliff and I-64 went into the gap. There was a bridge way up there at the top of the cliff that overpassed the highway.
I can't find it on Google Maps. Where is it.
This is located just east of the I-64 high bridge over Tank Branch near Glen Morgan...
I am looking for something I think I saw in West Virginia.
I know I was on I-64 heading east in the 1990s. In front of me was a cliff that seemed to wider than I could see and very tall. There was a gap in the cliff and I-64 went into the gap. There was a bridge way up there at the top of the cliff that overpassed the highway.
I can't find it on Google Maps. Where is it.
Perhaps you are talking about this bridge over I-64 (https://www.google.com/maps/@37.756973,-81.1500237,3a,90y,28.15h,82.6t/data=!3m7!1e1!3m5!1sbM3Jf2y29nfO6dxAiEEWrA!2e0!6shttps:%2F%2Fstreetviewpixels-pa.googleapis.com%2Fv1%2Fthumbnail%3Fpanoid%3DbM3Jf2y29nfO6dxAiEEWrA%26cb_client%3Dmaps_sv.tactile.gps%26w%3D203%26h%3D100%26yaw%3D237.37473%26pitch%3D0%26thumbfov%3D100!7i16384!8i8192) that was a big topic of conversation in the Highest Overpasses thread a few years ago.
This is located just east of the I-64 high bridge over Tank Branch near Glen Morgan, not all that far from the Turnpike. This bridge is different from other overpasses along I-64, and it appears to have been constructed as a railroad bridge. Indeed, it is located on a semi-private road that is built along an old railroad grade to access a property just north of the Interstate. The rails were still there when this section of I-64 was being designed, but the railroad had been abandoned and removed prior to construction.
Not sure why WVDOH didn't redesign the bridge with AASHTO-standard beams, but it is possible that the Chessie System (my former employer) mandated that railroad access from Glen Morgan to the old mines just south of the Interstate be maintained. Anywhoosit, this bridge stands out as a "unicorn" in these parts.
Here's my descriptor post (https://www.aaroads.com/forum/index.php?action=post;quote=2828426;topic=13715.450) in the Highest Overpasses thread. Quite frankly, this bridge doesn't look very tall to me (but I grew up watching the DOH build the New River Gorge Bridge).
I've never really looked at that bridge closely despite having passed under it hundreds of times. I'm not sure it was ever designed for railroad use because of the lightness of the steel girders. I checked USGS topos and can't find any line running up there, but did note that there was extensive strip mining on both sides at the time of the bridge's construction around 1986-88. It looks like it was to be an extension of Skyline Drive onto what is otherwise a landlocked piece of property.
I am looking for something I think I saw in West Virginia.
I know I was on I-64 heading east in the 1990s. In front of me was a cliff that seemed to wider than I could see and very tall. There was a gap in the cliff and I-64 went into the gap. There was a bridge way up there at the top of the cliff that overpassed the highway.
I can't find it on Google Maps. Where is it.
Perhaps you are talking about this bridge over I-64 (https://www.google.com/maps/@37.756973,-81.1500237,3a,90y,28.15h,82.6t/data=!3m7!1e1!3m5!1sbM3Jf2y29nfO6dxAiEEWrA!2e0!6shttps:%2F%2Fstreetviewpixels-pa.googleapis.com%2Fv1%2Fthumbnail%3Fpanoid%3DbM3Jf2y29nfO6dxAiEEWrA%26cb_client%3Dmaps_sv.tactile.gps%26w%3D203%26h%3D100%26yaw%3D237.37473%26pitch%3D0%26thumbfov%3D100!7i16384!8i8192) that was a big topic of conversation in the Highest Overpasses thread a few years ago.
This is located just east of the I-64 high bridge over Tank Branch near Glen Morgan, not all that far from the Turnpike. This bridge is different from other overpasses along I-64, and it appears to have been constructed as a railroad bridge. Indeed, it is located on a semi-private road that is built along an old railroad grade to access a property just north of the Interstate. The rails were still there when this section of I-64 was being designed, but the railroad had been abandoned and removed prior to construction.
Not sure why WVDOH didn't redesign the bridge with AASHTO-standard beams, but it is possible that the Chessie System (my former employer) mandated that railroad access from Glen Morgan to the old mines just south of the Interstate be maintained. Anywhoosit, this bridge stands out as a "unicorn" in these parts.
Here's my descriptor post (https://www.aaroads.com/forum/index.php?topic=8710.msg2576752#msg2576752) in the Highest Overpasses thread. Quite frankly, this bridge doesn't look very tall to me (but I grew up watching the DOH build the New River Gorge Bridge).
Note: the link to the descriptor post in the Highest Overpasses thread has been corrected.
I am looking for something I think I saw in West Virginia.
I know I was on I-64 heading east in the 1990s. In front of me was a cliff that seemed to wider than I could see and very tall. There was a gap in the cliff and I-64 went into the gap. There was a bridge way up there at the top of the cliff that overpassed the highway.
I can't find it on Google Maps. Where is it.
Perhaps you are talking about this bridge over I-64 (https://www.google.com/maps/@37.756973,-81.1500237,3a,90y,28.15h,82.6t/data=!3m7!1e1!3m5!1sbM3Jf2y29nfO6dxAiEEWrA!2e0!6shttps:%2F%2Fstreetviewpixels-pa.googleapis.com%2Fv1%2Fthumbnail%3Fpanoid%3DbM3Jf2y29nfO6dxAiEEWrA%26cb_client%3Dmaps_sv.tactile.gps%26w%3D203%26h%3D100%26yaw%3D237.37473%26pitch%3D0%26thumbfov%3D100!7i16384!8i8192) that was a big topic of conversation in the Highest Overpasses thread a few years ago.
No. It was much higher than that. It was hundreds of feet up. I had to tip my head back to see it when I was close. The bridge was at least 10 times as high as its visible span was long.
There were no supports going down to the freeway. It was entirely supported by the cliff. The face of the cliff was nearly perpendicular to the highway and faced the opposite direction to my direction of travel. As the highway went through the cut, it went up to near the level of the top of the cliff.
The sidewalls of the cut were nearly vertical and I wondered if it was natural, formed by a stream or river flowing through it, as opposed to being made for the highway. The walls did not look new.
I don't know whether it was a road or railroad bridge, because it was so far up.
I am looking for something I think I saw in West Virginia.
I know I was on I-64 heading east in the 1990s. In front of me was a cliff that seemed to wider than I could see and very tall. There was a gap in the cliff and I-64 went into the gap. There was a bridge way up there at the top of the cliff that overpassed the highway.
I can't find it on Google Maps. Where is it.Perhaps you are talking about this bridge over I-64 (https://www.google.com/maps/@37.756973,-81.1500237,3a,90y,28.15h,82.6t/data=!3m7!1e1!3m5!1sbM3Jf2y29nfO6dxAiEEWrA!2e0!6shttps:%2F%2Fstreetviewpixels-pa.googleapis.com%2Fv1%2Fthumbnail%3Fpanoid%3DbM3Jf2y29nfO6dxAiEEWrA%26cb_client%3Dmaps_sv.tactile.gps%26w%3D203%26h%3D100%26yaw%3D237.37473%26pitch%3D0%26thumbfov%3D100!7i16384!8i8192) that was a big topic of conversation in the Highest Overpasses thread a few years ago.No. It was much higher than that. It was hundreds of feet up. I had to tip my head back to see it when I was close. The bridge was at least 10 times as high as its visible span was long.
There were no supports going down to the freeway. It was entirely supported by the cliff. The face of the cliff was nearly perpendicular to the highway and faced the opposite direction to my direction of travel. As the highway went through the cut, it went up to near the level of the top of the cliff.
The sidewalls of the cut were nearly vertical and I wondered if it was natural, formed by a stream or river flowing through it, as opposed to being made for the highway. The walls did not look new.
I don't know whether it was a road or railroad bridge, because it was so far up.
There aren't any such bridges over "I-64 east" all the way to Lexington, Virginia. The only other one on I-64 that compares to the one near Glen Morgan is this tall puppy (https://www.google.com/maps/@38.410177,-82.3508086,3a,56y,48.63h,88.57t/data=!3m6!1e1!3m4!1s-jtIOocWii46EQ8YkpGWZQ!2e0!7i16384!8i8192) carrying Pea Ridge Road over I-64 in East Huntington (which looks more impressive from the westbound lanes). Or maybe you are remembering this wonder (https://www.google.com/maps/@37.7239255,-81.1824062,3a,75y,296.99h,105.55t/data=!3m7!1e1!3m5!1sZrucgz9Qi28csopVtAwYgA!2e0!6shttps:%2F%2Fstreetviewpixels-pa.googleapis.com%2Fv1%2Fthumbnail%3Fpanoid%3DZrucgz9Qi28csopVtAwYgA%26cb_client%3Dmaps_sv.tactile.gps%26w%3D203%26h%3D100%26yaw%3D46.91896%26pitch%3D0%26thumbfov%3D100!7i16384!8i8192) over the northbound lanes of the Turnpike just south of where I-64 splits off. But neither of these are "hundreds of feet up".
Your cliff description made think of Sideling Hill on I-68 but there's no bridge that fits your description.
Didn't they rebuilt that Pea Ridge bridge when I-64 was widened?
Your cliff description made think of Sideling Hill on I-68 but there's no bridge that fits your description.Speaking of I-68, further west there's this high overpass (https://www.google.com/maps/@39.6533599,-79.4400414,3a,75y,85.75h,93.23t/data=!3m6!1e1!3m4!1sGRse4kMpuW3KnasMIY0Wlw!2e0!7i16384!8i8192!5m1!1e1) just east of the WV/MD border.
Didn't they rebuilt that Pea Ridge bridge when I-64 was widened?
I have never been on I-68. And the bridge is lower than I remember. Could you provide a google for sideling hill? Search won't find it.
I have never been on I-68. And the bridge is lower than I remember. Could you provide a google for sideling hill? Search won't find it.
https://www.google.com/maps/@39.7181798,-78.2809834,3a,75y,311.78h,86.53t/data=!3m7!1e1!3m5!1sbL7Jx5BHEdBVKf2u8btFcQ!2e0!6shttps:%2F%2Fstreetviewpixels-pa.googleapis.com%2Fv1%2Fthumbnail%3Fpanoid%3DbL7Jx5BHEdBVKf2u8btFcQ%26cb_client%3Dmaps_sv.tactile.gps%26w%3D203%26h%3D100%26yaw%3D164.98557%26pitch%3D0%26thumbfov%3D100!7i16384!8i8192
Didn't they rebuilt that Pea Ridge bridge when I-64 was widened?
CR 60/1 in Pea Ridge was rebuilt in 2003 with a revised substructure and an entirely new superstructure, and is 69 feet above the ground. It was originally built in 1962. https://goo.gl/maps/xjhCs64P5DDArvEK9
The other high-level bridge in the area is for CR 37/McCoy Road, which is 82 feet above the ground. It was built in 1963. https://goo.gl/maps/YMwQojckaaaj7Zwq5
No disrespect intended, but were you a pre-teen on those trips? I have found in my own experience that things i saw as a youngster tended to be an exaggerated version of what it was.
Your description suggests the bridge would have to be 500+ feet above the interstate. Here is a list of US bridges >130 ft high (https://en.wikipedia.org/wiki/List_of_bridges_in_the_United_States_by_height) and WV has just 2 entries: US 19 New River Br and the I-64 bridge over Glade Creek. Virginia has 6, which are not over I-64.
No bridge that seems to meet your criteria either in this thread - https://www.aaroads.com/forum/index.php?topic=8710.msg202481#msg202481
i did find one bridge that meets more of your criteria, I-80 EB in Ohio, if you are misremembering what trip it was from. This bridge is visible 4.2 miles away. https://goo.gl/maps/wEukRE4Sbmru4uW7A
Any chance you missed the I-64 exit from the WV Turnpike and had to turnaround at the next exit? Meets your criteria for split level interstate and as of 2011 was still visible 1.1 miles away.
Cause then you'd have this - https://goo.gl/maps/CZZM6rd7jMk2fMDr9 though chances are small this happened twice.
Otherwise, a removed bridge or even coal chute could be what happened. A look around historicaerials.com searching for structures no longer present didn't turn up anything.
Any chance you missed the I-64 exit from the WV Turnpike and had to turnaround at the next exit? Meets your criteria for split level interstate and as of 2011 was still visible 1.1 miles away.
Cause then you'd have this - https://goo.gl/maps/CZZM6rd7jMk2fMDr9 though chances are small this happened twice.
Otherwise, a removed bridge or even coal chute could be what happened. A look around historicaerials.com searching for structures no longer present didn't turn up anything.
Any chance you missed the I-64 exit from the WV Turnpike and had to turnaround at the next exit? Meets your criteria for split level interstate and as of 2011 was still visible 1.1 miles away.
Cause then you'd have this - https://goo.gl/maps/CZZM6rd7jMk2fMDr9 though chances are small this happened twice.
Otherwise, a removed bridge or even coal chute could be what happened. A look around historicaerials.com searching for structures no longer present didn't turn up anything.
Here is a a place that looks similar, except it is not as high as I remember and there is no overbridge. The notch in the face is like what I remember. It's east of Beckley. Has this I-64 bridge been raised since 1995 or have other changes happened here?
https://goo.gl/maps/y1YSukCVTc9L4FZ56
Any chance you missed the I-64 exit from the WV Turnpike and had to turnaround at the next exit? Meets your criteria for split level interstate and as of 2011 was still visible 1.1 miles away.
Cause then you'd have this - https://goo.gl/maps/CZZM6rd7jMk2fMDr9 though chances are small this happened twice.
Otherwise, a removed bridge or even coal chute could be what happened. A look around historicaerials.com searching for structures no longer present didn't turn up anything.
Here is a a place that looks similar, except it is not as high as I remember and there is no overbridge. The notch in the face is like what I remember. It's east of Beckley. Has this I-64 bridge been raised since 1995 or have other changes happened here?
https://goo.gl/maps/y1YSukCVTc9L4FZ56
Don't believe anything has happened to this bridge which is the 2nd highest bridge in WV (https://www.google.com/maps/place/Glade+Creek+Bridge/@37.7684178,-81.0401951,3a,75y,90t/data=!3m8!1e2!3m6!1sAF1QipOqC_UkRTXCN5RsIGdzx28twMVD76YewhgFQ4Vs!2e10!3e12!6shttps:%2F%2Flh5.googleusercontent.com%2Fp%2FAF1QipOqC_UkRTXCN5RsIGdzx28twMVD76YewhgFQ4Vs%3Dw114-h86-k-no!7i4000!8i3000!4m9!3m8!1s0x884e8e5722c05db9:0xf7b7984c6b2d842f!8m2!3d37.7684178!4d-81.0401951!10e5!14m1!1BCgIgAQ!16s%2Fg%2F11cspq_vp9)
The 1986 and 1996 aerials show nothing crossing over I-64 east of this bridge.
Based on your descriptions you wouldn't have seen this bridge from a distance in the rear view mirror... https://goo.gl/maps/EAQDk4do8SraMrEa9
...but the difficulty is that sightlines are way different than 30 years ago in terms of tree heights, so this bridge could have been visible from a distance EB too in the early 1990s.
That sounds like a really expensive cut. As in one that would be cheaper to tunnel.
I was looking through project plans for something else and came across this proposed (and mostly not built) four-lane widening of US 21/60 between Chelyan Bridge and Hugheston (https://mapwv.gov/DOTLivePlans/Scanning/ProjectBookFolders/P_20_2_0060_00_000_1972_S13877/PDF/P_20_2_0060_00_000_1972_S13877.pdf) from 1972. It called for two 24' wide roadways paved with 9" of Portland cement concrete, 10' paved right shoulders, and a curbed 18' concrete median with a 60 MPH design speed. AADT figures for 1971 were 6,060, with a projection by 1991 of 8,000, 12.5% of which were trucks. The alignment did not deviate much from the existing route.
Over at Hugeston, a bridge over a creek was completed in 1967 (https://mapwv.gov/DOTLivePlans/Scanning/ProjectBookFolders/B_20_2_0060_00_000_1967_S01886/PDF/B_20_2_0060_00_000_1967_S01886.pdf), but nothing has extended from that either.
This will now be on my list to see in another week or so! Did they install a fire suppression system?
This will now be on my list to see in another week or so! Did they install a fire suppression system?
I'm not sure, but that's not been done on any other WV covered bridges that I'm aware of. A fire detection system, like Ashtabula County OH does with their bridges, would make sense but I've not seen that either.
At least it's not another traffic light. Now if we can focus on getting rid of other remote traffic lights on Corridor G - like the one next to the Logan interchange on that steep grade.
At least it's not another traffic light. Now if we can focus on getting rid of other remote traffic lights on Corridor G - like the one next to the Logan interchange on that steep grade.
Yes. Or any of the new ones going up on Corridor H.
IMHO,
there are WAY too many stop lights on all of the WV corridor highways. Likewise in Ohio and Kentucky, the other two ARC states I drive in a lot. The purpose of the ARC corridors was to open up mountain communities to the outside world. To "defeat geography" as one politician called it. Not for some guy to build a shopping strip mall and certainly not for the "something must be done" crowd to take one, while tragic, accident and turn it into a four way stop intersection when the traffic volumes on the side roads is miniscule.
IMO, they shouldn’t install traffic signals on high-speed 65 mph highways like this… if there’s too much cross traffic, a desire for development, any traffic generating source - build a grade-separated interchange with the highway. Or at the minimum, an innovative intersection design to eliminate left turns. Either way, keep the corridor free-flowing.
It's a completely useless project. The Hobet site, despite attempts for close to a decade now, has no significant development and no real prospects for it. Still, WVDOH is spending on a 4-lane access road and this interchange with a "build it and they will come" mentality.
IMO, they shouldn’t install traffic signals on high-speed 65 mph highways like this… if there’s too much cross traffic, a desire for development, any traffic generating source - build a grade-separated interchange with the highway. Or at the minimum, an innovative intersection design to eliminate left turns. Either way, keep the corridor free-flowing.
And for being fairly new, WV 43 from I-68 to the Pennsylvania state line is awful. The northbound lanes were rough and bumpy, with a lot of spidering cracks in the slow lane. The southbound lanes were smoother with an asphalt overlay on portions of the lanes, but it only masked the dips and humps that made towing the RV a bit uncomfortable. It's about as bad as some portions of US 35 near Winfield.
Speaking of, is the I-79/US 50 rebuild in Clarksburg still proposed? (https://terradon.com/portfolio/i-79-us-50-interchange-study/)
Sorry, Wardensville. But SR 16 is really WV secondary route 16.
I think SR 16 is a little more than 11.2 miles from Moorefield.he said "near"
Sorry, Wardensville. But SR 16 is really WV secondary route 16.
It's really Hardy County Route 16 per WVDOH.
Sorry, Wardensville. But SR 16 is really WV secondary route 16.
It's really Hardy County Route 16 per WVDOH.
Not sure about that part of the state, but most of West Virginia counties would show this as CR-16 (meaning County Route, a throwback to the olden days when there was a County Road Commissioner. (For the record, that era ended in 1911 back when the Mountain State had more brick-paved street than asphalt roads).
Interesting. Wikipedia notes county routes as secondary routes (trunk or spur) but the state's general highway maps for each county notes them purely as county routes. I'll go with what is listed by the state.
Sorry, Wardensville. But SR 16 is really WV secondary route 16.It's really Hardy County Route 16 per WVDOH.Not sure about that part of the state, but most of West Virginia counties would show this as CR-16 (meaning County Route, a throwback to the olden days when there was a County Road Commissioner. (For the record, that era ended in 1911 back when the Mountain State had more brick-paved street than asphalt roads).Interesting. Wikipedia notes county routes as secondary routes (trunk or spur) but the state's general highway maps for each county notes them purely as county routes. I'll go with what is listed by the state.
It's a quirk of the West Virginia numbering system that State Routes qualify are considered as "primary" and County Routes are considered as "Secondary". Those designations have very little to do with the old FAP and FAS designations. The DOH does maintain an inventory (and map (https://data-wvdot.opendata.arcgis.com)) of the Federal Aid status of the entire system, but the categories areAlmost all of the State Routes are listed as STP-eligible, but there's a handful of State Routes that make it into the National Highway System (thus truly qualified as FAP routes). Here's a few that I've found thus far:
- Interstate routes
- National Highway System routes
- Surface Transportation Program eligible
- Intermodal routes
- Not eligible
Also, there's only a couple of handful of Intermodal routes in the state. The interactive map works better if you filter out all of the FAS Category 5 routes and turn Styling on.
- WV-193//WV-2 from Barboursville -to- Henderson
- WV-817 from St. Albans -to- I-64
- WV-10 from Logan -to- Gilbert
- WV-16//WV-97//WV-16 from Welch -to- West Virginia Turnpike
- a section of WV-41 connected to US-19 Bypass in South Beckley
- WV-55, both the Corridor H section and the easternmost section to the Virginia Line
- a corridor linking Keyser -to- Corridor H using US-220//WV-972//US-50//WV-93
- WV-9 from Berkeley Springs -to- Virginia State Line
- WV-43 Mon-Fayette
- LSR-857 from US-119 Mileground -to- I-68
- a corridor linking Moundsville -to- Morgantown via US-250//WV-7
- WV-88 from Oglebay Park -to- I-70
- WV-95 Camden Avenue from Davison Street -to- I-77
- WV-14 from Parkersburg -to- Vienna (the entirety of Grand Central Avenue up to the far exclave of Vienna, not sure why there
- Memorial Bridge in Parkersburg (for some reason listed as WV-798 rather than WV-140)
- WV-2 from Parkersburg -to- Chester
- WV-705
- and surprisingly, WV-598 up over East River Mountain
The state owns and maintains the CR system of roads.
https://transportation.wv.gov/highways/Pages/default.aspx
The state owns and maintains the CR system of roads.
https://transportation.wv.gov/highways/Pages/default.aspx
I see federal, state and municipal in that link, but not county? Are the "county routes"/secondary routes included in the mileage of public roads?
The state owns and maintains the CR system of roads.
https://transportation.wv.gov/highways/Pages/default.aspx
I see federal, state and municipal in that link, but not county? Are the "county routes"/secondary routes included in the mileage of public roads?
The statistic that says about 34,700 miles are in the state system tells you it includes the county route system.
The state owns and maintains the CR system of roads.
https://transportation.wv.gov/highways/Pages/default.aspx
I see federal, state and municipal in that link, but not county? Are the "county routes"/secondary routes included in the mileage of public roads?
Unlike most all of the other states, a "county route" in WV is just a classification of road, these roads are maintained by the state DOH. There are no county road departments in WV, as in other states. Thus WV has more roads under state maintenance than Texas.
The long answer is that during the Depression lots of people were losing their property to the counties for taxes. The state amended the Constitution to drastically cut taxes on real property. This dried most of the funding for counties and, as a result, the state took over the maintenance of "county routes" and the funding of schools. Counties in WV do little more than run the courthouse functions and the Sheriff's office.
https://www.wvencyclopedia.org/articles/688
The statistic that says about 34,700 miles are in the state system tells you it includes the county route system.
HARP roads are public roads. WVDOH took easements as part of the process of accepting them into state maintenance.The statistic that says about 34,700 miles are in the state system tells you it includes the county route system.
Be careful with the mileage. Unlike most other states, West Virginia not only maintains almost all of the public roads statewide, but also many of the private roads. The most notable is the HARP (Home Access Road Program) with their unique version of a pentagon shield (house shaped). But there are a number of other categories of orphan roads and bridges that are state-maintained, including most recently MARP roads (Medical Access Road Program). These programs have not always been politically popular, but given that everybody quit maintaining private roads "after the one fellow who owned a tractor with a grader blade died in the 1940s" at least somebody is maintaining those roads.
On the flip side, there has historically been a lot of County Road mileage that was not being maintained by the State Road Commission (now DOH). Many of the state's backroads just simply lost population. I've got a relative that has a mile of Putnam CR-5 that runs on his cattle farm that hasn't been accessible to the public for more than 50 years. It finally got removed from the official road maps sometime in the last decade. The DOH is pretty good about cataloguing each route segment for budget purposes, so it is likely that the statewide mileage does not include the portions of the County Roads that are no longer being maintained.If it's on a DOH county map, it's technically still a road and is counted in the mileage. DOH county map data isn't always accurate either - I've seen roads that the maps indicated were actively maintained gravel that had trees growing in the middle of the roadbed (Pendleton CR 28/6 comes to mind from about 15 years ago).
Oof. County-owned but State-maintained gets very messy...
Ah, okay. Thanks.Oof. County-owned but State-maintained gets very messy...
Counties in West Virginia own no roads. County routes are owned and maintained by WVDOH.
There are a small handful of county-owned bridges, but counties are responsible for maintaining those themselves and they are exceedingly rare. I'm not even sure if there are any current examples remaining. The last one I was aware of, on Sabraton Avenue in Morgantown, was taken over by the state as a county route when the bridge was replaced about 10 years ago.
- I'll have to post photos in the next few days, but the Wellsburg Bridge looks awful. The bottom half of the bridge is a nice deep brown color but the upper half is a light brown with splotches of dark brown patches.
I saw WVDOT's pictures of the bridge. The signage is in FHWA. I thought West Virginia had switched back to Clearview when the approval was reinstated.
It's not Corten. It's brown paint. (Images from my flyover direct from the camera - not yet gotten around to editing the raw images.)
https://wvmetronews.com/2023/10/14/doh-making-changes-in-u-s-route-33-work-zone-following-tractor-trailer-crash/The article you've linked is regarding a guiderail/retaining wall project and the poor work zone traffic control that led to the crash. Not sure how the content pertains to your comment.
This kind of stuff, sadly IMHO, is what the "fix local roads" opposition to things like Corridor H beget. There really is not "fix local roads" option that makes any kind of sense. Good safe roads, blasted through the mountains, save lives.
WVDOH
https://wvmetronews.com/2023/10/14/doh-making-changes-in-u-s-route-33-work-zone-following-tractor-trailer-crash/The article you've linked is regarding a guiderail/retaining wall project and the poor work zone traffic control that led to the crash. Not sure how the content pertains to your comment.
This kind of stuff, sadly IMHO, is what the "fix local roads" opposition to things like Corridor H beget. There really is not "fix local roads" option that makes any kind of sense. Good safe roads, blasted through the mountains, save lives.
Ok...but what does that have to do with the article?https://wvmetronews.com/2023/10/14/doh-making-changes-in-u-s-route-33-work-zone-following-tractor-trailer-crash/The article you've linked is regarding a guiderail/retaining wall project and the poor work zone traffic control that led to the crash. Not sure how the content pertains to your comment.
This kind of stuff, sadly IMHO, is what the "fix local roads" opposition to things like Corridor H beget. There really is not "fix local roads" option that makes any kind of sense. Good safe roads, blasted through the mountains, save lives.
US 33's Allegheny Mountain crossing has long been an issue. It has a 10% grade that continues for several miles with several hairpin curves and no truck escape ramps. It's the worst of the crossings on US 33 east of Elkins. Completely fixing the crossing probably isn't feasible here, but blasting to straighten out the uppermost pair of hairpin curves and soften the lower curves would help tremendously.
I'm not sure the work zone was really an issue. I just came through there several times in the past few days and it's well posted and advertised. It doesn't say what caused the accident but it could have been the driver was simply going too fast for conditions. That's not the fault of WVDOH but of an inexperienced or inattentive driver.
It's a long downgrade for trucks for certain, but the traffic volumes aren't there to build a four-lane highway east of what's already completed. US 48/Corridor H will take the burden off of whatever long-distance trucking remains on US 33 as it's just a short detour from US 48 to US 33 in Virginia.
WVDOH just shut down the US 30 Jennings Randolph Bridge across the Ohio River after an inspection turned up structural concerns. It's expected to be closed for at least 3 weeks.
The existing bridge, completed in 1977, is notable for being the longest single simple-span truss bridge in the country.
https://www.wpxi.com/news/local/bridge-that-connects-ohio-west-virginia-near-pennsylvania-border-shut-down-emergency-repairs/LKRFKU2P7ZG6DEDJ2KCECS6XJY/
WVDOH just shut down the US 30 Jennings Randolph Bridge across the Ohio River after an inspection turned up structural concerns. It's expected to be closed for at least 3 weeks.
The existing bridge, completed in 1977, is notable for being the longest single simple-span truss bridge in the country.
https://www.wpxi.com/news/local/bridge-that-connects-ohio-west-virginia-near-pennsylvania-border-shut-down-emergency-repairs/LKRFKU2P7ZG6DEDJ2KCECS6XJY/
OH 39 east of US 30 in East Liverpool was already in rough shape. This does not help at all.
WVDOH just shut down the US 30 Jennings Randolph Bridge across the Ohio River after an inspection turned up structural concerns. It's expected to be closed for at least 3 weeks.
The existing bridge, completed in 1977, is notable for being the longest single simple-span truss bridge in the country.
https://www.wpxi.com/news/local/bridge-that-connects-ohio-west-virginia-near-pennsylvania-border-shut-down-emergency-repairs/LKRFKU2P7ZG6DEDJ2KCECS6XJY/
This is intriguing. While I'm not a structural engineer, it appears that the cracking issue is common in structures built around the same time as the I-40 Memphis Bridge, a notable case in point. This observation brings to mind the US 41 bridges connecting Henderson, Kentucky, and Evansville, Indiana.
Plans are in place to dismantle the southbound bridge built in 1965, while the northbound bridge from 1932 will remain. The question arises: why this decision, given that both bridges have been assessed and are expected to remain serviceable until 2060 with regular maintenance? By that time, the southbound bridge would be 95 years old, and the northbound bridge would be 128 years old.
The answer lies in the construction materials and techniques used. The newer southbound bridge incorporated heat-treated high-strength steel in its critical structural components, such as connection gusset plates and thickened butt-welds at connections. These elements are prone to cracking. In contrast, the older northbound bridge was constructed using pins and eyebars, which have more redundancy and, presumably, greater durability. This situation leads me to speculate whether the Jennings Randolph Bridge might be experiencing similar issues.
We've got another Ohio River bridge closure in the Northern Panhandle. This time, it's the 1905 Market Street Bridge at Steubenville, OH. The bridge is owned by WVDOH. Article here: https://wvmetronews.com/2023/12/21/doh-closes-second-bridge-in-northern-panhandle-this-month/https://www.alpsroads.net/roads/wv/oh
When the recently opened Wellsburg Bridge was in planning, it was intended as a replacement for this structure. If the Market Street Bridge needs more than minimal repairs, I wouldn't be surprised to see it permanently closed.
We've got another Ohio River bridge closure in the Northern Panhandle. This time, it's the 1905 Market Street Bridge at Steubenville, OH. The bridge is owned by WVDOH. Article here: https://wvmetronews.com/2023/12/21/doh-closes-second-bridge-in-northern-panhandle-this-month/
When the recently opened Wellsburg Bridge was in planning, it was intended as a replacement for this structure. If the Market Street Bridge needs more than minimal repairs, I wouldn't be surprised to see it permanently closed.
Unrelated, I drove on the new WV 108 expressway around Bluefield a few days ago. Going from memory, it is signed for Welch and the airport going north. There is a supplemental ground sign advertising WV 108 as an alternate US 52 for through traffic.
The roadway is well-designed and nicely constructed without any dips/bumps. I hope it remains in good shape as the roadway bed in places remained unpaved for years - so it should have had ample time to settle. The four-lane segment ends north of the Christine West Bridge over US 19. It is signed for 55 MPH throughout, although the four-lane segments of WV 108 and US 52 could be signed for 65 MPH very easily.
There is an obvious stub for a roadway extension north of WV 123 (Airport Road).
Google Maps incorrectly lists this as US 52. It's not listed on Apple Maps.
https://www.wboy.com/news/monongalia/54-million-going-to-i-79-chaplin-hill-road-project-at-wvu-exit/
$54 million going to I-79/Chaplin Hill Road project at WVU exit
MORGANTOWN, W.Va. (WBOY) — Funding has been secured to repair and add to exit 155 on Interstate 79 in Morgantown, Sen. Joe Manchin’s office announced Friday.
The exit is the main access point from I-79 to Granville, Star City and West Virginia University, including Milan Puskar Stadium and the Coliseum.
According to the release, the project will include:A total of $54,320,000 from the U.S. Department of Transportation will go to the Monongalia County Commission for the project.
- Replacing the I-79 bridges of Chaplin Hill Road
- Reconstructing the exit 155 interchange
- Reconstructing the westbound I-79 flyover
- Building a pedestrian and bicycle connection between the Star City bridge and the regional rail-to-trail network
In the release, Manchin said that the investment, which is through the Bipartisan Infrastructure Law, will help create jobs in the area and make travel local travel safer.
“When we make smart investments in our roadways that hard-working West Virginians and small businesses rely on, we are building a better future for the state,” Manchin said.
In a separate release, Sen. Shelley Moore Capito said that the upgrade will “make a transformational difference” in traffic for those who commute to and from Morgantown.
The Chaplin Hill Gateway Project will help improve traffic, increase safety, and upgrade core transportation infrastructure in Monongalia County. For all those who live and work in the area, as well as those traveling through, this funding will make a transformational difference and I’m excited for this project to move forward,” Capito said in a release from her office.
A timeline for the project was not mentioned in the release.
Back in March, $2 million for the project was secured through the Congressionally Directed Spending process.