Chapter4:
HighwayElement
The metropolitan transportation plan includes assessment and recommendations for all modes of travel. The highway element is a very significant component of the plan for several reasons: most regional travel relies on the highway network; existing and future congestion primarily occurs on the highway network; and future funding is predominantly designated for highways. All modes are important, however, and all work together with the land use throughout the region to create and manage transportation demand. Consequently, the highway element of the plan considers the inter‐related transit, bicycle, pedestrian, and freight needs in the development and prioritization of recommendations. This chapter evaluates the current highway network and discusses average daily traffic, as well as current congestion “hot spots.” The chapter also analyzes future highway conditions and provides specific recommendations for the Fiscally Constrained Plan. In order for Kanawha and Putnam projects to receive federal funding, the projects must be listed on RIC’s Fiscally Constrained Plan. Finally, this chapter identifies additional unfunded projects needed to meet long‐
term transportation needs that were identified in the future deficiency identification process. For the purposes of this plan, the term “highway” encompasses all roads in the region. RegionalHighwaySystem
Interstates I‐64, I‐77, and I‐79, intersecting in Charleston, are the three major interstates in the region. They carry nearly 50.0% of Kanawha County traffic and approximately 35.0% of all Putnam County traffic and are critical in the movement of goods throughout the region (and the U.S.). US Routes The following US routes also play a prominent role in the region’s transportation infrastructure: Chapter 4: Highway Element Page | 51 •
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US 60, east of the Chelyan Bridge •
Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan US 60: US 60 is a key regional corridor, paralleling I‐64 through Putnam County and much of Kanawha County. From County Route 46 (Putnam County) to the Patrick Street Bridge (connecting Charleston and South Charleston), US 60 is referred to as MacCorkle Avenue. At Chelyan, in southeast Kanawha County, US 60 moves east (as Midland Trail), providing access to the Gauley River National Recreation Area and the New River Gorge National River. US 119 (Corridor G): US 119, part of the Appalachian Development Highway System, was completed in 1992 and runs from Kentucky to Pennsylvania. Corridor G provides key access to commercial centers (Trace Fork, Southridge, and Dudley Farms). US 35: US 35 is a north‐south highway, connecting the Charleston Metro Area with Ohio and northern Indiana. The highway is a four‐
lane facility from I‐64 to the Buffalo Bridge (near the Toyota engine and transmission plant). To complete the planned four‐lane facility, the segment from Buffalo to Beech Hill in Mason County needs to be widened/upgraded; however, this portion is currently unfunded. State and County Routes State and county roadways also play prominent roles in moving people and goods throughout the region. The following state and county routes, most of which contain segments with over 7,500 vehicles per day, play a prominent role in the region’s transportation network. •
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Page | 52 WV 25 (1st Avenue/Fairlawn Avenue/Dunbar Avenue/7th Avenue) WV 34 (Teays Valley Road/Midland Trail) WV 61 (MacCorkle Avenue) WV 62 (Cross Lanes Drive/Washington Street West) WV 94 (Lens Creek Road) WV 601 (Jefferson Road) WV 622 (Goff Mountain Road/Big Tyler Road/Rocky Fork Road) WV 817 (Winfield Road) CR 19 (Hurricane Creek Road) CR 21 (Sissonville Drive) CR 29 (Rocky Step Road) CR 33 (Teays Valley Road) Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan CurrentConditions
Average Annual Daily Traffic Average Annual Daily Traffic (AADT) describes the level of vehicle traffic on a given roadway. Using 2010 WVDOT traffic volume data, the following discussion provides an overview of daily traffic volumes in the Kanawha‐Putnam region. The discussion addresses three key roadway types: interstates, US routes and WV/county routes. Interstates: As expected, the interstates, particularly in the immediate vicinity of Charleston, account for some of the region’s highest traffic volumes. Average daily traffic volumes on I‐64 range from 32,500 vehicles per day (near Hurricane), to over 100,000 on the Eugene A. Carter Memorial Bridge in Charleston, which has the highest daily traffic volume in the state. Average daily traffic on I‐77 is consistently above 20,000 vehicles per day, with the highest volumes occurring east of the I‐77 and I‐64 merge. Recorded traffic volumes on I‐79 tend to be lower, ranging from 16,000 (between Exit 9 and Exit 19) to 25,500 (between I‐
77 and Exit 1). Average daily traffic
volumes on I-64 range
from 32,500 vehicles
per day (near
Hurricane), to over
100,000 on the
Eugene A. Carter
Memorial Bridge in
Charleston, which has
the highest daily
traffic volume in the
state.
The Eugene A. Carter Bridge between South Charleston and Charleston US Routes: average daily traffic has increased considerably on select US Routes since the last MTP update was published in 2009. In particular, US 119, just south of Jefferson Road (WV 601), recorded approximately 46,200 vehicles per day in 2010. Average daily traffic volumes on US 60 ranged from 3,000 (0.1 miles west of WV 25) to 27,593 at Chestnut Street in Spring Hill (South Charleston). Meanwhile, the recently‐
Chapter 4: Highway Element Page | 53 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan upgraded portion of US 35 typically serves between 10,500 and 18,800 vehicles per day, depending on the roadway segment. West Virginia Routes and County Routes: Jefferson Road (WV 601), known for its congestion, recorded over 20,000 vehicles per day in 2010. The east and west gateways to Kanawha City (WV 61/MacCorkle Avenue), in close proximity to various segments of I‐64, had over 20,000 vehicles per day in 2010. Jefferson Road (WV 601) Meanwhile, traffic volumes on WV 34 in Teays Valley often exceed 20,000, with a high of 29,900 near the I‐64 interchange. CR 19 (Hurricane Creek Road) serves as many as 20,900 vehicles per day; the highest volumes are located just north of WV 34. Vehicle Miles Traveled The HPMS provides estimates of daily vehicle miles traveled (DVMT) by county and roadway type. DVMT is not only useful in evaluating travel trends but can also help measure emissions and project future roadway usage and conditions. On a typical day, there are 6.5 million VMT in Kanawha County and 1.7 million VMT in Putnam County. Interstates account for nearly one‐half (48.0%) of VMT in Kanawha County, but only 34.0% in Putnam County. Conversely, West Virginia routes account for approximately 15.0% of VMT in Kanawha County and 35.0% in Putnam County. With 1998 used as a base year, the study team compared VMT trends to county population and employment growth (Figure 16, Figure 17). Population and employment both declined by approximately 5.0% in Kanawha County, but increased by approximately 10.0% and 13.0%, respectively, in Putnam County over the same period. Meanwhile, VMT increased in both counties before eventually declining. The reductions were likely responses to deteriorating economic conditions and rising fuel costs. Page | 54 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 16: VMT, POPULATION, AND EMPLOYMENT IN KANAWHA COUNTY, RELATIVE TO 1998 (1998 – 2011) Kanawha County
1.15
VMT Relative to 1998
1.10
1.05
1.00
0.95
0.90
VMT
Population
Employment
Year
FIGURE 17: VMT, POPULATION, AND EMPLOYMENT IN PUTNAM COUNTY, RELATIVE TO 1998 (1998 – 2011) Putnam County
1.30
VMT Relative to 1998
1.25
1.20
1.15
1.10
1.05
1.00
0.95
0.90
VMT
Population
Employment
Year
Level of Service Level of Service (LOS), comparing a roadway’s traffic volume to its capacity (based on functional classification and the number of lanes), can help identify congested roadway segments. The various LOS classifications are described below. LOS A: Excellent Conditions with light traffic and free flow speeds. Motorist are unaffected by traffic. LOS B: Good conditions with light to moderate traffic, but mostly free flow speeds. LOS C: Fair conditions with moderate to heavy traffic and a decline in free flow speeds. LOS D: Poor conditions with heavy traffic at or near roadway capacity. Speeds severely reduced. LOS E: Bad conditions with heavy traffic above roadway capacity. Speeds severely reduced. LOS F: Extremely bad conditions with heavy traffic above roadway capacity. Congestion limits speeds to “stop‐&‐go” conditions. Chapter 4: Highway Element Page | 55 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan The study team analyzed LOS for Kanawha and Putnam in order to determine which segments exhibit the greatest capacity deficiencies. The majority (96.4%) of the region’s roadways operate at “good” or “excellent” levels of service. Meanwhile, approximately 1.9% (42 miles) of the region’s roadways can be considered “deficient” (LOS E or F) from a capacity perspective. Table 10 shows the number of miles per LOS category. TABLE 10: REGIONAL LOS D ISTRIBUTION (2013) LOS Miles Percent of Roads A B 373.6 1,722.1 17.2% 79.3% C 26.5 1.2% D 8.8 0.4% E 11.6 0.5% F 30.3 1.4% Total 2,172.9 100.0% Note: total roadway mileage does not necessarily reflect WVDOT's roadway network *The data, produced in 2010, does not reflect the I‐64 Bridge improvements between South Charleston and Dunbar. It is likely that traffic conditions have improved since the I‐64 bridge replacement. Several Kanawha County roadway segments stand out as having exceptionally deficient levels of service (E or F). Facilities with E or F levels of service include, but are not limited to: 
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WV 622, from I‐64 to Rocky Fork Road (Cross Lanes); *I‐64 through Dunbar, South Charleston, and Charleston; WV 601, from US 60 to US 119 (South Charleston); and US 119; capacity deficiencies are most prevalent south of I‐64 and near the commercial centers of Corridor G. Currently, capacity deficiencies are evident at the following locations in Putnam County: *The 2010 data may not entirely reflect the I‐64 improvements between Teays Valley and the Crooked Creek interchanges. 
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*I‐64, from the WV 34 interchange (Exit 39) to the Nitro interchange (Exit 45); and WV 34, from Hurricane to Harmon’s Branch Road (just north of the intersection of WV 34 and US 35). Although congestion is perhaps less severe in Putnam County than in Kanawha County, Putnam County’s anticipated population and employment growth will likely put additional strains on the county’s highway network. The 2040 network is discussed in later sections. Page | 56 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Travel Times The Travel Time Index (TTI), measuring the ratio of travel time in the peak period to the travel time under off‐peak conditions, is another useful tool to measure traffic congestion. For example, a corridor with a TTI = 1.5 indicates that travel time during “rush hour” is 1.5 times longer than under off‐peak travel conditions. This study utilized proprietary 2010 GPS data to identify those roadway segments with the highest TTI ratios. The TTI analysis complements the LOS analysis by measuring “real travel times,” potentially identifying operational impediments such as poor signal timing or access management issues. Together, LOS and TTI provide a multi‐faceted approach to identifying congestion. TTI ratios appear to be highest at the approaches to traffic signals, and in some cases, correspond closely with those locations with poor LOS. For example, some of Kanawha County’s highest TTI ratios are found on WV 622 (Big Tyler Road), just north of the intersection with WV 62. Here, travel time can be as much as 2.5 times longer during the peak period. Similarly, peak‐period travel times are substantially higher than off‐peak travel times on WV 601 (Jefferson Road), US 60 (MacCorkle Avenue), and US 119 in Charleston. As shown in Figure 18, high TTI ratios are apparent throughout Kanawha County: St. Albans exhibits high TTI, as do stretches of WV 61 (MacCorkle Avenue) in Kanawha City. Travel times on I‐64, from Dunbar to Leon Sullivan Way (Exit 100), also tend to take 25.0‐50.0% longer during “rush hour” conditions. Once again, the TTI data (2010) does not reflect the I‐64 bridge improvements between South Charleston and Dunbar. It is likely that peak‐period congestion has decreased along this stretch since the development of the TTI data. Morning traffic on WV 622 (Big Tyler Road/Goff Mountain Road) in Cross Lanes Chapter 4: Highway Element Page | 57 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 18: K ANAWHA COUNTY PEAK‐PERIOD DELAYS – TRAVEL TIME INDEX GPS DATA (2010) Page | 58 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan In Putnam County, high TTI locations are clustered at key intersections and interstate interchanges (Figure 19). Travel times are typically 25.0% longer than off‐peak travel times on County Route 19 (Hurricane Creek Road), just south of the I‐64 interchange. Meanwhile, peak‐period delays also occur on WV 34 (Teays Valley Road), both on the north and south sides of I‐64. Intermittent delays are also evident on WV 25/62 between Nitro and Poca, particularly near the Nitro/I‐64 interchange and at the intersection of WV 25 and WV 62. With respect to the latter, a traffic signal was warranted and recently installed to help increase safety and regulate traffic. WV 34 (Teays Valley Road), at the approach to the I‐64 interchange, is another location that often has peak‐period delays. Chapter 4: Highway Element Page | 59 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 19: P UTNAM COUNTY PEAK‐P ERIOD DELAYS – TRAVEL TIME INDEX GPS DATA (2010) Page | 60 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Traffic delays in the Kanawha‐Putnam region are similar to those found in comparably sized metropolitan areas. The region’s TTI ratios (1.09 for Kanawha County and 1.10 for Putnam County) are marginally higher than the average (1.08) for metropolitan areas with fewer than 500,000 people, but significantly lower than the averages seen in larger metropolitan areas (Figure 20). FIGURE 20: A VERAGE T RAVEL T IME INDICES (TTI) FOR METROPOLITAN AREAS Source: Urban Mobility Report, Texas Transportation Institute, September 2011 IntelligentTransportationSystems
Intelligent Transportation Systems (ITS) are advanced technology applications designed to help travelers make more efficient and safer use of transportation networks. The WVDOT, working with federal, state, and local agencies, has recently introduced several key ITS initiatives that will help manage roadway demand and increase roadway safety in the Kanawha‐Putnam region. 
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West Virginia DOT recently launched a statewide 511 system that helps better prepare travelers for adverse traffic and road conditions by providing up‐to‐date telephone and web information on traffic accidents and inclement weather. The ITS department (within WVDOT) is managing the replacement of traffic signals within the CBD. The replacement installs “smarter” traffic signals that can adapt to changes in demand and current conditions. The WVDOT has initiated efforts to enhance coordination in the region with federal, state, MPO, and local partners. Conversations with ITS staff indicate the possibility of a future Joint Operations Chapter 4: Highway Element WV 511. Source: WVDOT Page | 61 
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Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Center (the Department of Homeland Security, the National Guard, and the National Weather Service) at the South Charleston Technology Park. WVDOT proposed to install two (2) cameras along the recently‐
upgraded portion of US 35. These cameras will help monitor congestion and safety on the highly used freight corridor in Putnam. The ITS Department will introduce three (3) mobile systems that evaluate weather, pavement temperatures, salinity and other weather‐related features. The mobile trucks capture readings every 10 feet and can share the data with the 511 alert system. The mobile systems will likely be based at the Oakwood Road, Cross Lanes, and Scott Depot interchanges. There are proposals to install adaptive traffic signals at select locations in the region. There is a potential contract to evaluate utilization of rest areas by long‐distance truck drivers and have the ability to notify them of parking availability. FocusAreas
Metro Mobility 2040 also included an in‐depth “deficiency analysis,” evaluating the potential for cost‐effective solutions at various focus areas in the region. The study team selected five focus areas based on current peak‐period delays, poor levels of service (current conditions and future forecasts), crash data, stakeholder feedback and public input. As the analyses progressed, it became evident that the intersection of WV 622 and WV 62 in Cross Lanes demanded the most attention. As a result, the Cross Lanes findings are more in‐depth and the recommendations are more extensive. The five locations and the study findings are summarized below. Intersection of WV 622 (Big Tyler Road) and WV 62 (Cross Lanes Drive), Cross Lanes Stakeholders identified significant peak‐period delays at the intersection of WV 622 and WV 62 in Cross Lanes. The TTI data, measuring travel time ratios, confirmed these assumptions, showing substantial southbound (AM commute) and northbound (PM commute) delays on the WV 622 approaches to the intersection. The in‐depth study, detailed in Appendix A, considered the following alternatives: Page | 62 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan 1. Apply optimization to signal cycle length, splits and offsets. 2. Apply signal improvements from Alternative 1 and coordinate WV 622 & WV 62 intersection with other signalized intersections near I‐
64. 3. Apply signal improvements from Alternative 1 and extend the turn lane lengths to 500 feet for all intersection approaches at the WV 622 & WV 62 signal. 4. Convert the northbound/southbound right‐turn‐only lane at WV 622 & WV 62 to a shared through right‐turn lane and add a receiving lane on the far side of intersection for vehicles to merge (includes Alternative 3). 5. Build upon Alternative 4 improvements; extend all turn lanes; construct a far side receiving lane; and apply optimization to signal cycle length, splits, and offsets. This alternative forbids southbound left‐turning movements and converts the southbound lanes to two through lanes and one 500 foot right‐turn only lane. Of the alternatives discussed, Alternative 4 appears to be the most cost‐
effective solution for mitigating traffic congestion at the approaches to the intersection (Figure 21). F IGURE 21: C ROSS LANES, S HORT TERM R ECOMMENDATIONS: ALTERNATIVE 4 Chapter 4: Highway Element Page | 63 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Although Alternative 4 offers a short‐term solution, the study team’s analysis determined that the recommendation will not resolve all long‐
term congestion at this intersection and along WV 622 in Cross Lanes. Additional long‐term solutions could include the Institute Connector and/or the Northern Connector. 
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The Institute Connector, originally proposed in a 1981 study and then again as part of RIC’s 1999 Cross Lanes Subarea Transportation Plan Update, represents a new two‐lane facility (with a proposed speed of 50 miles‐per‐hour), extending from the I‐
64 Institute interchange (in the south) to WV 622 at the Rocky Fork intersection (in the north). The Northern Connector, also proposed in the 1999 Cross Lanes study, would consist of a new four‐lane facility with a 65 mile‐per‐
hour speed limit. If implemented, the new east/west highway would extend from a new I‐64 interchange (approximately one mile east of the current Nitro interchange) to the Eden’s Fork interchange on I‐77. While these proposed facilities require additional study to determine their feasibility and potential cost‐effectiveness, they were included in the prioritization exercise for the MTP based on the planning‐level information developed in the Cross Lanes focus‐area study for this plan. These two projects were not selected for the fiscally‐constrained project list, but they are listed for further study in Chapter 11 (Implementation) to ensure that a long‐term solution for Cross‐Lanes area congestion remains a focus of regional planning efforts. WV 62 (Goff Mountain Road) and WV 25 (1st Avenue/Fairlawn Avenue), Nitro The TTI data identified peak‐period delays on WV 62 at the downhill approach to the intersection of WV 25. In addition, conversations with regional freight providers indicated potential safety issues associated with the intersection’s signal timing. Subsequent site visits and analyses show minimal delays, good level of service and confirm that the signal appears to be functioning sufficiently. In addition, the statewide crash data (discussed later) does not suggest high accident rates at this location. As such, the study team does not recommend specific projects for this location. CR 21 (Sissonville Drive) and US 60 (Washington Street), Charleston TTI data showed peak‐period delays on CR 21 (Sissonville Drive) at the southbound approach to the intersection of Washington Street West. Further study suggested that the Washington Street bridge Page | 64 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan replacement, as well as soil erosion off of CR 21 (leading to a temporary closure of the right‐turn lane), likely contributed to the observed delays. The signal appears to be functioning properly and no further recommendations are proposed for this intersection. US 60 (MacCorkle Avenue) through Spring Hill, South Charleston The Spring Hill neighborhood of South Charleston is evolving, particularly with the growth of Thomas Memorial Hospital and the increased use of Jefferson Road to the east. Although US 60 through Spring Hill is currently performing at an acceptable level of service, projections indicate future capacity deficiencies. In addition, TTI data show peak‐period delays from Vine Street to Kenna Drive. According to conversations with business development officials at Thomas Memorial, the hospital has 1,200 employees, 200 patient registrations per day and 600 ambulance visits per month. In addition, the hospital recently developed a new medical pavilion to the west of the existing structure – diverting much of the hospital traffic to Vine Street (from Division Street). Installing a traffic signal at Vine Street and eliminating the dog‐
leg on Division Street (creating a true four‐way intersection with MacCorkle Avenue) could potentially help mitigate traffic delays in the area. Ultimately, the study team recommends a more in‐depth transportation and land use study to evaluate community objectives and assess the timing, phasing, and locations of traffic signals. WV 61 (MacCorkle Avenue) through Kanawha City, Charleston The stretch of WV 61 through Kanawha City performs at an acceptable level of service and, according to future projections, the trend will likely continue in the future. I‐64 provides the corridor with western and eastern access points, giving motorists flexibility depending on their preferred locations. However, operational challenges (possibly due to the frequency of traffic signals) appear to contribute to peak‐period delays along the corridor. Although a signalization study could help reduce delays and increase vehicle speeds on the corridor, local community groups have expressed a desire to cultivate a livable, walkable corridor. For example, the Kanawha City Community Association aims to make the corridor more pedestrian friendly by slowing down vehicle traffic. Given community goals, recommendations to increase traffic flow are not necessarily warranted at this time. The City of Charleston is also studying the area as part of Imagine Charleston, the city’s new comprehensive plan. Chapter 4: Highway Element Page | 65 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan MacCorkle Avenue through Kanawha City Members of the public also voiced support for a new ramp that would convey traffic from the 36th Street Bridge to I‐64/I‐77 eastbound (currently motorists traveling northbound on 36th street can only go westbound on I‐64/I‐77). At the time of the 36th Street Bridge’s construction (1975), officials did not feel as though traffic volumes warranted an eastbound ramp. In addition, motorists traveling eastbound have other alternatives, including Kanawha Boulevard, Kanawha Avenue, and MacCorkle Avenue. Conversations with WVDOT indicate several challenges exist associated with developing an eastbound ramp from the 36th Street Bridge: 
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Grade separation and physical constraints: the 36th Street Bridge is significantly higher than the interstate. As such, a new on‐ramp would need to cross over the Norfolk Southern railroad tracks (providing sufficient vertical clearance for trains) while safely conveying traffic onto the interstate at a comparable grade. Operational challenges: a new ramp would create a three‐way split on the bridge, forcing motorists to make a more complicated decision. The two existing lanes convey traffic to Washington Street East westbound and I‐64/I‐77 westbound. Given the existence of eastbound alternatives and the potential construction/operational challenges associated with constructing a new on‐ramp, the on‐ramp project is not recommended as part of Metro Mobility 2040. Page | 66 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FutureConditions
As discussed in Chapter 3, the travel demand model uses the current roadway network (including E+C projects) and the projected future population and employment to forecast traffic volumes. The analysis, comparing future volumes to roadway capacity, shows where relative congestion would exist in the year 2040 assuming that capacity remains unchanged. In other words, the analysis illustrates a no‐build scenario, depicting future traffic conditions with no development of any additional transportation improvement projects beyond those already committed. Overall, the travel
demand model
estimates a 35.0%
increase in traffic over
the next 30 years,
equivalent to
approximately three
million additional daily
vehicle miles traveled.
The model estimates the number of trips produced by, and attracted to, each of the region’s TAZs. The thematic map below shows which TAZs are expected to see increases or decreases in vehicular trips between now and 2040. While 63.0% of TAZs will likely see trip reductions, high‐
growth corridors, such as I‐64 and US 35 in Putnam County, and US 119 (Corridor G) in Kanawha County, will likely see trip increases over the next several decades. Overall, the model estimates a 35.0% increase in traffic volumes over the next 30 years, equivalent to approximately three million additional vehicle miles traveled. FIGURE 22: P ROJECTED INCREASES IN T RAFFIC (2010‐2040) Figure 23 and Figure 24 show the anticipated increases in VMT by county and roadway type. VMT is approximately 2.5 times higher in Kanawha County than in Putnam County. Chapter 4: Highway Element Page | 67 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 23: P ROJECTED INCREASES IN VMT BY ROADWAY T YPE (KANAWHA COUNTY) FIGURE 24: P ROJECTED INCREASES IN VMT BY ROADWAY T YPE (PUTNAM COUNTY) Finally, the travel demand model can help forecast traffic on specific roadways. Several Kanawha roadway segments are forecasted to have deficient levels of service (E or F) in 2040. Facilities with forecasted E or F levels of service (Figure 25) include, but are not limited to: 
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Page | 68 WV 817 (Winfield Road) in St. Albans; 3rd Street in St. Albans; WV 62 (Cross Lanes Drive), west of WV 622; WV 622 (Big Tyler Road) in Cross Lanes; WV 62 (Washington Street West) in Charleston; I‐64, from Nitro to Exit 100, in Charleston; Kanawha Turnpike in South Charleston at the approach to WV 601 (Jefferson Road); US 119 (Corridor G) – volumes are expected to exceed roadway capacity, particularly along the stretch from Oakwood Road to Cantley Drive; and US 60 (E. Dupont Avenue), from the Chelyan Bridge to Cedar Grove. Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 25 : P ROJECTED FUTURE CONGESTION Chapter 4: Highway Element Page | 69 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan MeetingFutureTransportationNeeds
The study team relied on several key sources when preparing a complete list of all projects needed to meet future transportation needs. Some of the sources included: 
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The Metro Mobility 2040 study team reviewed a complete list of projects with the Steering Committee. For the purposes of this
plan, “funded” refers to
those fiscally constrained
projects, but does not
definitively indicate that
the projects will be
constructed. Meanwhile,
“unfunded” refers to
those fiscally
unconstrained projects.
Project descriptions from the 2009 MTP; Various project and corridor studies; Public input on transportation deficiencies; and Analysis of existing and future transportation conditions. The study team reviewed the complete list with the Steering Committee, and several projects required refinements throughout the latter stages of plan development based on the Committee members’ input and further analysis. As described in Chapter 9, the WVDOT’s financial projections established a budget for the fiscally constrained plan. Online public input surveys (MetroQuest) helped solicit additional input on the mix of projects. At the same time, the study team conducted a prioritization process, described in the following section, to provide a data‐driven ranking of the projects. Together, the public input and data‐driven approaches served to distinguish the funded projects from the unfunded projects. For the purposes of this plan, “funded” refers to those fiscally constrained projects, but does not definitively indicate that the projects will be constructed. Meanwhile, “unfunded” refers to those fiscally unconstrained projects. At a joint meeting of the plan Steering Committee and the RIC Policy Board, these advisors reviewed and concurred with the lists of funded and unfunded projects. To avoid duplication, each funded or unfunded project is described in full at the end of this chapter. Prioritization
The Regional Intergovernmental Council, in collaboration with the West Virginia Department of Transportation, developed a prioritization process for scoring and evaluating potential transportation improvement projects within the MTP. The prioritization process takes an objective data‐driven approach, using quantitative and geographic metrics to develop comprehensive project scores. The KYOVA Interstate Planning Commission, the MPO for the adjacent Huntington region, and the WVDOT are pursuing similar approaches to prioritizing transportation investments. The quantitative measures use data for each project to quantify performance, such as reduction in delay and cost effectiveness. The Page | 70 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan geographic measures compare mapped characteristics, evaluating a project’s location in the context of community facilities and anticipated growth trends. The projects were individually scored against each prioritization measure (shown in Table 11). The project scores were then aggregated to calculate total objective scores for each project. Higher total scores indicate higher prioritization ranking. Together the prioritization measures apply to various plan elements (highways, transit, freight, bicycle, pedestrian, safety, and other) and address the plan’s six goals. The prioritization approach was developed in consultation with the Steering Committee and, in particular, the final weights used for the measures were determined by this group. As described in the preceding section, this prioritization process helped determine the selection of projects for the fiscally constrained plan. Appendix B provides a detailed methodology of the prioritization process used in Metro Mobility 2040. The prioritization process
takes an objective datadriven approach, using
quantitative and
geographic metrics to
develop comprehensive
project scores.
Chapter 4: Highway Element Page | 71 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan TABLE 11: P RIORITIZATION MEASURES AND THE PLAN GOALS Highways Measure Goals
Criteria Relationship to Goal Mobility & Accessibility
Peak period delays Project serves high TTI location (peak travel time/off peak travel time) (2010) Current Level of Service (LOS) deficiency Project serves location with LOS = E or F (2010) Reduction in delay Impact on regional hours of delay Safety & Security
Environment
Transit, Bicycle/Pedestrian, Safety and Security Measure Economic Vitality Criteria Relationship to Goal Land Use
Transit service improvement Overlaps with transit route(s) School access Improves access to school(s) Safety enhancements Addresses high‐accident location System Preservation
Freight Measure Criteria Relationship to Goal Current freight mobility Serves high percentage of trucks (2010) Future freight mobility Serves high percentage of trucks (2040) Regional freight shippers/receivers Improves mobility to key shipping/ receiving centers Environmental Measure
Criteria
Relationship to Goal
Environmental resources (Wetlands,
floodplains, parks, historic places)
Potential impact on environmental resources
Access to social services
Improves access to providers of social services
Other Measures Measure
Criteria
Statewide prioritization
Supports statewide goals
Costs effectiveness
Reduction in Delay per $1,000
Anticipated population growth
Serves high growth area(s)
Anticipated employment growth
Serves high growth area(s)
Commuting/Economic Development
Serves work locations (based on Census LED jobs per
square mile)
Page | 72 Relationship to Goal
Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Recommendations:TheFiscallyConstrainedPlan
The following pages provide descriptions of the Metro Mobility 2040 fiscally constrained (funded) projects – those projects that are reasonably expected to receive funding by 2040. The project list draws upon prior studies, stakeholder input, public feedback, deficiency analyses, and professional judgment. The projects are consistent with the goals of Metro Mobility 2040 and address future transportation deficiencies. These are planning‐level cost estimates and do not necessarily reflect unforeseen challenges associated with environmental features. Appendix D, developed by WVDOT and the study team, provides a preliminary analysis of project‐specific environmental constraints. The Metro Mobility 2040 fiscally constrained projects not only bring relief to congestion; they may also benefit other transportation modes and issues that comprise the non‐highway elements of the plan, including: 
Bicycle/pedestrian; 
Transit; 
Freight; and 
Safety. Maps and images accompany the following descriptions. The project IDs are segmented by county and generally proceed from west to east. The projects are not organized by prioritization rank and all project costs are in 2013 dollars. Table 12 lists the projects, while Figure 26 and Figure 27 map the project locations by county. A view of the I‐64/US 119 connector, the Eugene A. Carter Memorial Bridge (Fort Hill Bridge), and MacCorkle Avenue. Chapter 4: Highway Element Page | 73 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan TABLE 12: FISCALLY CONSTRAINED PROJECT RECOMMENDATIONS 2013 Cost (millions) ID Facility Description KC‐1 3rd Street Widen and upgrade the 3 Street underpass in St. Albans $9.6M KC‐2 WV 622 (Big Tyler Road) Improve intersection of WV 622 (Big Tyler Road) and WV 62 (Cross Lanes Drive): Enhance signal timing; extend turn lanes; develop shared through‐right turn lanes $4.7M KC‐3 WV 62 (Washington Street West) On WV 62 (Washington Street) southbound: Add left turn lane onto Woodrum Lane KC‐4 US 119 (Corridor G) From Cantley Drive to MacCorkle Avenue: Add third lane to US 119 northbound and improve operations KC‐5 US 119 (Corridor G) From Lawndale Lane to MacCorkle Avenue: Add lane northbound and southbound; add lane to I‐64 connector; install new Cantley Flyover; develop Lucado Road/Oakwood Road underpasses and; improve operations $34.7M KC‐6 US 119 (Corridor G) From WV 601 (Jefferson Road) to Emerald Road: Add third lane to US 119 northbound and improve operations $24.9M KC‐7 WV 94 (Lens Creek Road) From Six Mile Hollow Road to Interstate 64: Widen to 3‐lanes on steep grades to provide truck passing lanes $4.7M KC‐8A US 60 (Dupont Avenue) From Chelyan Bridge (Admiral TJ Lopez Bridge) to CR 81 (Kelly's Creek Road): Widen US 60 to 4‐lanes divided $31.3M KC‐8B US 60 (Dupont Avenue) From CR 81 (Kellys Creek Road) to the west side of WV 6 (Montgomery Bridge): Implement spot improvements (center turn lanes and right turns) along key segments of the corridor $14.4M PC‐1 New US 35 (new road) From Buffalo Bridge to the Mason County line: Construct 4‐lane, median divided highway $98.4M PC‐2 WV 817 (Winfield Road) From Winfield Bridge to Winfield High School: Widen to 3‐lanes (center‐turn lane) PC‐3 I‐64 From Cow Creek Road to WV 34: Widen I‐64 to 6 lanes PC‐4 Hurricane area improvements Construct right turn stacking lanes in front of Hurricane Middle and High Schools; develop a right‐in/right‐out connector road between Hurricane Creek Rd (CR 19) and Washington Avenue in Hurricane via Davis Court PC‐5 Teays Valley area improvements Construct right‐turn lane at I‐64 eastbound on‐ramp from WV 34 northbound; construct right turn stacking lane in front of West Teays Elementary on Teays Valley Road (WV 34); widen Mt. Vernon Road; widen Sleepy Hollow Drive $10.5M PC‐6 Scott Depot area improvements Widen Teays Valley Rd. (CR 33) to 3 lanes between WV 34 and US 35 in areas where two lanes currently exist; construct left turn lanes eastbound onto Rocky Step Road and Bills Creek Road; add a signal and left turn lanes in both directions on CR 33 at Scott Lane; realign Friendship Ln. to create an intersection with Rolling Meadows Rd.; construct an exclusive southbound right‐turn lane onto WV 817 at its intersection with Teays Valley Rd. $3.7M PC‐7 WV 25 (1st Avenue) From I‐64 to WV 62: Widen to 3‐lanes with a two‐way left‐turn lane, and use access management to increase mobility and safety $2.1M PC‐8A WV 62 (Charleston Road) From WV 25 (1st Avenue) to Dairy Road: Widen to 3 lanes with a two‐way left‐turn lane, and use access management to increase mobility and safety $1.6M PC‐8B WV 62 (Main Street) From Poca limits (south) to Heizer Creek Road: Widen to 3 lanes with a two‐way left‐turn lane, and use access management to increase mobility and safety (another alternative proposes to add turn lane at school and grocery store) $1.6M Page | 74 rd $.6M $5.6M $5.7M $29.6M Chapter 4: Highway Element $1.0M Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 26: K ANAWHA COUNTY FISCALLY CONSTRAINED RECOMMENDATIONS Chapter 4: Highway Element Page | 75 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 27: P UTNAM COUNTY FISCALLY C ONSTRAINED RECOMMENDATIONS Page | 76 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan KC‐1: 3rd Street Underpass rd
Existing Facility: Minor Arterial – 2 lanes, undivided The current 3 street underpass provides limited horizontal and vertical clearance. What plan elements does the project benefit?
Average Daily Traffic: 2010: 16,800 2040: 16,130 (4.0% reduction)
Description: This project will widen and upgrade the 3rd Street Underpass in St. Albans. Purpose and Need: In 2011‐2012, the RIC conducted the St. Albans Railroad Crossing Study, evaluating existing deficiencies at thirty‐nine (39) intersections, seven (7) at‐grade rail crossings, and six (6) grade‐separated rail crossings. Following an analysis of highway and rail traffic, travel times, and crash data, the study team proposed several potential alternatives. The study’s preferred alternative proposes to eliminate horizontal and vertical clearance restrictions at the existing 3rd Street underpass. Specifically, the proposed project includes the following improvements (among others): 
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Lower the profile grade to provide a 14’‐6” vertical clearance and widen the underpass to provide room for three‐ 11’ lanes, four foot shoulders, and a five foot sidewalk. Reconstruct the walls of the existing CSX Bridge, 3rd Avenue Bridge, and 4th Avenue Bridge. Construct a connector (West of 3rd Street) between the alley and 4th Avenue. Construct a connector (East of 3rd Street) between the alley and 4th Avenue. Identify drainage constraints associated with the lower underpass. It is anticipated that drainage may need to be pumped from the underpass to the existing city storm water or storm sewer system. When implemented, the proposed improvements should enhance 3rd Street’s position as a primary access point to the St. Albans business district and the Dick Henderson Bridge. In addition, the project should reduce vehicle traffic at the at‐grade crossings, providing for safer and smoother traffic flow. Chapter 4: Highway Element Page | 77 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Project Cost: $9.6 million Additional Notes: The St. Albans Railroad Crossing Study recommends that additional study is warranted during the design study phase to determine the most cost effective and feasible method of providing the necessary drainage outlet. For additional information, the study can be found here: http://www.wvregion3.org/RIC/media/Home/Documents/Studies/StAlbans‐railroad_Final‐Report.pdf Page | 78 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan KC‐2: WV 622 and WV 62 (Big Tyler Road and Cross Lanes Drive) Morning traffic on WV 622 southbound in Cross Lanes. Queuing extends from the WV 622/WV 62 intersection past the McDonald’s (shown in the distance). Existing Facility: Minor Arterial – 3 lanes, undivided
What plan elements does the project benefit?
Average Daily Traffic: 2010: 18,240 2040: 20,240 (11.0% increase) Description: This project improves the intersection of WV 622 and WV 62 in Cross Lanes. Purpose and Need: This project addresses congestion at the intersection and approaches of WV 622 and WV 62. According to TTI data, which compares peak‐period travel times to those in the off peak, WV 622 (Big Tyler Road), just north of the intersection with WV 62, accounts for some of Kanawha County’s worst congestion. Here, travel times can be as much as 2.5 times longer during the peak period. In addition, the WV 622 approaches to the intersection also exhibit a LOS equivalent to E or F, showing that volume exceeds the capacity of the roadway. Stakeholders and the public support the data, indicating that it is common for morning southbound traffic to extend from the intersection all the way to Andrew Jackson Middle School. The study team tested various design alternatives before eventually proposing an alternative that was both cost‐effective and beneficial, consisting of the following improvements. 
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Optimize signal cycle length, splits, and offsets. Extend turn lane lengths to 500 feet for all intersection approaches to the WV 622/WV 62 signal. Convert the northbound/southbound right‐turn only lanes to shared through/right‐turn lanes and add receiving lanes on the opposite sides of the intersection to allow vehicles to merge after the intersection. Given that these types of shared through/right‐turn lanes (with receiving lanes) are relatively new to the region, the proposed intersection may require a transition period before it can function at optimum efficiency. Chapter 4: Highway Element Page | 79 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Project Cost: $4.7 million Additional Notes: The proposed Cross Lanes intersection improvements ranked 3rd in both the prioritization analysis and the online public survey. For more information on the analysis used to develop these recommendations, please see Appendix A. Page | 80 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan KC‐3: WV 62 (Washington Street West) Minor delays on WV 62 southbound due to left‐turn movements. Existing Facility: Principal Arterial – 2 lanes, undivided What plan elements does the project benefit?
Average Daily Traffic: 2010: 9,940 2040: 12,120 (22.0% increase)
Description: This project will add a left‐turn lane from Washington Street West onto Woodrum Lane in West Charleston. Purpose and Need: The 2040 MTP, completed in 2009, recommended installing a continuous center‐turn lane on Washington Street West, from WV 25 (Dunbar Avenue) to WV 501 (Big Tyler Road). However, after additional analysis, the current conditions do not seem to appear to warrant such an extensive widening. Washington Street West operates efficiently and the WVDOT crash data only identified one accident from 2009 to 2011. As a result, KC‐3 now proposes to add a left‐turn lane on Washington Street West at the intersection of Woodrum Lane. The turn lane will remove turning vehicles from the southbound through travel lane, helping to reduce congestion and the potential for rear‐end collisions. Project Cost: $0.6 million Additional Notes: This project scored 18th in the prioritization process and 12th in the public input survey. Chapter 4: Highway Element Page | 81 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan KC‐4: US 119 (Corridor G) Improvements, Short‐term A view of the I‐64 Connector. What plan elements does the project benefit?
Existing Facility: Principal Arterial – 4 lanes, divided Average Daily Traffic: 2010: 29,860 2040: 32,550 (9.0% increase) Description: This project (KC‐4) will widen US 119 (Corridor G) northbound from Lucado Road to MacCorkle Avenue. Purpose and Need: Providing access to housing, institutions, and commercial development, US 119 has become one of the busiest roadways in the Kanawha‐Putnam region. KC‐4, along with KC‐5 and KC‐6 (discussed next), were developed as part of the 2009 Oakwood Road Traffic and Design Study as potential solutions to reduce traffic congestion and increase safety on Corridor G. KC‐4 was initially developed as a short‐term alternative and includes the following improvements. 
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Facilitate northbound traffic flow by adding additional left‐turn lanes to the I‐64 Connector and Cantley Drive (onto US 119 northbound). Add a third lane to US 119 northbound from Lucado Road to the US 119 spur and from the US 119 spur to MacCorkle Avenue (WV 61). Restrict US 119 northbound left turns onto Cantley Drive during the PM peak hour. Continue to permit left turns onto Oakwood Road and Hickory Road. Continue to monitor parking utilization at the Cantley Drive park & ride facility in order to determine if additional space is required. Project Cost: $5.6 million Additional notes: Short‐Term Alternative 6, Section B from Oakwood Road Study. Ranked 2nd in the project prioritization process and 5th on the public input survey (MetroQuest, Phase II). Page | 82 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan KC‐5: US 119 (Corridor G) Improvements, Long‐term Looking northbound on US 119.
What plan elements does the project benefit?
Existing Facility: Principal Arterial – 4 lanes, divided Average Daily Traffic: 2010: 36,160 2040: 44,840 (24.0% increase) Description: This project includes roadway widening and intersection improvements along US 119 (Corridor G). Purpose and Need: This project builds on the KC‐4 northbound improvements and proposes to add a third lane to US 119 southbound from I‐64 to Emerald Road. The project introduces the Cantley Flyover, a one‐lane grade‐
separated ramp that would convey southbound traffic from the I‐64 Connector over Cantley Drive before eventually tying into Corridor G just east of the current Hickory Road intersection. In addition, the project includes underpass interchanges at the Lucado and Oakwood Road intersections. The underpasses, developed in conjunction with frontage road improvements, would eliminate the signal at Oakwood Road and US 119 and help improve safety at one of the region’s most crash‐prone intersections. Approximately 60 crashes occurred at the intersection of Oakwood Road and US 119 between 2009 to 2011, most of which involved rear‐end or right‐angle collisions. The proposed project includes the following improvements. 
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Add a lane to I‐64 Connector southbound. Add Cantley Flyover to US 119 southbound – tie into US 119 east of Hickory Road. Add a lane to US 119 northbound from Emerald Road to Lucado Road (this improvement extends the widening that was proposed in Project KC‐4). Add a third lane to US 119 southbound from the Cantley Flyover to Emerald Road. Create an underpass interchange at Oakwood and Lucado intersections. Add and realign frontage roads at proposed underpasses. Access management and operational improvements. Chapter 4: Highway Element Page | 83 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Project Cost: $34.7 million Additional Notes: Long‐Term Alternative 2, Section B from Oakwood Road Study. Ranked 1st in the project prioritization process and 11th on the public input survey (MetroQuest, Phase II). KC‐5 Project Exhibits: Add lane to US 119 Connector southbound. Add Cantley Flyover to US 119 southbound. Add third lane to US 119 southbound from Cantley Flyover (shown above) to Emerald Road. Add third lane to US 119 northbound from Emerald Road to Lucado Road. Create underpass interchange at Oakwood and Lucado Road intersections and add/realign frontage roads. The proposed frontage road would connect Lucado Road to Oakwood Road on the southeastern side of US 119. Due to a significant grade differential between US 119 and the existing ground at the proposed connector (Lucado Underpass) location, no grade change to US 119 will be required. Page | 84 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan KC‐6: US 119 (Corridor G) Improvements, Jefferson Road to Emerald Road US 119, North of Lawndale Lane – Looking Southwest.
What plan elements does the project benefit?
Existing Facility: Principal Arterial – 4 lanes, divided Average Daily Traffic: 2010: 32,760 2040: 42,920 (31.0% increase) Project Description: This project includes widening and access management improvements on US 119 (Corridor G) from the Jefferson Road interchange to Emerald Road. Purpose and Need: By 2040, average daily traffic is expected to increase by approximately 10,000 vehicles along this roadway segment – an increase of approximately 31.0%. The proposed project includes the following improvements. 
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Add third lane to US 119 northbound/southbound (from Jefferson Road ramps to Emerald Road). Add/upgrade frontage roads on each side of US 119. o Northbound: add/upgrade frontage roads from Jefferson Road ramp to Emerald Road. Close access to US 119 from Eureka Road and Hodges Road. o Southbound: add/upgrade frontage roads from Emerald Road to Paula Road. Close access to US 119 from Angel Terrace and Paula Road. Add signal to Jefferson Road at US 119 off‐ramp. Prohibit left turns into and out of side roads at unsignalized intersections. Project Cost: $24.9 million Additional Notes: Long‐Term Alternative 2, Section C from Oakwood Road Study. Ranked 6th in the project prioritization process and 2nd on the public input survey (MetroQuest, Phase II). Chapter 4: Highway Element Page | 85 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan KC‐7: WV 94 (Lens Creek Road) New truck climbing lanes on WV 94 could help increase traffic flow and reduce the potential for collisions. Existing Facility: Principal Arterial – 4 lanes, divided What plan elements does the project benefit?
Average Daily Traffic: 2010: 8,490 2040: 12,140 (43.0% increase) Description: This project proposes will widen WV 94 to 3 lanes. Purpose and Need: This project includes a truck‐passing lane along a 5.4 mile section of Lens Creek Road, from I‐64 to Six Mile Hollow Road. Beginning at I‐64 at approximately 640 feet above sea level, Lens Creek Road climbs steadily before hitting an elevation of 840 feet at Six Mile Hollow Road. The proposed recommendation is to widen the corridor in various locations to provide for truck passing lanes, particularly on steep grades. The anticipated cost of these improvements, totaling $4.7 million, assumes that approximately 30.0% of the entire road will be widened to accommodate passing lanes and that the improved areas will require new asphalt pavement. Project Cost: $4.7 million Additional Notes: While the project scored low (21st) in the prioritization analysis and 15th in the public input survey, the proposed widening would likely benefit multiple travel modes (car, truck, and bus), potentially reducing delays and increasing safety along the corridor. KVRTA bus Route 2, serving Lens Creek Road, had the second highest passenger volumes on the KVRTA system, trailing only Route 1 in St. Albans/ West Charleston (KVRTA 2012). Page | 86 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan KC‐8A: US 60 (Dupont Avenue) US 60, east of the Chelyan Bridge.
What plan elements does the project benefit?
Existing Facility: Principal Arterial – 2 lanes, undivided Average Daily Traffic: 2010: 13,030 2040: 13,420 (3.0% increase) Description: Widen a 3.24 mile segment of US 60 from two lanes to four lanes divided between the Admiral TJ Lopez Bridge at Chelyan and Kelly’s Creek Road. Purpose and Need: This project is part of a larger strategy to upgrade US 60 in the upper Kanawha Valley. While it is unlikely that US 60 will see dramatic increases in traffic over the next 30 years, the proposed widening would improve access to communities in the upper Kanawha Valley (for private vehicles and KVRTA buses) and potentially generate economic development opportunities. Additionally, the upgrades would help improve safety and emergency response time along a corridor known for freight and recreational traffic. Because of a general lack of dedicated turning lanes and the high speeds of traffic, rear‐end collisions on the corridor are not uncommon. The proposed widening should reduce the frequency/severity of such crashes. Project Cost: $31.3 million Additional Notes: This project was introduced as part of the US 60 Upgrade Study (WVDOT 2008) and refined during the most recent MTP update. At that time, the study team developed cost estimates for the associated improvements. While the project scored relatively low in the prioritization analysis (ranking 16th), the proposed improvements serve a high volume transit corridor. In 2012, KVRTA Route 22 had the fourth highest passenger volumes in the system, trailing only the routes through St. Albans‐
West Charleston (Route 1), Kanawha City‐Cabin Creek (Route 2), and North Charleston‐Institute‐Nitro (Route 3). Chapter 4: Highway Element Page | 87 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan KC‐8B: US 60 (Dupont Avenue) US 60, looking southbound in London. Source: Google Maps..
What plan elements does the project benefit?
Existing Facility: Principal Arterial – 2 lanes, undivided Average Daily Traffic: 2010: 9,400 2040: 9,680 (3.0% increase)
Description: This project consists of strategic spot improvements along US 60 from Kelly’s Creek Road to the town of Montgomery, at the southeastern edge of the study area. Purpose and Need: This project draws upon the US 60 Upgrade Study (WVDOT 2008) analysis, making specific recommendations to improve traffic flow, enhance turning movem ents, and increase overall safety. With respect to the latter, WVDOT is addressing landslide issues occurring on US 60 near Hughes Creek and the town of Hugheston. Specifically, the project includes the following improvements: 
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Add center‐turn lane from Sycamore Road to Britt Hollow (approximately 1.2 miles). The improvements will help reduce the risk of rear‐end collisions while improving traffic flow. Add right‐turn lane west of RJ Recycling to improve traffic flow and turning movements. Add center‐turn lane west through London for approximately 1.0 mile in length, helping to reduce the risk of rear‐end collisions and improve traffic flow. Add right‐turn lane and upgrade traffic delineation at the Mammoth Coal facility (east of London) to improve traffic flow and turning movements. Project Cost: $14.4 million Additional Notes: The project scored in the lowest quartile in both the prioritization process and in the online public input survey (MetroQuest, Phase II). However, as is the case with KC‐8A, this segment of US 60 represents a primary transit route and is a major thoroughfare for recreational traffic destined for the Gauley National Recreation area and northern stretches of the New River. Page | 88 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan PC‐1: New US 35 The current transition from US 35 to WV 817. The Buffalo Bridge is in the distance. What plan elements does the project benefit?
Existing Facility: Principal Arterial – 4 lanes, divided Average Daily Traffic: 2010: 12,910 (along completed section) 2040: 19,880 (anticipated volume along completed section) (54.0% increase)
Description: Construct a four‐lane median‐divided facility from the Buffalo Bridge to the Mason County line in order to replace the existing two‐lane undivided facility. Purpose and Need: US 35 connects Putnam County to major metropolitan areas of Ohio (Dayton and Columbus) and is a regional freight corridor providing access to major industrial centers, such as the Toyota engine and transmission plant in Buffalo, WV. The proposed project seeks to extend US 35 upgrades to Mason County and is part of a greater effort to expand US 35 in Mason County and Ohio. The Metro Mobility 2040 regional growth forecasts estimate that population and employment will increase along the US 35 corridor over the next 30 years. The Putnam County Economic Development Authority affirms the data, suggesting that the corridor will attract substantial growth and development. As such, the study team estimates that average daily traffic could increase by approximately 54.0% between 2010 and 2040. Safety also remains a concern on US 35, particularly where the new four‐lane section ends, funneling traffic onto the old two‐lane road on a downhill slope followed by a sharp curve at the foot of the Buffalo Bridge. Several accidents have occurred at this location, with many of them involving tractor‐
trailers. The proposed project will allow motorists to bypass this turn, helping increase safety along a stretch that saw eight major crashes between 2010 and 2012. Project Cost: $98.4 million Additional Notes: This project ranked 7th in the prioritization exercise and 6th in the public input survey. Chapter 4: Highway Element Page | 89 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan PC‐2: WV 817 (Winfield Road) WV 817 (looking southbound) through the Town of Winfield.
What plan elements does the project benefit?
Existing Facility: Minor Arterial – 2 lanes, undivided Average Daily Traffic: 2010: 10,180 2040: 11,200 (10.0% increase)
Description: This project proposes to add a center‐turn lane and drainage on WV 817 from the Winfield Bridge to Winfield High School. Purpose and Need: In 1996, RIC conducted a study of WV 817 (formerly US 35), recommending roadway widening and sidewalk installation. Since this recommendation, WVDOT widened WV 817 from WV 34 to the Winfield Bridge (funding was unavailable for the segment east of the bridge). In 2011, the Town of Winfield obtained a federal grant to add sidewalks to this segment. Metro Mobility 2040 expands on these efforts, recommending the construction of a center‐turn lane to help reduce congestion and increase safety along the corridor. The Town of Winfield’s Comprehensive Plan explicitly mentions the project in the context of transportation: “Develop and adopt an overall transportation plan that addresses current and future traffic issues focusing on the widening of WV 817, traffic control measures, and provides alternate access through Winfield.” Project Cost: $5.7 million Additional Notes: This project ranked 17th in the prioritization process. It was not included in the public input survey since the recommendation was still under development. Page | 90 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan PC‐3: Interstate 64 (from Cow Creek Road to WV 34) The proposed project extends the interstate widening that has occurred from US 35 to WV 34 (seen above). What plan elements does the project benefit?
Existing Facility: Interstate – 4 lanes, divided Average Daily Traffic: 2010: 55,000 2040: 78,100 (42.0% increase)
Project Description: This project will widen I‐64 from 4 lanes to 6 lanes between Cow Creek Road and WV 34. Purpose and Need: This project, identified in the previous MTP, is part of a larger effort to improve traffic flow, enhance connectivity, and increase safety along I‐64. The proposed widening would extend the improvements made between US 35 and WV 34 and those that are currently underway between WV 34 and Nitro. This project, considered the next major phase, would widen the interstate from 4 lanes to 6 lanes between Cow Creek Road and WV 34 – a segment, which is expected to see an additional 23,100 annual vehicles (a 42.0% increase) by 2040. In addition, the project would help reduce local congestion in Teays Valley, one of the region’s fastest growing areas. Project Cost: $29.6 million Additional Notes: While the study team also considered the final phase of the I‐64 widening in Putnam County (from the Cabell County line in the west to Cow Creek Road), the prioritization exercise and the online public survey suggested that the western project remains a lower priority, ultimately leading the study team to designate the $141.1 million project as an unfunded “vision” project. Chapter 4: Highway Element Page | 91 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan PC‐4 (Hurricane‐Area Improvements) This project proposes turn lanes at Hurricane Middle and Hurricane High Schools (above). What plan elements does the project benefit?
Existing Facility: Minor Arterial – 2 lanes, undivided Average Daily Traffic: 2010: 18,740 (Teays Valley Road – WV 34) 2040: 34,860 (Teays Valley Road – WV 34) (86.0% increase)
Description: Construct: (1) right turn stacking lanes in front of Hurricane Middle and High Schools; and (2) a right‐in/right‐out connector road between Hurricane Creek Rd (CR 19) and Washington Avenue in Hurricane via Davis Court. Purpose and Need: Average annual daily traffic (AADT) on Teays Valley Road is expected to increase significantly by 2040. Based on anticipated growth trends and refined land use projections, AADT could increase by approximately 16,000 vehicles (86.0%) by 2040. The recommendations for PC‐4, PC‐5, and PC‐6, developed during the Teays Valley Sub‐Area Transportation Study (RIC 2012), address a range of transportation and land use considerations. Specifically, the recommendations focus on school accessibility, neighborhood connectivity, roadway safety, and overall traffic flow. The Metro Mobility 2040 study team reviewed the analysis and grouped together several prominent recommendations based on locations throughout the sub‐area. The first group, PC‐4, is the focus of this project sheet and contains recommendations for the Hurricane area. The remaining project groups, PC‐5 and PC‐6, (discussed on the following pages) address Teays Valley and Scott Depot, respectively. PC‐4 includes the following improvements in the Hurricane area. 
Develop a right stacking turn lane into Hurricane Middle School to pull standing vehicles off Midland Trail (WV 34) during morning and evening peak‐travel times. The stacking lane should extend as far as possible along the school property to allow the maximum amount of vehicles egress from Midland Trail travel lanes ($0.2 million). Page | 92 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan  Develop a right stacking turn lane into Hurricane High School to pull standing vehicles off Teays Valley Road (WV 34) during morning and evening peak‐travel times. The stacking lane should extend as far as possible along the school property to allow the maximum amount of vehicles egress from the WV 34 travel lanes ($0.4 million).  Construct a right‐in/right‐out connector road between Hurricane Creek Road (CR 19) and Washington Avenue via Davis Court ($0.4 million). This improvement, requiring 650 feet of new roads, will improve neighborhood connectivity and help alleviate peak‐period congestion on Hurricane Creek Road. Project Cost: $1.0 million (includes all PC‐4 improvements) Additional Notes: This project ranked 13th in the prioritization exercise and 7th in the online public survey. Chapter 4: Highway Element Page | 93 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan PC‐5 (Teays Valley‐Area Improvements) This project proposes a dedicated right‐turn lane from WV 34 onto I‐64 eastbound. What plan elements does the project benefit?
Existing Facility: Minor Arterial – 2 lanes, undivided Average Daily Traffic: 2010: 7,440 (CR 33 – Teays Valley Road) 2040: 13,850 (CR 33 – Teays Valley Road) (86.0% increase)
Description: Construct: (1) right‐turn lane at I‐64 eastbound on‐ramp from WV 34 northbound; (2) right turn stacking lane in front of West Teays Elementary on Teays Valley Road (WV 34); (3) widen Mt. Vernon Road; and (4) widen Sleepy Hollow Drive. Purpose and Need: The proposed project includes the following improvements and addresses several key needs. 
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WV 34 at Teays Valley interchange: Add a dedicated right‐turn lane from WV 34 northbound onto I‐
64 eastbound that will alleviate congestion ($0.3 million). This improvement will help address congestion queuing in the commercial section of WV 34 near McDonalds and the TA Travel Center. Develop right stacking turn lane into West Teays Elementary School to pull standing vehicles off Teays Valley Road (WV 34) during morning and evening peak travel times. The stacking lane should extend as far as possible along the school property to allow the maximum amount of vehicles egress from the WV 34 travel lanes ($0.3 million). Upgrade and widen Mt. Vernon Road to a full two‐lane local collector classification. This assumes reconstruction with widening by 2' each side (to 24 feet) and new 4' shoulders ($4.7 million). Upgrade and widen Sleepy Hollow Drive to a full two‐lane local collector classification. This assumes reconstruction with widening by 4' each side (to 24 feet) and new 4' shoulders ($5.2 million). Project Cost: $10.5 million (cumulative for the PC‐5 projects) Additional Notes: This project ranked 4th in the prioritization analysis and 8th in the online public survey. Page | 94 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan PC‐6 (Scott Depot‐Area Improvements) Looking westbound on a two‐lane stretch of Teays Valley Road. This project proposes widening to three lanes. What plan elements does the project benefit?
Existing Facility: Minor Arterial – 2 lanes, undivided Average Daily Traffic: 2010: 4,710 (CR 33 – Teays Valley Road at Rocky Step Road) 2040: 7,540 (CR 33 – Teays Valley Road at Rocky Step Road) (60.0% increase)
Description: Construct roadway widening, turn lane, traffic signal and intersection realignment projects along Teays Valley Road (CR 33) in the Scott Depot area. Purpose and Need: The Metro Mobility 2040 demographic analysis projects future population and employment growth in Scott Depot. In addition, the area’s road network provides key connection points to I‐64 and WV 817. The specific improvements, highlighted below, seek to improve traffic flow and enhance the integration of land use and transportation in a growing area of Putnam County. 
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Widen Teays Valley Road (CR 33) to three lanes between WV 34 and US 35 in areas where two lanes currently exist (1.5 miles) with 14 feet‐wide lanes and four feet‐wide shoulders ($2.4 million). Construct left turn lanes eastbound onto Rocky Step Road and Bills Creek Road ($0.6 million). Add a traffic signal and left‐turn lanes in both directions on CR 33 at the Scott Lane intersection ($0.2 million). Realign Friendship Lane to create an intersection with Rolling Meadows Road ($0.1 million). In order to provide a proper connection, the roadway needs to be approximately 150 feet long and 40 feet wide with an average fill depth of 2 feet. Construct a southbound 500 feet‐long right‐turn lane onto Winfield Road (WV 817) at its intersection with Teays Valley Road (CR 33) ($0.3 million). Project Cost: $3.7 million (cumulative for the PC‐6 projects) Additional Notes: This project, containing several components, ranked 5th in the prioritization process and 13th in the online public survey. Chapter 4: Highway Element Page | 95 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan PC‐7: WV 25 (1st Avenue) st
Existing Facility: Minor Arterial – 2 lanes, undivided Looking northbound on WV 25 (1 Avenue) in Nitro .
What plan elements does the project benefit?
Average Daily Traffic: 2010: 14,320 2040: 15,030 (5.0% increase) Description: This project includes widening stretches of WV 25 from I‐64, in the south, to WV 62, in the north. Purpose and Need: This project proposes roadway widening and access management strategies to increase driver safety and reduce overall congestion along this 2.98 mile corridor. Currently, this roadway is two lanes with no control of access for the majority of the project corridor, with the exception of the multi‐lane section closest to the I‐64 ramp. The following specific improvements are recommended along the corridor, moving from south to north. •
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Leave one full median opening at the main business entrance to the Pilot truck stop adjacent to the Interstate 64 ramp. Construct a full left‐over at the northern entrance to the truck stop adjacent to the I‐64 ramp, allowing left turns from the westbound direction. Construct a full left‐over at Allison Road, allowing left turns onto Allison. Install a traffic signal at Woodland Drive. Widen and construct a non‐traversable planted median from Woodland Drive to Interstate 64 (approximately 0.70 miles). Widen and construct a two‐way left‐turn lane between southern limits of commercial businesses and Woodland Drive (approximately 0.15 miles). Page | 96 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan • Widen and construct a non‐traversable planted median between Cross Lanes Drive and southern limits of commercial businesses (approximately 0.15 miles). • Consolidate and delineate commercial and industrial business driveways along the corridor. Project Cost: $2.1 million Additional Notes: This project scored 11th in the prioritization process and 9th in the public input survey. The improvements listed above do not necessarily need to be implemented in one phase. Each section can be treated separately as funding sources become available.
Chapter 4: Highway Element Page | 97 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan PC‐8A: WV 62 (Charleston Road), from WV 25 to Dairy Road Looking southbound on WV 62 (south of Limeberger Creek Road).
Existing Facility: Minor Arterial – 2 lanes, undivided What plan elements does the project benefit?
Average Daily Traffic: 2010: 10,320 2040: 12,590 (22.0% increase) Description: The project involves selective roadway widening on WV 62 from WV 25 (1st Avenue) to Dairy Road. Purpose and Need: This project applies a mixture of roadway widening and access management strategies to increase driver safety and reduce overall congestion along the corridor. Currently, this roadway is two lanes with no control of access for the entire length of the project corridor. The following specific improvements are recommended along the corridor, moving from north to south: 
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Construct a two‐way left‐turn lane from Limeberger Creek Road to Cross Lanes Drive (approximately 0.20 miles) Install a full left‐over at the Wright Road intersection, allowing left turns onto Wright Road and U‐
turns from southbound approach Project Cost: $1.6 million Additional Notes: The project ranked 15th in the prioritization process and 16th in the public input survey. These improvements do not necessarily need to be implemented in one phase. Each specific improvement can be treated separately as conditions warrant and as funding sources become available.
Page | 98 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan PC‐8B: WV 62 (Main Street), through the Town of Poca Town of Poca. Looking southbound on WV 62.
Existing Facility: Minor Arterial – 2 lanes, undivided What plan elements does the project benefit?
Average Daily Traffic: 2010: 10,320 2040: 12,590 (22.0% increase) Description: This project provides selective roadway widening on WV 62 from the Town of Poca (south limits) to Heizer Creek Road, just north of the Pocatalico River. Purpose and Need: This project includes a mixture of roadway widening and access management strategies to increase driver safety and improve traffic flow through the Town of Poca. Currently, this roadway is two lanes with no control of access for the entire length of the project corridor. The following specific improvements are recommended along the corridor, moving from south to north: 
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Consolidate and delineate commercial and industrial business driveways along the corridor. Widen roadway and construct a continuous center‐turn lane from Heizer Creek Road to Poca southern city limits (approximately 0.85 miles). Project Cost: $1.6 million Additional Notes: Key stakeholders suggest that an extensive widening of WV 62 may not necessarily be needed at this time. As an alternative, a continuous center‐turn lane, constructed at Poca Middle School and the Poca Food Fair grocery store is perhaps a more suitable, cost‐effective option. Chapter 4: Highway Element Page | 99 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Unfunded“VisionPlan”Projects
The following proposed transportation improvement projects present unique challenges and constraints. In some cases, the projects warrant additional study. In other cases, the financial costs appear to exceed the potential benefits. The study team, in evaluating the prioritization results, public input, and cost of these three projects, ultimately chose to include these projects in the unfunded, or “vision” project list. The unfunded project list is a list of projects that are determined to be worthy of consideration for future construction but do not possess any currently identifiable funding source(s). Figure 28 below identifies the locations for all three “vision” projects. FIGURE 28: U NFUNDED “VISION” PROJECTS KC‐U1: Institute Connector The Institute Connector, discussed earlier in this chapter, is a potential long‐term solution to traffic congestion in the Cross Lanes area. The proposed project, connecting I‐64 at the Institute interchange to WV 622 at Rocky Fork Road, ranked 10th in the prioritization process and 17th in the online public input survey. In a 2002 Preliminary Engineering Study, WVDOT concluded that the project could potentially greatly impact creeks and natural streams in the area. As a result, future planning efforts will require a more detailed Environmental Assessment. Page | 100 Chapter 4: Highway Element Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Dow Chemical also indicated that the proposed improvements would likely cross several gas pipelines in the area, necessitating additional study prior to engineering and construction. Finally, the proposed alignment appears to come in close proximity to the new Donel Kinnard Memorial State Veterans Cemetery in Institute. Given the potential constraints and the relatively high costs ($87.4 million), the study team did not include the project as part of the fiscally constrained network. Chapter 11 (Implementation) includes future recommendations for this project. KC‐U2: Northern Connector The Northern Connector, also discussed earlier in this chapter, represents a strategy to alleviate current and future congestion in Cross Lanes and facilitate traffic between I‐64 and I‐77. The proposed project would extend from a new I‐64 interchange (approximately one mile east of the current Nitro interchange) to the Eden’s Fork interchange on I‐77. The project ranked 14th in the prioritization process and 20th in the online public input survey. With respect to the latter, several members of the public asserted that the project, estimated at $433.4 million (exceeding the entire project budget for this Plan Update), was too cost prohibitive given the current fiscal environment. The study team and Steering Committee agreed with the prevailing public sentiment and included the project as an unfunded “vision” project. PC‐U1: I‐64 Widening from Cabell County line to Cow Creek Road This project, building on other I‐64 improvements, includes widening I‐
64 from the Cabell County line to Cow Creek Road. The proposed project ranked 12th in the prioritization process and 21st (last) in the public input survey. These relatively low scores, coupled with the high costs ($141.4 million), led the study team to shift the project to the unfunded list of “vision” projects. Chapter 4: Highway Element Page | 101 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan This page is intentionally left blank. Page | 102 Chapter 4: Highway Element