Chapter2:
RegionalProfile
A long range plan begins with a thorough understanding of the region’s characteristics and trends. The population and employment dynamics determine existing and future transportation needs, such as freight movement, demand for public transit, and commuting patterns. Chapter 2 provides a regional profile, evaluating socio‐economic trends (population, housing, employment, and commuting) and discussing the importance of environmental justice in the planning process. HistoricalContext
Transportation accessibility has shaped human settlements in the Kanawha Valley since Cherokee and Shawnee peoples fished, hunted, and farmed the area at the confluence of what today we call the Kanawha and Elk Rivers. The rural outpost of Charleston was established there by European‐Americans in the late 1700s. Traffic picked up along the water’s shipping lanes with the growth of the salt industry in the early 19th century. Railroads overtook riverways as a driving force behind economic development through the 19th and early 20th centuries. In 1873, the Chesapeake and Ohio (C&O) Railway opened, connecting Richmond, Virginia to Huntington, WV through Charleston. The Ohio Central Railroad arrived in 1883, linking Charleston with Toledo, Ohio; later expansions extended the system, operated today by Norfolk Southern, from the coalfields of West Virginia to the Great Lakes. Chapter 2: Regional Profile Page | 23 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan A C&O train arriving at the Charleston Depot, circa 1914. Source: www.mywvhome.com As railroads gained popularity and shifted focus from the ships on the river, the urban areas began to construct roads to transport horse and buggies. Charleston gained notoriety in 1873 when Summers Street became the first brick‐paved road in the world. Mule‐drawn streetcars appeared on city streets in the 1890s, soon to be replaced by electric streetcars. PopulationTrends
Between 1880 and 1920, the population of Charleston ballooned from 4,192 to 39,608. The population of Kanawha County grew just as fast, increasing from 32,466 to 119,650. Growth of urban jobs, population, and traffic continued at a brisk pace throughout the Great Depression and World War II. Downtown Charleston, circa 1900. Source: www.mywvhome.com In 1956, the National Interstate and Defense Highways Act brought to the area increased mobility and a newfound emphasis on the automobile. Post‐war road building began in 1954 with the completion of the West Virginia Turnpike between Princeton and Charleston. Page | 24 Chapter 2: Regional Profile Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Eventually, three major interstate systems — I‐64, I‐77, and I‐79 — would converge in the heart of Charleston and provide access to the Midwest, Northeast, and South. Today, the Kanawha Valley is within a day's drive of 60.0% of the U.S. population. Post‐World War II regional growth patterns underwent an inverse shift from the previous era of urban‐centric living to suburban‐oriented development. After more than a hundred years of continuous growth, culminating in a 1960 population of more than 250,000, Kanawha County entered a 50‐year era of population decline. Dramatic drops occurred in the 1960s and again in the 1980s, when the County’s population shrank by more than 2,300 people per year. After 1990, the rate of decline slowed considerably; the average annual loss between 2000 and 2010 was about 700 people. Almost half of this population drain was from the central city of Charleston, which declined by 11.0% (a reduction of 5,887). While Kanawha County experienced dramatic ebbs and flows, Putnam County continued to grow. The only county in West Virginia to have grown continuously for the past 50 years, Putnam increased 135.0% from 27,625 people in 1960 to 55,486 in 2010 – an average of 640 additional people every year. In other words, Putnam has added, on average, two new residents every single day for the past half century, while Kanawha lost four people every day between 1960 and 1990, after which the rate dropped to a loss of about two per day. FIGURE 6: P OPULATION T RENDS: 1850 ‐ 2010 Source: U.S. Census Chapter 2: Regional Profile Page | 25 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Despite a declining population, Downtown Charleston still has some of the highest population densities in the region. The region’s long‐term pattern of suburban migration is perhaps most strikingly evident in the unincorporated area of Teays Valley. Situated on I‐64 halfway along the 50‐mile stretch between Charleston and Huntington, Teays Valley is the emerging central “city” of Putnam County. Like Charleston (population 51,400), which houses 27.0% of Kanawha County’s residents, Teays Valley (population 13,175) is home to a quarter of Putnam’s population. Seven square miles in land area, Teays Valley is about one fifth the physical size of the capitol city, and its population is 74.0% smaller, but is more densely populated overall than Charleston (Teays Valley has 1,805 people / square mile while Charleston has 1,558 people/ square mile). Over the past ten years, Teays Valley grew by 4.0% (adding 471 residents), while Charleston declined by the same percentage (losing 2,021 residents). Population densities are also high along prominent transportation corridors such as I‐64, US 119 (Corridor G), and US 35. As shown in Figure 7, Kanawha County’s population outside of Charleston is concentrated in nearby towns and areas such as Nitro, Cross Lanes, St. Albans, Dunbar, and South Charleston. Putnam County’s development is clustered along I‐64, through Teays Valley from Hurricane to Scott Depot, and along the Kanawha River from Poca to Buffalo. Page | 26 Chapter 2: Regional Profile Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 7: P OPULATION DENSITIES (2010) Chapter 2: Regional Profile Page | 27 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan HousingandHouseholdCharacteristics
According to the 2010 U.S. Census, there are approximately 106,182 housing units within the study area. Similar to the region’s population distribution, a majority (84,201) of the housing units are in Kanawha County, with Putnam County having an estimated 21,981 housing units. The average household size was 2.31 persons; the average median household income w as $46,206; and approximately 71.5% of households are owner‐occupied while 28.5% were renter‐occupied. Putnam County had the highest average household size, median household income, and percentage of owner occupied housing. However, Putnam County only has one quarter of the number of households as Kanawha County. Table 5 summarizes the household characteristics for the counties and the region. TABLE 5: H OUSEHOLD CHARACTERISTICS (2010) County Number of Households Average Household Size Median Household Income Percent Owner Occupied Percent Renter Occupied Kanawha 84,201 2.26 $44,265 68.6% 31.4% Putnam 21,981 2.51 $53,640 82.7% 17.3% Region 106,182 2.31 $46,206 71.5% 28.5% Sources: 2010 U.S. Census and American Community Survey (2011, 5‐year Estimates) Employment
According to the Bureau of Labor Statistics (BLS), Kanawha County accounts for 10.4% of the state’s population and approximately 14.9% of the state’s total employment. Meanwhile, Putnam County accounts for approximately 1.0% the state’s population and 2.7% of the state’s total employment. In 2010, approximately 56.8% (60,066) of Kanawha County’s employees worked in the City of Charleston (U.S. Census, LED). Since 2005, however, the number and share of employees living and working in Charleston has declined (Figure 8), from 14,817 in 2005 to 12,321 in 2010. Just as Charleston is the major employment center in Kanawha County, Teays Valley is the largest job center in Putnam County, accounting for over one‐third (6,126) of the county’s total employment. Many Teays Valley residents, who live near the Teays Valley Industrial Park and CAMC Teays Valley Hospital in Hurricane, work locally in the health care industry and/or professional and managerial jobs. Approximately 37.0% Page | 28 Chapter 2: Regional Profile Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan of Teays Valley residents work in the Charleston/ South Charleston/Nitro area; 7.0% commute to Huntington. FIGURE 8: NUMBER OF EMPLOYEES WHO L IVE AND WORK IN CHARLESTON (2005‐2010) 16,000
Employees
15,000
14,000
13,000
12,000
11,000
10,000
The BLS data also indicate that unemployment rates have declined at the regional, state, and national levels. As of May 2013, the unemployment rates for Kanawha County (5.4%) and Putnam County (4.7%) were below those of the state (6.2%) and the nation (7.6%). In addition, there have been several recent notable employment growth announcements in the Kanawha‐Putnam region, a possible sign that economic conditions are improving. The study team considered these developments when refining future forecasts for population, employment, and travel demand. Some of these recent economic development initiatives include: 

In October 2012, Gestamp Automocion, a Spanish‐based automotive parts company, launched operations in the former South Charleston Stamping and Manufacturing Plant. The initiative will create between 400 and 700 jobs and will potentially induce additional economic development in the region. The South Charleston Technology Park has emerged as a state‐of‐
the‐art research and development facility, employing approximately 700 persons and serving students from Kanawha Valley College, West Virginia State University, and Bridgemont College. Companies at the Technology Park include: ALS Environmental; Alpha Technologies; and the National Youth Science Foundation. There are hopes that the Tech Park could host as many as 3,000 jobs in the future. Chapter 2: Regional Profile Gestamp employees in South Charleston. Source: www.WVGazette.com Page | 29 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan The South Charleston Technology Park Source: Matric, http://www.matricresearch.com/sctp/img/bldgs‐lg.jpg 
The CAMC Health System has several locations throughout the region. The new David Lee Cancer Center in Kanawha City is expected to open in 2014. Source: www.whycharlestonwv.com 
The Charleston Area Medical Center (CAMC) Health System, Inc. recently announced plans to open a new David Lee Cancer Center at the former Watt Powell Park property in Kanawha City. The $39 million center is scheduled to open in 2014 and will likely attract additional nurses and technicians. In order to accommodate future traffic associated with the David Lee Cancer Center, a designated turning lane was installed in the median of MacCorkle Avenue. Stakeholder conversations indicate that the health care sector will likely emerge as one of the region’s fastest growing industries. Toyota plans to invest $45 million in its Buffalo plant, a proposal that would increase the facility’s production of automatic transmissions by approximately 120,000 per year. The initiative would also add up to 80 employees. CommutingPatterns
U.S. Census data indicate that employees are traveling from greater distances to work in the city of Charleston. Approximately 16.0% (9,764) of all Charleston employees travel over 50 miles to work in the city. In 2005, 20,808 employees commuted from outside of Kanawha County. In 2010, 25,815 employees commuted from outside of Kanawha, a 24.0% increase. Commuting data also indicate that the majority of workers commute from locations west of Charleston, primarily from Putnam and Cabell counties. From Teays Valley, a major population center in Putnam County, most commuters drive eastbound, rather than westbound. For example, 26.0% (1,648) of workers who live in Teays Valley commute daily to Page | 30 Chapter 2: Regional Profile Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan Charleston; only 6.5% (409) commute west to Huntington. Meanwhile, 10.8% (686) commute east to Nitro or South Charleston. From a transportation perspective, suburban population growth means more traffic on rural roads and more people living in places where it is virtually impossible to travel anywhere without a car. The growing numbers of people living along I‐64 and the Kanawha River account for more car trips from these areas to jobs and shopping centers in both the Charleston metro area and, increasingly, to the communities around Teay’s Valley. In addition, more cars and school buses make twice‐daily rounds to fast‐growing rural and suburban schools. On average, workers in Teays Valley and throughout Putnam County spend nearly an hour a day driving to and from work (25 minutes median one‐way travel time). Suburban commuters spend almost twice as much time on the road as Charleston and South Charleston residents (about 16 minutes median travel time), some of whom use public transit, bike, or walk to work. Mode Choice Kanawha and Putnam counties are similar with respect to commuter mode choice. In both counties, a majority of workers drive alone (81.0% in Kanawha and 89.0% in Putnam). Carpooling and working from home were the next most common modes of commuting. Approximately 11.0% of commuters carpooled and 3.0% worked from home in Kanawha County, while only 6.0% of commuters carpooled and 4.0% worked from home in Putnam County. The two counties differ in that 2.0% of Kanawha County commuters travel to work using public transportation; very few (0.1%) Putnam County residents commute with public transportation. This discrepancy is likely due to the limited public transportation service in Putnam County. Finally, other modes, including bicycle, consist of 1.0% of commuter mode choice in Kanawha County and close to 0.0% in Putnam County. Chapter 2: Regional Profile Page | 31 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 9: MEANS OF T RANSPORTATION TO W ORK (AMERICAN COMMUNITY S URVEY, 2011) Park & Ride According to a 2011 WVDOT Park & Ride Study, there are 13 park & ride lots throughout the Kanawha‐Putnam region. The facilities are primarily located off the region’s key interstates, with the exception of the lots on US 119, Jefferson Road (at US 60), and WV 62 in Winfield. According to the study survey, the facilities are typically under‐utilized, ranging from 3.0% to 65.0% occupied. The park & ride lots and utilization rates are listed in Table 6: T ABLE 6: PARK & RIDE UTILIZATION (WVDOT S URVEY 2011) Number of Spaces Location Percent Utilized Kanawha County US 119 and Cantley Drive 30 38% US 119 and Ruthdale Road 38 20% I‐77 Exit 106 Edens Fork Road 29 10% I‐77 Exit 114 Sissonville 29 14% I‐77 Exit 116 ‐Haines Branch 30 7% I‐79 Exit 1 Mink Shoals 49 30% I‐79 Exit 5 Big Chimney 52 3% I‐79 Exit 9 Frame Road 60 30% I‐79 Exit 19 Clendenin 112 13% Jefferson Road – US 60 40 Unknown 31 65% I‐64 Exit 40 ‐ Crooked Creek 121 30% WV 62 Red House ‐ Winfield 16 16% Putnam County I‐64 Exit 45 ‐ Nitro Note: A new park & ride lot was built on WV 817, following the 2011 WVDOT study. Page | 32 Chapter 2: Regional Profile Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan EnvironmentalJustice
Environmental justice refers to inequitable environmental burdens borne by groups such as racial minorities or residents of economically disadvantaged areas. The Environmental Protection Agency (EPA) defines environmental justice as “the fair treatment and meaningful involvement of all people regardless of race, color, national origin, or income with respect to the development, implementation, and enforcement of environmental laws, regulations, and policies.” Environmental justice is a concept intended to avoid the use of federal funds for projects, programs, or other activities that generate disproportionate or discriminatory adverse impacts on minority or low income populations. This effort is consistent with Title VI of the 1964 Civil Rights Act, and is promoted by the U.S. Department of Transportation (USDOT) as an integral part of the long range transportation planning process, as well as individual project planning and design. The environmental justice assessment incorporated in Metro Mobility 2040 was based on three basic principles, derived from guidance issued by the USDOT: 


The planning process should minimize, mitigate, or avoid environmental impacts (including economic, social, and human health impacts) that affect minority and low‐income populations with disproportionate severity; The benefits intended to result from the transportation planning process should not be delayed, reduced, or denied to minority and low‐income populations; and Any community potentially affected by outcomes of the transportation planning process should be provided with the opportunity for complete and equitable participation in decision‐
making. As part of Metro Mobility 2040, the RIC identified the geographic distribution of low‐income and minority populations, so that the positive and negative effects of various transportation investments in the transportation plan could be assessed. RIC also pursued a robust public involvement process to help stimulate input in the process. The Metro Mobility 2040 environmental justice screening does not quantify specific impacts. Rather, the screening is intended to create an equitable plan, in terms of both costs and benefits. In addition, a critical purpose of this screening is the identification of projects in the Chapter 2: Regional Profile Page | 33 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan transportation plans that, due to proximity, have the potential to affect environmental justice populations and/or to serve these populations and those with unique transportation needs. As individual projects advance to planning and programming, the projects will likely require detailed analyses, including field surveys, to identify and minimize specific community impacts. The following maps use 2010 U.S. Census data to show the distribution of several traditionally disadvantaged population groups. Figure 10 highlights minority populations, Figure 11 shows populations living below the poverty line, Figure 12 identifies elderly populations, and Figure 13 looks at zero‐car households. The results of the plan recommendations with respect to environmental justice and the identified transportation‐disadvantaged groups are discussed in Chapter 10 Plan Performance. Page | 34 Chapter 2: Regional Profile Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 10: PERCENT MINORITIES Chapter 2: Regional Profile Page | 35 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 11: PERCENT LIVING BELOW THE P OVERTY LINE Page | 36 Chapter 2: Regional Profile Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 12: PERCENT E LDERLY Chapter 2: Regional Profile Page | 37 Metro Mobility 2040 The Kanawha‐Putnam Metropolitan Transportation Plan FIGURE 13: PERCENT ZERO‐VEHICLE H OUSEHOLDS Page | 38 Chapter 2: Regional Profile