Transportation Element Transportation Element
With the adoption of the Comprehensive Plan and the focus on improved transportation systems as the foundation for community development, many transportation projects have been undertaken. A by-pass allowed a good deal of traffic to avoid mixing with local traffic that even today has peaks of congestion. Since this area was designated a Metropolitan Statistical Area (MSA) after the 2000 Census, federal transportation planning moneys, and moneys for projects, have flowed to the new Countywide Transportation Planning Commission created by the several local governments to oversee implementation of the regional Transportation Plan and to deal with regional transportation issues on an on-going basis.
The Capteron Trail is serving residents' and visitors' recreation needs and has quite a number of people using it to get to work or to school. It has increased bike travel safety since it avoids conflicts with motor vehicles. The PRT and WVU bus resources now serve in coordination with the countywide bus system. The new surface parking lots on campus, plus the park-and-ride lots have proved helpful in reducing traffic congestion and parking issues in many neighborhoods. The business and industrial park at Hart Field is well developed now, providing employment opportunities on a part of the airport that previously lacked access and infrastructure for development. Based on the 1995 Army Corps of Engineers Monogahela Recognizance Study of recreational and economic development potential along the 35-mile segment of the river, a number of transportation projects have been developed: small boat marinas, dockage facilities, and riverboats that seasonally offer sightseeing and dinner cruises.
The Transportation Element identifies key transportation issues facing the community and established goals, objectives and strategies addressing those issues. The recommended transportation improvements included in this Comprehensive Plan are the recommendations in the Morgantown/Monongalia County 2020 Transportation Plan, approved in 1998. For more detailed information and the full set of regional transportation recommendations, the reader should consult the 2020 Transportation Plan. The transportation system includes automobile, public transit, airplane, bicycle, and pedestrian travel.
Because Morgantown is a predominantly built out city, it seeks to address the mobility needs of its residents, employees, and visitors through improvements to the existing regional transportation system. Two important planned improvements to this regional system include the West Run Expressway and the Inner Loop, which will enhance mobility around Morgantown and relieve the need for trips with origins and destinations outside the city limits from traveling through Morgantown.
Historically, the four most important highway routes in the County were US 19 and US 119, which run north-south through the eastern half of the County; WV 7, which runs the entire length of the County in an east-west direction; and US 48, which connects the County to the Maryland panhandle and points east. In recent years, US 48 was improved and redesignated as I-68, and US 19 has been paralleled roughly by I-79. US 119 from Morgantown to the north into Pennsylvania will soon be paralleled by the new Mon/Fayette Expressway.
In the Morgantown area, the highway and major street system assumes a radial pattern, focused upon downtown and environs. I-79 and I-68 bypass the Morgantown area on the west and east, respectively, and merge just south of the City to continue into Marion County as I-79. WV 7 provides the only east-west, cross-County route.
Rugged topography dramatically influences the roadway network in the Morgantown area. Morgantown's major street system is characterized by narrow two-lane routes with frequent, steep grades and winding alignments. The principal exceptions to this characterization include the Monongahela/Beechurst/University corridor, which follows the east bank of the river through the City, and WV 705, which has been built on relatively level terrain as an arterial bypass around the north side of the City. These two corridors include most of the four-lane arterial mileage in the Morgantown area. Sections of Beechurst, US 119 south, and US 119 north (Mileground area) have a three-lane cross-section that includes two moving lanes and a continuous left-turn lane.
In the Morgantown urbanized area, aside from the two freeways, there are only 11 miles of major streets that have more than two moving lanes. This is only six percent of the arterial/collector mileage in the Morgantown area's major street system. This percentage of streets having more than two moving lanes is low, and it underscores a major part of the Morgantown area's current traffic problems--insufficient capacity in some key corridors.
At least two major problem areas emerged above all others: (1) the excessive concentration of traffic upon the downtown area created
by the radial street pattern, and (2) the increasing congestion on the north side of Morgantown associated with University, medical center, and related traffic. With significant in-commuting of workers and students, the north side needs better access to I-68 and I-79 without adding to the traffic passing through the downtown area. Morgantown needs a way for people to move across the City without having to pass through downtown. Another significant problem area is the need to develop a system of improved roadways in the developing parts of the County adjacent to Morgantown, especially east of I-68 and south in the I-79 and US-119 corridors.
Map T-1 shows the recommended road improvements in the Morgantown area. The most important recommended transportation improvement is the development of the West Run Expressway across the northern edge of the Morgantown area, which will provide a northern link between I-68 and I-79 and dramatically improve access to the University and medical facilities on the north side of the City. It will also relieve growing congestion on WV 705 through that area. It is proposed as a four-lane at-grade expressway with signalized intersections and control of access between intersections. If long-term growth should warrant, it can eventually be upgraded to freeway standards by constructing interchanges. The West Run Expressway will require new and improved connections into the north side, using such routes as Van Voorhis Road, Stewartstown Road, and a proposed new link to Willowdale Road that could become a major new gateway to the University and stadium.
The second major recommended transportation improvement is the creation of an inner loop that will take traffic across Morgantown without having to pass through downtown. This can be accomplished by extending WV 705 south from its intersection with US 119 at Mileground to connect with County Route 857 south of the Airport and then improving CR 857 as a four-lane route across the east and south sides of the City to a connection with University Avenue. This project will relieve traffic pressures on downtown and will divert thousands of vehicles daily from such streets as Beechurst, University, and Willey.
While the Plan does not propose major street widenings in downtown Morgantown, there are other, relatively low-cost improvements that can be made to improve traffic circulation. A state-of-the-art traffic signal system can be critical to the efficient movement of traffic and the provision of signal timing that is responsive to changing traffic patterns at different times of the day and week. Recognizing the value of a coordinated, traffic-responsive signal system as an extremely cost-effective means
of reducing congestion, the WVDOT has proposed a new signal system for the downtown area. As part of this project, a detailed downtown traffic circulation and operations study should be conducted, to analyze those aspects of downtown traffic. Such a study should evaluate existing traffic and pedestrian signal locations and designs, other traffic control devices, on-street parking, and building service access needs.
Map T-2 shows the recommended bicycle network. Most of the recommended bike route segments are on roadways that are recommended for upgrading or widening. Each proposed roadway improvement will include consideration of appropriate bicycle and pedestrian accommodation through separate bike trails for projects such as the West Run Expressway and improved shoulders for bike use on all widenings and 2-lane upgrades. In addition, critical linkages between trails and access points to residential areas may require new short sections of bike trails. Signage of bicycle routes on low-volume streets will complete this system.
The Plan recommends several key connections to regional bicycle facilities, such as the Caperton and Decker's Creek Trails, and the development of the Mason-Dixon Trail in the WV 7 corridor westward across the County. The first two trails mentioned above are the backbone of the future bicycle network:
• Caperton / Mon River Rail Trail: This trail right-of-way runs along the east bank of the Monongahela River from Prickett's Fort State Park in Marion County to the Pennsylvania State Line; its approximate length is 30 miles.
• Decker's Creek Rail Trail: This rail right-of-way extends east from Morgantown to Reedsville in Preston County; its approximate length is 22 miles.
The right-of-way for these trails was purchased from CSX in 1996. The Mon River Trails Conservancy is a non-profit group established to manage and maintain the trails.
Public Transit
Public transportation plays a small but important role in the regional transportation system. Two groups are the primary users of the transit service: (1) university students, and (2) the transportation disadvantaged, particularly low-income and elderly residents.
Map T-2: Recommended Bicycle Network
Surveys conducted in 1992 showed that roughly 75 percent of the riders on the County and City bus systems did not have a car available.
Three modes of public transportation are currently operating in the Morgantown area:
Map T-3 shows recommended transit improvements in the Morgantown area. Improvements to the system can be realized by coordinating transit modes. For example, fixed-route buses can be used to provide feeder service to PRT stations. In some cases, paratransit service can be substituted for very low-volume fixed-route service. Intermodal centers allow for convenient transfers to take place, stimulating greater use of the system. Two intermodal terminals should be developed to consolidate system transfers and to focus transit service on major activity centers. Detailed site feasibility and design studies should be pursued at these locations:
-- Downtown Morgantown. Currently, four routes use High Street adjacent to the Court House to make transfers, while the other ten routes accommodate transfers on Walnut Street near the PRT station. The Court House location does not allow for an off-street terminal. The Walnut Street location can only allow four buses to layover at a time. Transferring between routes using the different terminals requires a two-block walk.
-- WVU Health Sciences Center. A second transfer located at the Medical Center or Ruby Hospital would provide a number of benefits. Since this activity center is a popular destination, it would allow for more direct access without having to transfer downtown. A location near the Medical Center PRT station would also allow transfers with that system.
Morgantown Municipal Airport
The Morgantown Municipal Airport, also known as Hart Field, is a general aviation airport located at the eastern edge of the City near the intersection of US 119 and County Route 857. In 1997 airport operations included approximately 53,000 passengers on approximately 8,500 commercial flights.
The airport has two runways. The main north-south runway is 5,200 feet in length. The secondary runway, oriented northeast-southwest, is 2,700 feet in length and can handle commuter aircraft. At present, the limited passenger service is offered by US Airways Express with flights to Pittsburgh, PA; Washington, DC; Clarksburg, WV; and Parkersburg, WV.
The Airport property consists of approximately 622 acres, of which 400 is available for development. At the present time, the Airport has one fixed base operator, Aero Services, which provides support for General Aviation requirements. Also located at the Airport is Air Corps, which provides maintenance and business jet services.
Goal A. An areawide transportation agency to plan, finance, and implement the transportation system plan in support of the area's growth and development.
Objective A1. Encourage the county and its political subdivisions to designate representatives to serve on a panel that would meet regularly to consider current transportation issues and specific problems, and to recommend solutions.
Strategies
A1a. Solicit input from citizens and special interest groups about short and long range changes that are desired to improve transportation.
A1b. Inter-relate transportation system improvements with the objectives and strategies for economic development, land use, and the other elements of the Comprehensive Plan.
A1c. Prioritize improvements, recognizing the various sources of funding that may be available for each project, including local resources.
A1d. Pursue cooperative public/private efforts to provide parking resources in areas without adequate parking.
Objective B1. Establish a Port Authority to support development of river traffic for commodities in addition to coal, sand, gravel, and limestone. Commercial passenger vessels, as well as freight operations, are to be pursued.
Strategies
B1a. Form a county-wide steering committee to apply for designation as a Port Authority in accordance with state and Federal requirements.
B1b. Upon approval of a Port Authority, prepare required documentation for operations and specific project plans.
Objective B2. Develop an integrated bus-services system that links county, WVU, and school resources, and develop additional PRT stops to allow better pedestrian and intermodal transfers. Bikeways and pedestrian walkways are to be developed in this process, with linkage to the mechanized system.
Strategies
B2a. The areawide transportation agency will research legal, technical, and other aspects of integrating various transit systems and improving pedestrian and bicycle connections to the system.
B2b. Plan and initiate dial-a-ride and park-and-ride programs for commuters and others.
B2c. Continue to improve Hart Field facilities as part of the intermodal transportation system, providing transit linkages to airport passengers.
Objective B3. Develop a plan to reduce personal auto congestion through the use of alternative transportation resources.
Strategies
B3a. Work with WVU to develop park-and-ride facilities for additional parking for employees, and for use during special events.
B3b. Develop bicycle and walkway systems linking neighborhoods, parks, and Main Street shopping areas.
B3c. Develop a plan for specific "stops" where people can wait for public transportation, assuring riders of the time and location of stop that can be advertised.
Objective B4. Efficiently use the limited financial and other resources of the Greater Morgantown area for support of an integrated transportation system.
Strategies
B4a. Work with neighborhood associations and business groups to identify parking problems that can be addressed by the Traffic Commission or Parking Authority in cooperation with other groups.
B4b. Annually develop a priority list of the most pressing traffic and parking problems and prepare a resource allocation plan for local/ state funding, including the possibility of local bond issues.
B4c. Conduct studies to evaluate the relationship between economic development and adequate transportation infrastructure, to aid in priority-setting for transportation improvements.
B4d. Petition the West Virginia Legislature to allow cities which have current Comprehensive Plans to regulate existing State routes in their city limits.
B4e. Seek Legislative approval to allow regions and municipalities, which develop plans, to have autonomy to proceed with joint funding and development of transportation improvements.
B4f. Provide infrastructure needed for economic development of the eastern side of Hart Field Airport, including a road connection to WV Route 705 and I-68.
Objective B5. Relieve traffic congestion in major activity centers along main routes into the City, including WV routes 7, 19, and 119.
Strategies
B5a. Evaluate roadway designs and roadside development along Beechurst Avenue relative to a possible change of the center lane as an alternating-direction traffic lane to accommodate peak inflow and outflow traffic volumes.
B5b. Pursue extension of Route 705 from the Mileground to Route 7, alleviating cut-through traffic on Darst-Hampton Streets.
B5c. Pursue development of by-pass of Route 7, 19, and 119 by designation I-79 and I-68 as by-pass routes, and adding Business Route wording to interstate signs at appropriate exits.
B5d. Pursue extension of Collins Ferry Road to intersect with the northern by-pass, to reduce traffic cutting through nearby neighborhoods.