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Winter 2002 HCTrans Update Newsletter  

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Roadway Plan Figure (PDF)

Roadway Plan Table (PDF)

Trails Plan (PDF)

Trails Table (PDF)

Updated Transportation Plan Elements

TRANSIT SYSTEM IMPROVEMENTS

Improvements to the transit system were developed through conversations with CENTRA staff throughout the plan development process and through review of the development concept relative to the current system routing. Through these steps the following assumptions and system concepts were established:

• No significant changes to the current system plan would be expected in the 20-year planning period. It was assumed that the eleven current routes would be maintained with only minor modifications throughout the planning period.
• Limited route expansion would likely be warranted in the following areas to support the development concept:
  • WV 279 corridor from US 50 through I-79. The greatest concentration of residential and commercial/industrial development in the county was assumed for areas adjacent to this corridor.
  • WV 76 corridor south of US 50 in Bridgeport. Residential development is anticipated to continue to increase and congestion in the US 50 is expected to also increase.
  • I-79/WV 279 interchange area. The proposed Charles Pointe development will provide both a substantial ] residential population and an employment center. In addition, it is anticipated that the United Hospital Center will relocate to this area.
• Many of the transportation inefficiencies that CENTRA staff/drivers observe on a day-to-day basis are associated with:
  • Narrow and weight restricted bridges.
  • Narrow roadway corridors that restrict vehicle flow.
  • Lack of roadway connectivity/continuity within the service area.

Current Service Area Infrastructure Improvements

A variety of issues and concerns surrounding the roadway infrastructure in Harrison County compromise the operations of the existing public transportation service. Some of the fixed route system, which operates within the roadways of the county and local communities, may have to be rerouted due to adverse conditions on the roads and bridges that are currently served by the transit system if action is not taken. Listed below are improvements to the roadway infrastructure that would result in more efficient transit service:

• WV 98: Veteran’s Park and the VA Bridge are in need of repair. Improvement/replacement of both bridges is included in the current WVDOT TIP.
• Chestnut Street in downtown Clarksburg: The corridor is too narrow for transit buses. The recommended roadway improvement plan includes eliminating the US 50/Chestnut Street interchange. Thus, while the corridor would not be widened, the level of traffic should drop substantially (should transit routes continue to use Chestnut Street). An alternate would be to relocate transit routes to the US 50/West Virginia Avenue connector between the US 50 expressway and the West Pike Street/Milford Street intersection.
• Reconstruction of the "3rd Street Bridge" connecting Ohio Avenue and Glen Elk. This project is included in the current WVDOT TIP.
• Improve the connection of Simpson Street to CR 24 (Meadowbrook Road). A Simpson Street/Despard Road corridor improvement is listed in the Long-Term period (2020 through 2025) of the improvement plan.
• CR 24 (Meadowbrook Road) and US 19 corridors that connect Bridgeport with Shinnston: The corridors need to be improved to provide more efficient transit vehicle operations. The CR 24 corridor widening is included in the current WVDOT TIP (and is underway) and improvement of the US 19 corridor from CR 24 through Shinnston is included as an element of the Mid-Term period (2015-2019) recommendations.

Operating Improvements/Modifications

CENTRA, as the countywide transit provider, serves two main purposes in the transportation network in Harrison County:

1. Provider of mode of transportation for those who do not have access to a personal vehicle.
2. Provider of an attractive alternative to the automobile for those who chose not to use them.

The key asset of the transit service in Harrison County is its ability to provide access and mobility to jobs, medical services, and other activities at a fair and reasonable price. Efforts could be made to market the system to those who have the choice to ride transit, as it can provide relief to the roadway operations, improve the transportation system’s overall efficiency, and promote energy conservation.

Constant improvement of the transit system to meet the changing needs of the traveling public should ultimately be the main objective of the CENTRA staff and board. In an ideal transit market, service would be provided within approximately ¼-mile of the vast majority of the county population and employment centers. Realistically, however, this goal is not achievable in Harrison County due to restricted budgets and the impracticality of such a service because of the dispersed development pattern. Many areas within the County cannot support even minimal transit service, especially in areas with a high percentage of privately owned automobiles.

To measure the effectiveness and viability of the operating transit service, the provider should annually review the system with a series of performance measures, which can aid in the identification of strengths and weaknesses in the system and indicate where remedial efforts should be directed. CENTRA, in collaboration with Harrison County, should develop a set of standards that measure the system-wide transit performance and the performance for each individual route. Examples of such performance measures could include goals or standards to address the following performance indicators:

• Ridership
• Level of Service Provided
• Operating Costs Recovery
• Operations and On-time Performance
• Travel Times
• Disadvantage Ridership

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