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Economic Development History of Interstate 81 in Virginia - Economic Development - F

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Economic Development History of Interstate 81 in Virginia - Economic Development - F Economic Development History of Interstate 81 in Virginia - Economic Development - F... Page 1 of 19 Planning FHWA > HEP > Planning > Econ. Dev. > Studies Economic Development History of Interstate 81 in Virginia [1] 1 Interstate 81: The Roadway 1.1 Project Length/Location Interstate 81 is a major north-south freeway in the eastern United States. I-81 generally links the Northeast with the non-Atlantic South; more than 800 miles from its northern terminus at the Canadian border in upstate New York to its southern endpoint near Dandridge, Tenn. (about 25 miles east of Knoxville). I-81 does not enter major metropolitan areas; it serves smaller cities such as Roanoke, Va.; Hagerstown, Md.; Harrisburg and Scranton, Penn.; and Binghamton and Syracuse, N.Y. It is the freight-service back road to the Northeastern megalopolis. This study focuses on Virginia's 325 mile-long segment of I-81. Interstate 81 enters Virginia near Bristol from the Kingsport-Johnson City area of northeastern Tennessee. It exits into West Virginia's eastern panhandle north of Winchester. The largest cities on or near the highway include Bristol, Roanoke, Harrisonburg, and Winchester. I-81 is numbered as a north-south highway but lies on a northeast-southwest orientation. Its entry point from Tennessee is more than 200 miles west of its exit point into West Virginia. The map shows the location of I-81. It traverses portions of thirteen counties in Virginia. Within these counties are ten independent cities, municipal governments that are independent of any county. According to the latest U.S. Office of Management and Budget designations, these counties and cities are in six metropolitan areas and one micropolitan area. [2] I-81 corridor counties in metropolitan statistical areas (MetSAs) are lightly shaded on the map. Frederick County and http://www.fhwa.dot.gov/planning/econdev/i81va.htm 11/3/2008 Economic Development History of Interstate 81 in Virginia - Economic Development - F... Page 2 of 19 the City of Winchester are in the Winchester, VA-WV MetSA. Warren County is the westernmost jurisdiction in the Washington-Arlington-Alexandria, DC-VA-MD-WV MetSA. The Harrisonburg, VA MetSA consists of Rockingham County and the City of Harrisonburg. Botetourt and Roanoke counties and the cities of Roanoke and Salem are in the Roanoke MetSA. The Blacksburg-Christiansburg-Radford MSA includes Montgomery and Pulaski counties and the independent city of Radford. Finally, Washington County and the City of Bristol are in the Kingsport-Bristol- Bristol, TN-VA MetSA. Augusta County and the cities of Staunton and Waynesboro compromise the Staunton-Waynesboro, VA Micropolitan Statistical Area. Five counties (Shenandoah, Augusta, Rockridge, Wythe, and Smyth) and four independent cities (Buena Vista, Lexington, Staunton, and Waynesboro) in Virginia's I-81 corridor are classified as non-metropolitan jurisdictions. 1.2 Details of Construction The Commonwealth of Virginia constructed most sections of Interstate 81 between 1957 and 1971. By November 1963, 85 miles were open to public, all south of Roanoke except for an 11-mile stretch in Botetourt County and a 7.5-mile segment at Harrisonburg. The section from Bristol at the Tennessee-Virginia state line to Wytheville was complete by November 1964. In November 1965, the 26-mile segment from the West Virginia-Virginia state line near Winchester to the future I-66 junction at Strasburg opened, along with the 26 miles between Christiansburg and Newbern in Montgomery and Pulaski counties. Traffic began flowing on the 14-mile bypass of Lexington in September 1967. The final section north of Roanoke was built near Staunton in the late 1960s. The last major segment of I-81 that opened in Virginia was a 14.4-mile segment south of Roanoke between Dixie Caverns and Christiansburg in 1971; this essentially completed I-81 in Virginia. The final portion of I-81 in Virginia, four miles of the I-77/I-81 overlap, was constructed near Wytheville in the mid-1980s. Most of I-81 was built as a four-lane freeway. Sections that are now six-lanes include the I-77/I-81 overlap near Wytheville, the segment between the Tennessee state line and Exit 7 in the Bristol area (widening completed in 2003), and a segment in Christiansburg. The Virginia Department of Transportation is now developing concepts to expand I-81 throughout the state. Concepts include converting it into a toll-facility and/or adding truck-only lanes. 1.3 Reason for Project Development The I-81 corridor has been an important transportation route for centuries. Native Americans used a trail known as the Indian Warriors' Path or Shenandoah Hunting Path. [3] It evolved into the Great (Philadelphia) Wagon Road by the mid-1700s and facilitated settlement of North Carolina, Kentucky, and Tennessee. The Great Wagon Road split into two branches near Big Lick (now Roanoke). One branch left the valley and went due south; the other continued west towards the Cumberland Gap and became known as the Wilderness Road, the main pioneer route across the southern Appalachian Mountains. In the mid-1800s, the main highways in the Great Valley of Virginia included the Valley Turnpike, a toll road between Winchester and Staunton, and the Southwestern Turnpike between Buchanan in Botetourt County and the Tennessee state line via Wytheville, Marion, and Abingdon. (The Southwestern Turnpike replaced the Wilderness Road. [4]) The Valley and Southwestern turnpikes were among the first Virginia highways to be surfaced with macadam pavement. In 1918, the Valley Turnpike was included in Virginia's first state highway system. As late as 1926, it was the commonwealth's only hard-surfaced road of considerable distance; U.S. 1, then the main route between Washington, D.C., Richmond, and North Carolina, was not fully paved until 1927. [5] U.S. 11 was designated through the length of the Great Valley in this era. I-81 was constructed parallel to U.S. 11 from the late 1950s to early 1970s. Although most of the long-distance traffic in the corridor has moved to the interstate, U.S. 11 still serves as the "Main Street" for dozens of communities. The I-81 corridor also has a long history as a railroad route. In the 1850s, the Virginia & Tennessee Railroad was constructed between Bristol and Salem, where it headed eastward instead of continuing up the Great Valley. Partially due to fears that Great Valley commerce would be channeled to Baltimore or Alexandria instead of to Richmond or Norfolk, rails were not laid in the Shenandoah Valley south of Winchester until after the Civil War [6] . 1.4 Traffic Counts Table 1 shows average annual daily traffic (AADT) on I-81 in Virginia in selected years since the highway was http://www.fhwa.dot.gov/planning/econdev/i81va.htm 11/3/2008 Economic Development History of Interstate 81 in Virginia - Economic Development - F... Page 3 of 19 completed in 1971. The Virginia Department of Transportation overhauled its traffic count system during the 1990s; this change affects comparability of data across decades [7] . The busiest segment of I-81 is consistently in Roanoke County near the I-581 junction, traversed by 74,000 vehicles on the average day in 2003. Other segments with high traffic counts are the section north of the I-64 East junction near Staunton in Augusta County, the section through the City of Winchester, the I-77/I-81 overlap in Wythe County, and the section north of the I-381 junction in Bristol. The I-81 segment with the lowest traffic count is consistently between Marion and Wytheville in Smyth and Wythe counties (26,000 vehicles per day in 2003), followed by the segment at the Tennessee-Virginia state line. Traffic volume on most segments of I-81 has more than tripled since 1975. AADT increased substantially in Wythe County from 1975 to 1985 due to the completion of I-77 south of I-81. The Virginia DOT Mobility Management Division and Bristol District traffic engineer explain the apparent lack of growth in AADT at the Tennessee-Virginia state line between 1995 and 2003 as a quirk due to the change of traffic counting methodology. Table 1: Average Annual Daily Traffic on I-81: 1975-2003 AADT (thousands of Compounded Average I-81 Segment vehicles) Annual Growth Rate 1985 1995- Location From To 1975a a 1995 2003 1975-85 1985-95 2003 Washington Tennessee Exit 1 (US 58, Co. State Line US 421) 8.2 14.0 29.0 29.0b 5.5% 7.6% 0.0% Exit 3 (Jxn. I- Bristol City 381) Exit 5 (US 11) 21.0 25.3 40.0 46.0 1.9% 4.7% 1.8% Smyth & Wythe Exit 54 Exit 60 7.4 13.7 22.0 26.0 6.4% 4.9% 2.1% Exit 80 (US Wythe Co.* Exit 77 52, SR 121) 13.2 24.7 36.0 50.0 6.5% 3.8% 4.2% Montgomery Exit 105 (SR Exit 109 (SR Co. 232) 177) 11.9 16.3 31.0 36.0 3.2% 6.6% 1.9% Exit 141 (SR Exit 143 (Jxn. Roanoke Co. 419) I-581) 23.3 35.2 42.0b 74.0 4.2% 1.8% 7.3% Rockbridge Exit 180 (US Exit 188 (US Co. 11) 60) 11.1 17.1 30.0 36.0 4.4% 5.8% 2.3% Exit 221 (Jxn. I- Exit 222 (US Augusta Co.** 64E) 250) 16.6 24.3 48.0 61.0 3.9% 7.0% 3.0% Shenandoah Exit 279 (SR Exit 283 (SR Co. 185) 42) 9.6 16.6 28.0 38.0 5.6% 5.4% 3.9% Winchester Exit 315 (SR City Exit 313 7) 15.4 23.9 35.0 56.0 4.5% 3.9% 6.1% West Virginia Frederick Co.
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