This Plan’s recommendations regarding bicycle transportation are focused in three areas. First, the bicycle route that now provides an on-street linkage between the two rail-to-trail facilities should be upgraded and more adequately signed. There is currently an unfortunate discontinuity of the rail-to-trail facilities in Fairmont due to the unavailability of the former rail right-of-way. Thus, an on-street link is the only way to connect the two. Existing signage for that link is minimal and the streets over which the route passes are not always hospitable to bicycle traffic.

Improvement of this linkage has significance extending well beyond Marion County. The two rail-to-trail facilities are part of a connected network of trails that may eventually extend as far west as Parkersburg, as far east as Washington, D.C., and north to Morgantown and on to Pittsburgh. Long distance bicycling is becoming an increasingly popular recreational activity in the US, and the presence of these facilities has a significant potential as an attraction for tourism dollars. Contained in Appendix B of this report are the standards for bicycle facilities recently adopted by the WVDOT. The existing bicycle routes should be upgraded to meet these standards.

Second, as new roadway construction occurs and existing facilities are upgraded, every consideration should be given to including provisions for bicycles within the plans. For example, if the State Street alignment is chosen for the I-79/Downtown Connector, consideration might be given to incorporating a bicycle facility into the design that could provide bicycle access to the Marion County Park located at the east end of the State Street extension. Similarly, any plans for a new bridge across the Monongahela River at Rivesville should incorporate provisions for bicycles.

Third, an on-street bicycle facility should be considered within the City of Fairmont that links together the Fairmont State College campus, downtown Fairmont, and the Fairmont Avenue commercial district. This facility is illustrated in Figure 18. College towns throughout the nation have some of the highest bicycle usage rates of any areas. In Fairmont this does not appear to be true. This is probably a reflection of the hilly topography and the fact that the street system doesn’t make any provisions for bicycles. Should the Coal Run Hollow Parkway be pursued, strong consideration should be given to including a bicycle facility within its design. Provisions for bicycles should also be made in the future along CR 56/3 to connect Mary Lou Retton Park with the West Fork rail-to-trail facility.

West Fork Rail-to-Trail Crossing of Monongahela River South of Fairmont

Figure 18 - Bicycle & Pedestrian Plan

Pedestrian transportation will always be an important element in a transportation plan. All other means of transportation generally end with a pedestrian trip. Therefore, it is vital that communities make walking a safe and efficient means of travel. Fairmont’s downtown city grid makes it an easy walk in most cases with its relatively flat terrain and ample parking. With nearby Fairmont State College and its lack of adequate parking, there are many opportunities for increasing pedestrian traffic.

One of the benefits of making a community pedestrian-friendly is an improved and revitalized downtown. It promotes more retail growth by bringing more people out to "window shop." Also, the ability of a downtown to attract residential development is increased by making walking an enhanced transportation element. As the popularity for walking in the downtown increases, so does the visibility of the City as the storefronts are more visible and enjoy the opportunity to showcase their business. An increase in businesses that cater to residents and pedestrian traffic, such as restaurants, pharmacies, dry cleaners, and bars, helps solidify the stability and future of the downtown.

With an increase in pedestrian traffic, a commitment to pedestrian infrastructure needs to be in place. Included would be the condition of the sidewalks, pedestrian signals, curb cuts, appropriate speed of motorized traffic, reduction of truck traffic, benches for resting and other pedestrian-enhancing accommodations. A unified streetscape or renaissance plan for the downtown would enable Fairmont to recreate the elegance of its past.

Fairmont has many historic buildings and with the completion of the Jefferson Street Bridge and an I-79 Connector, it can be a showcase for new businesses that will revitalize the downtown. The recommendations from the parking study will also make the downtown a better place for the merchants to cater to pedestrian traffic. By shortening the duration of some on-street downtown parking meters, a larger turnover of potential customers will be generated. Although long-term parking for residential use needs to be planned and implemented, this can be done by having a dual use parking facility that caters to residential parking in the evenings and retail and commercial parking during the day.

Marion County also offers opportunities for increased pedestrian traffic. The rail-to-trail system offers a high quality recreational resource for bicycle, equestrian and pedestrian traffic. The western part of the County has more difficult challenges because of the lack of quality sidewalks, terrain, narrow roadways, and the distance between origins and destinations. Mannington, like Fairmont, has in place a Main Street program that can provide leadership in the reemergence of the downtown through efforts to increase the pedestrian mobility.

Next Section: Public Transit Element