Influence of Recreational Areas on the Functional Service of Highways

Development of outdoor recreational facilities in Kentucky has generally been in predominately rural areas. Access to these areas from the primary highway network is often provided by existing low-standard local roads. The recreational travel demand often exceeds the design volumes of these local roads or the volumes that can be accommodated at reasonable levels of service. Such travel demand also constitutes a significant portion of the total demand on the rural primary network, particularly during the peak weekend periods. Many large reservoirs in Kentucky have generated extensive developments of recreational facilities in the surrounding areas. Highways which have been displaced by reservoir developments are usually relocated and built to the same standards as the original facilities. Such practices and policies, which are followed by many city, state, and federal agencies, neglect the certain increase in demand for recreational activity and ignore the impact of recreational areas on the functional services to be provided. The purpose of this study was to investigate the nature of travel demand to outdoor recreational facilities in Kentucky and to develop a model for predicting this demand for use in plannng and design of recreational and other routes and in evaluating the traffic-service impacts of proposed new recreational facilities

Evaluation of Reference Markers

The objective of this research evaluation was to evaluate the reference markers which were installed on sections of interstates and freeways in the Cincinnati-northern Kentucky area, the Lexington-Fayette Urban County area, the Louisville-southern Indiana area, and the Indianapolis area. The evaluation was conducted to determine if the use of reference markers at spacings of 0.1 or 0.2-mile intervals could improve the effectiveness of the emergency response and incident management processes. Also evaluated were color of the markers and the placement location within the right-of-way. Both \u27white on blue and \u27\u27white on green markers were installed on various projects, with some installed on the median barrier wall and some on grass medians or shoulders. Included were condition surveys of the marker installations and opinion surveys of those involved in the incident or emergency management process. Nearly unanimous endorsement of the reference markers was received from interviews and surveys of highway agency personnel and participants in the emergency management process. Recommendations were made for spacing of the markers at 0.2-mile intervals, with exceptions in curved sections to allow for placement of the markers at 0.1-mile intervals. Based on what appears to slightly increased conspicuity of the \u27\u27white on blue marker as compared to the \u27\u27white on green marker, it was recommended that a standardized reference marker be developed with white letters on blue background. Because of reduced exposure to mowing operations and errant vehicles, it was recommended that reference markers be placed on median barrier walls where practical

Evaluation of Kentucky’s Policy on Tourist Information Signs

As a result of recommendations made by the Governor\u27s Task Force on Signage and Tourism, the Transportation Cabinet requested that an evaluation be made of Kentucky\u27s policy on tourist information signs. Among the tasks undertaken were a review of the formula tor Parks, Historic, and Recreation Area signs, a survey of interstates and parkways to determine the extent of the constraints imposed by the limitation of one supplemental sign tor each interchange approach, and an investigation of the potential for application of Tourist Oriented Directional signs (TODS). The opportunity tor increased tourism through improvements in signing and accessibility was evaluated. Kentucky\u27s policies on tourist-related signing were compared to those in other states and to the Manual on Uniform Traffic Control Devices. In general, it was determined that Kentucky\u27s policy was not unduly restrictive and major revisions were not justified. However, the following actions were taken by representatives of the Transportation and Tourism Cabinets to revise signing requirements and create the potential for increased tourism. A formula used for determining signing eligibility for Parks, Historic or Recreation Areas was modified significantly to permit signing for more tourist attractions. A fifth type of service sign for tourist attractions was approved for usage. A policy for a TODS program was established. In addition, an analysis of data from a survey of supplemental sign usage indicated that 305 of 532 interchanges surveyed were eligible for supplemental signing

Rural Recreational Travel in Kentucky

The purpose of this study was to develop a methodology for predicting travel patterns on routes leading to outdoor recreational areas in Kentucky. Data were collected by means of a license-plate, origin-destination survey at 160 sites within 42 recreational areas and by means of a continuous vehicle counting program at eight of these sites. Results indicate that the method of associating similar facilities is a reliable procedure for predicting traffic characteristics. Vehicle occupancy was found to depend on the type of recreational area, distance traveled, and vehicle type. Percentages of various vehicle types were also influenced by the type of recreational areas and the distance traveled. In general, trip lengths were quite short, as evidenced by the fact that 60 percent of all vehicles traveled less than 50 miles. Analysis of the distribution of traffic over time verified that recreational travel is much more highly peaked than other forms of highway travel

Sampling Techniques for the Collection of Vehicle Classification Data

The question of what length of time is necessary to collect statistically reliable vehicle classification data is an important issue when manpower is limited. Varying local conditions may necessitate more classification data be collected at some locations than others. The use of short-term counts could produce significant savings. Supplementing manual counts with automatic classification equipment could reduce data collection costs and improve accuracy. The objectives of this study were to review literature to determine the capabilities of automatic classification equipment and to analyze toll road data in Kentucky to determine if short time periods may be used to represent the annual distribution of vehicle types. Automatic classification equipment has been evaluated by others and there are systems available that can classify vehicles according to number of axles and wheelbase. Emphasis is being placed on the development of a more reliable and permanent axle counter by several companies. Results from the analysis of vehicle classification data at two parkway toll stations indicate that specific 8-hour periods within the year are representative of the annual distribution of vehicle types. It was recommended that data collection efforts be concentrated on weekdays between 7:00 a.m. and 11:00 p.m. during all seasons of the year. Limitations were noted because the analysis included data from only two toll stations

Evaluation of Tennessee Reference Markers

Reference markers were installed on sections of interstates and freeways in Tennessee in 1999 and 2000. An evaluation was conducted to determine if the use of reference markers at spacings of 0.2-mile intervals could improve the effectiveness of emergency response and incident management processes. The evaluation included an.general observational survey, meetings with emergency response personnel, and an opinion survey of the application, placement, color, and overall benefits of the reference markers. The condition of the markers was found to be very good and there appeared to be only minor problems within the relatively short period of time since installation. Interview and surveys of participants in the emergency response process and others involved in traffic management systems indicate nearly unanimous endorsement of the reference markers. Dispatch personnel indicate that drivers are using the markers for identification of locations where incidents occur, with the resultant effect of a more efficient process for responding to incidents and crashes. Results indicate highway agency and emergency response personnel generally feel that spacing of the reference markers at 0.2-mile intervals was satisfactory. Responses also indicated increased benefit related to the distinguishable color of blue for the reference markers, specifically related to the consistency with motorists service signs. The increased size of the signs over that used for standard milepost signs did not appear to be an issue with any of those offering opinions and the 18 by 48-inch size is recommended for future use

Preliminary Evaluation, Artimis Reference Point Signs

The objectives of the preliminary evaluation were to determine if the installation of reference signs at intervals more frequent than one-mile increments would improve the ability of emergency personnel to respond to incidents or accidents on the freeway system in the Cincinnati-northem Kentucky area. A short-term evaluation was conducted of white on blue and white on green reference signs on a three-mile section of 1-275 in Cincinnati. Based on field observations and supplemented with subjective opinions of emergency response personnel, the reference signs were determined to be a beneficial addition to the location information available to the driving public. The blue signs placed in the median appeared to be more prominent than the green signs placed on the shoulders. Spacing of the signs did not create an impression of unnecessary clutter and eight-inch number size was appropriate. A recommendation was made to install the white on blue reference signs in the median at one-tenth mile intervals on all interstates in the ARTIMIS Project

Before-and-After Analysis of Safety Improvements on I 75 in Northern Kentucky

In September 1971, the U.S. House of Representatives Subcommittee on Investigations and Oversight met in Covington, Kentucky, to discuss the accident experience and remedial procedures taken to alleviate the frequency of accidents occurring on approximately five miles of I 75 just south of Cincinnati. This section of highway had been and was continuing to be the subject of several safety improvements. The objective of this study was to conduct before-and-after investigations of the effectiveness of the following safety improvement projects: (1) five variable message signs within a two-mile section, (2) a New Jersey-type median barrier wall extending approximately four miles, and (3) a general safety improvement project throughout the study section which included upgrading all guardrail to current safety standards, extension of existing guardrail to fill in gaps, installation of buried end treatments for guardrail, attachment of guardrail to concrete bridge end railings, flattening of side slopes, leveling of gores where feasible, installation of breakaway bases on exposed lighting standards, elimination of butterfly sign supports in gore areas by replacement with new overhead trusses spanning the roadway, and installation of median guardrail at twin bridges. The before-and-after analyses are based on accident statistics. The before statistics are for the 1969 calendar year: the after period began after installation of the variable message signs and also encompassed a full year (May 1, 1971, to May 1, 1972). The statistics do not indicate which of the features, singly or collectively, effectively reduced accident rates; the most obvious statistic was the elimination of crossing-the-median head-on collisions. This was the intent and purpose of the concrete barrier. The variable message signs were used to warn motorists of impending hazardous driving conditions ahead. Displayed messages generally related to accidents, congestion, and poor driving conditions due to adverse weather. Benefits associated with the variable message signs appear to be significant: in the northbound direction (the direction where signs were used), there was a 16.1 percent decrease in the accident rates as compared with only a 1.7 percent reduction in the southbound direction. Accident rates for the entire study section decreased significantly (95-percent confidence level) between the before and after periods. This is an indication that the combination of safety improvements and corrective design procedures were effective in reducing the accident rate

Simulation of External-Internal and Through Trips for Small Urban Areas

The objective of this study was to develop models which would simulate internal-external trips and external-external (through) trips. Regression analysis and cross-classification of data were tested in an attempt to predict the number of internal-external trips and the percentage of through trips. Regression analysis was used in the development of a through-trip distribution model. Grouping data for analysis created some problems; however, trial-and-error evaluation enabled selection of variables which produced reasonable results. Variables found to be most significant in the development of internal-external models were population and employment. For through-trip models, variables used were population, functional classification, AADT at the external station, and percent trucks. In developing through-trip distribution models, variables of significance were AADT at the destination station, percent trucks at destination station, percent through trips at destination station, and ratio of destination AADT to total AADT\u27s at all stations (value squared). Overall, the models developed in this study appear to be adequate for planning purposes when ease of application and accuracy of the models are considered

Traffic Trends and Their Relationship to Highway-Use Revenues

With increasing concerns about the present level of highway funding, this study was initiated to investigate historical trends and to develop predictive methodologies for considering alternatives available for increasing highway revenues. Emphasis was placed on historical trends, and a data base of highway-related and socio-economic variables were prepared to document the relationship between these variables and highway-user revenues. A historical file of 37 variables was prepared for the period 1964 through 1984. As a means of investigating future alternatives that will affect highway-user revenues, a series of nine equations or models were developed that represented historical data. Input data necessary for the models were personal income in 1972 constant dollars, the price of motor fuel, motor fuel taxation rates, and motor vehicle fuel economy. These models provided logical and reasonable relationships, and the statistical data generally indicated high levels of correlation as represented by R-squares. An effort was made to develop models that were policy-sensitive such that future scenarios could be investigated. Using the series of nine models, forecasts of highway-user revenues were made for the years 1990 through 2005. This was an attempt to demonstrate use of the models for investigating the influence of policy-sensitive variables on revenues. Scenarios investigated were the following: 1) variations in fuel price and fuel tax, 2) increasing fuel economy, 3) variations in usage tax rate, and 4) registration fees increases. Examples showing the impact of future alternatives indicated several possible sources of increased highway-user revenues