Report on County Road Finance and FHWA Biennial Form 1998-1999

This report shows the revenues and expenditures associated with county and city resources for fiscal year 1998-1999 within the state of Kentucky. Federal Highway Form 536, which is included as the primary product of this project, shows where all revenues were generated as well as all allocations of the local highway funds. Also included within this report is a detailed report on county road finance, which is widely used within government throughout Kentucky to determine where allocated funding has been spent

Kentucky Highway Rating System

This study had two goals: 1. Formulate a new method for generating roadway adequacy ratings; 2. Construct an appropriate data set and then test the method by comparing it to the results of the HPMS-AP method. The recommended methodology builds on the previous methodology, the HPMS-AP. However, the recommended differs from the HPMS-AP in that it incorporates crash data into the adequacy rating and increases the relative weight given to indicators of roadway safety for the appropriate functional classification of highways. The software for the proposed highway rating system is in a format that permits what if scenarios. The comparison of the proposed method with the HPMS-AP shows tl:e former more effectively identifies the roads with inadequacies

2013 Barge and Rail Symposium: Moving Freight Between Multimodal Systems

Symposiums and peer exchanges are critical venues in which researchers meet and exchange new ideas and share the results of projects with colleagues. These gatherings are particularly important for multidisciplinary research areas. Despite knowledge rapidly developing in these fields, too often conversations do not take place between individuals who occupy different research niches. This delays efforts to implement new solutions to critical, everyday problems. Currently, there is no annual meeting at which researchers doing work on freight transportation shipped on the inland waterways and railways gather to present their findings to a broad cross section of government, industry, and academic stakeholders. Given the role multimodal freight movements will play in steering US economic growth over the next 20‐30 years, this oversight demanded corrective action. This corrective action came in the form of the 2013 Barge and Rail Symposium organized by the Kentucky Transportaiton Center. This conference promoted discussions between stakeholders researching the US inland waterway system and rail network as well as businesses who rely on these transportation assets. With freight transportation as its focal point, the 2013 Barge and Rail Symposium established a collegial environment in which new bonds were forged between major stakeholders and researchers as they discussed challenges and opportunities associated with moving freight in an economic, efficient, and sustainable manner through multimodal systems. In addition to informative conference presentations, participants at the Barge and Rail Symposium had the chance to visit a number of facilities that are an integral part of multimodal freight networks, such as the McAlpine Locks and Dam, to gain firsthand knowledge of their daily operations. The 2013 Symposium balanced insightful presentations with hands‐on field experience, giving attendees a memorable experience and, more crucially, it set the stage for future collaborations between researchers and public and private stakeholders

Long-Term Maintenance Needs Planning

This research contributes to Kentucky’s knowledge base of long-term maintenance needs in two parts. Part 1 presents an estimate of the average revenue needed to maintain four categories of highway in the first fifteen years after each is built or resurfaced. Total maintenance costs per mile for four types of facilities in five AADT volume categories were estimated. The results suggest that Kentucky is not resurfacing all its roads in a timely manner. Part II presents background information on preventive maintenance programs in the states. A review of the states found two recurring themes. The first was the widespread adoption of two types of preventive measures: thin overlays and crack sealing. The second theme was the adoption of maintenance schedules to ensure timely maintenance. The report recommends the development of a routine pavement maintenance program with three elements: (1) more timely resurfacing, (2) scheduled inspections of drainage and ditching, and (3) crack sealing. It is also recommended that the Kentucky Transportation Cabinet adopt ASSHTO’s recommended performance criteria and targets for sub-drainage assets

Design MythBusters

When highway project designs depart from design values found in the Kentucky Transportation Cabinet (KYTC) Highway Design Manual and AASHTO’s A Policy on Geometric Design of Highways and Streets, project managers at the agency must obtain either a design exception or design variance. While designers are more comfortable with exceptions and variances than they were 10 or 20 years ago, some hesitancy remains, especially among the Cabinet’s consultants. Misperceptions about what exceptions or variances entail or about their performance may underlie this reluctance. Exceptions and variances are best conceptualized as formal justifications for design decisions. Project managers merely need to describe why a design does not adhere to published guidance and illustrate that safety and mobility performance are not significantly compromised — in every instance new designs offer improvement over existing conditions. The limited number of research studies on design exceptions have found no evidence to suggest facilities where exceptions have been used have worse safety performance than those which abide by typical design values. To encourage project managers and designers to embrace cost-effective, context-adapted designs — and the role of variances and exceptions play in delivering those solutions — this report presents design axioms and case studies that document projects on which exceptions and variances have been used with success. Most of the exceptions and variances used on these projects are minor (e.g., narrowing shoulders, reducing design speeds), were critical for addressing the stated purposes and needs, and resulted in a solution that blended improved roadway with the surrounding contexts. Addition examples of mostly Highway Safety Improvement Program (HSIP) projects are catalogued that illustrate how creative fixes can be used to mitigate safety concerns

Economic and Environmental Benefits of a Reduced Roadside Mowing Program for Kentucky Highways

A growing number of state departments of transportation (DOTs) are introducing conservation mowing programs that aim to reduce the frequency of roadside mowing while expanding the footprint of pollinator habitat. Wanting to get a better handle on the utility conservation mowing, the Kentucky Transportation Cabinet (KYTC) funded this study to explore the economic and environmental benefits that accrue from mowing less often. This report presents a synthesis of best conservation mowing practices based on a review of landscape management policies, programs, and procedures in use at 15 state DOTs. Most agencies divide the roadside into discrete management zones. While they continue to mow regularly in the areas closest to roadways (extending roughly 15 feet or so from the edge of the shoulder), beyond this mowing is done less often and is combined with selective herbicide use to facilitate plant species favored by pollinators. Regardless of the mowing strategy adopted, vehicle safety must be preserved by maintaining adequate clear zones and sight distances. An economic analysis of different mowing strategies found that KYTC can save between $9 million and$24 million over a five-year period through mowing cutbacks. Eliminating a single litter cycle can generate an additional $5 million in savings over the same period. To facilitate communication with the public, a proof-of-concept marketing document is put forward which explains to the driving public how KYTC is adjusting its landscape management practices. Dubbed Kentucky’s Buzzing!, the goal is to provide the public with readily understood explanations of why pollinators matter and how the Cabinet can improve their fortunes through conservation mowing

Evaluation of the Kentucky Transportation Cabinet’s Maintenance Rating Program

The Kentucky Transportation Cabinet (KYTC) relies on its Maintenance Rating Program (MRP) to systematically measure conditions on state-owned roads and rights of way. Every year, the Cabinet evaluates 300-400 road segments in each of its highway districts. Segments receive aggregate scores ranging from 0 to 100, with the target score being 80. This report appraises the MRP and discusses potential strategies for its improvement. Compared to asset management programs established at other state transportation agencies, KYTC’s performs quite well. Between 1999 and 2019, MRP data show that scores improved across all road types. In 2011, the average score for all roads eclipsed 80 and has remained above this threshold since (albeit with some fluctuation). Currently, the category of rural secondary roads is the only one with an average score below 80, although it exceeded this threshold in 2015, 2016, and 2018. KYTC maintenance staff participated in a survey that gauged whether the components evaluated as part of the MRP are relevant and useful. The component which the highest percentage of respondents said is not useful is Right-of-Way Fence (62%). Smaller but still a considerable number of respondents said Striping components lack utility (31%), followed by General Aesthetics and Regulatory/Warning Sign Assemblies (about 27%). Despite the low ranking, staff will continue inspecting right-of-way fences because of their presence on divided highways and due to funding allocations. Additional guidance could be issued to mitigate the subjectivity of aesthetic judgments. Moving forward, the Cabinet will benefit from offering robust training to MRP data collectors to ensure scoring is consistent between districts and staff

Fiscal Year 2019 FHWA-536 Report for the Kentucky Transportation Cabinet

The Federal Highway Administration (FHWA) requires state transportation agencies to submit a biennial report on local highway finances. The purpose of these reports is to provide FHWA with the data it needs to capture the financing of highway activities at the local level. Based on this information, it can identify trends in revenue, expenditures, investments, and program development, and in turn make decisions about future investments. The report, FHWA-536, asks agencies to report on four areas of local highway finance: 1) disposition of highway-user revenues; 2) revenues used for roads and streets identified by source and funding type; 3) road and street expenditures identified by purpose of activity; and 4) local highway debt status. This document summarizes data submitted to fulfill the Kentucky Transportation Cabinet’s FHWA-536 obligations in FY 2019. The table below presents itemized revenues and expenditures in each of the four areas of local highway finance listed above. Total receipts were $572,773,641, an increase of$128,136,745 over FY 2017. Total disbursements were $660,285,943, an increase of$115,307,524 over FY 2017

Jurisdictional Roadside Ditches

Section 404 of the Clean Water Act (CWA) mandates that state agencies and other entities perform compensatory mitigation when their activities impair jurisdictional waters. In the Commonwealth of Kentucky, the Kentucky Transportation Cabinet (KYTC) is required to pay in-lieu fees or purchase stream mitigation credits when a roadside ditch is impaired or relocated as part of a road construction project. In-lieu fees and stream mitigation credits are costly, and ditches that have suffered degraded habitat and loss of hydrogeomorphic functionality are treated as total losses when they are impacted by construction and maintenance activities. This raises the question of whether the United States Corps of Engineers (USACE) would be receptive to alternative mitigation and monitoring practices that impose a less stringent financial burden on the Kentucky Transportation Cabinet, but which still comply with CWA regulations. This report discusses methodologies used to evaluate the quality of instream and riparian habitat, Section 404 of the CWA and its implications for mitigation of lost or damaged jurisdictional ditches, and the strategies that have been used by other states to fulfill their Section 404 mitigation requirements. We highlight mitigation practices that depart from the norm and which place a less onerous financial burden on state transportation agencies. KYTC officials presented this report’s key findings to the USACE Louisville District Office in January 2015 in an effort to receive approval to experiment with novel restoration techniques. The USACE granted KYTC license to implement these techniques on a project-by- project basis. Before implementation on each project, the Cabinet must receive formal approval from USACE officials. Although this was not the blanket mandate that KYTC hoped for, it indicated the Louisville District is willing to study the effectiveness of alternative mitigation strategies. Despite the Cabinet’s request, USACE officials did not approve a plan to reduce post-restoration monitoring requirements. KTC researchers suggested that KYTC perform exhaustive monitoring of the performance of completed project that used alternative mitigation techniques. Having information on the short-, medium-, and long-term performance of these sites could–if the results are promising-pave the way to the wider adoption of alternative mitigation practices and could eventually reduce the level of post-restoration monitoring required by the USACE