Monica L. Barrett

Evaluation of automated bridge deck anti-icing system

Driving in snow and ice can be dangerous. This is especially true on bridges. Under certain cold weather conditions, moisture on bridge decks freezes because of the open air flow under them while the adjacent roadway is unaffected. This creates potentially hazardous driving situations for motorists who may not be expecting a change of condition from the road to the bridge surface. To combat this problem, a bridge deck anti-icing system was installed on a bridge on southbound Interstate 75 at the north interchange to Corbin, Kentucky in October 1997. This system can be actuated early before ice and snow form on the bridge to create hazardous driving conditions. The eleven parapet-mounted/bridge rail-mounted spray nozzles per side treat the two travel lanes and the approach plate with an anti-icing agent. The system uses calcium chloride as the anti-icing agent and sprays eight gallons during each application for the entire bridge. This early chemical application prevents the formation of icy conditions on the bridge deck. After four winter seasons, the anti-icing system located in Corbin, Kentucky had minimal problems associated with it. The system worked efficiently and as expected. However, because of the location on an interstate which is one of the first areas treated during snow maintenance operations and because the bridge is located in a part of the state that does not receive an abundant amount of precipitation, the system was not as effective as first anticipated. It is recommended that this system be used in the following areas and/or conditions: (1) crash prone areas, (2) isolated structures that require the deicing truck to travel an unreasonable distance to treat, (3) remote areas that are difficult to reach in bad weather, or (4) bridges over water which may be more susceptible to freezing moisture.

Analysis of Traffic Growth Rates

The primary objectives of this study were to determine patterns of traffic flow and develop traffic growth rates by highway type for Kentuckys system of highways. Additional subtasks included the following: 1) a literature search to determine if there were new procedures being used to more accurately represent traffic growth rates, 2) development of a random sampling procedure for collecting traffic count data on local roads and streets, 3) prediction of vehicle miles traveled based on socioeconomic data, 4) development of a procedure for explaining the relationship and magnitude of traffic volumes on routes functionally classified as collectors and locals, and 5) development of county-level growth rates based on procedures to estimate or model trends in vehicle miles traveled and average daily traffic. Results produced a random sampling procedure for traffic counting on local roads which were used as part of the effort to model traffic growth at the county level in Kentucky. Promising results were produced to minimize the level of effort required to estimate traffic volumes on local roads by development of a relationship between functionally classified collector roads and local roads. Both regression and logarithmic equations were also developed to explain the relationship between local and collector roads. County-level growth rates in traffic volumes were analyzed and linear regression was used to represent changes in average daily traffic to produce county-level growth rates by functional class. Linear regression and neural network models were developed in an effort to estimate interstate and non-interstate vehicle miles traveled.

Analysis of Traffic Crash Data in Kentucky (2000 - 2004)

This report documents an analysis of traffic crash data in Kentucky for the years of 2000 through 2004. A primary objective of this study was to determine average crash statistics for Kentucky highways. Average and critical numbers and rates of crashes were calculated for various types of highways in rural and urban areas. These data can be used in Kentucky’s procedure to identify locations that have abnormal rates or numbers of crashes. The other primary objective of this study was to provide data that can be used in the preparation of the problem identification portion of Kentucky’s Annual Highway Safety Plan. County and city crash statistics were analyzed. A summary of results and recommendations in several problem identification areas is presented. These general areas include alcohol involvement, occupant protection, speed, teenage drivers, pedestrians, bicycles, motorcycles, trucks, and vehicle defects. Other areas included in the analysis for which specific recommendations were not made include drug involvement, school bus crashes, and train crashes. The crash data are now contained in the Collision Report Analysis for Safer Highways (CRASH) data base. This data base is updated daily so the number of crashes in a given calendar year will continue to change for a substantial time after the end of that year.

Kentucky’s Highway Incident Management Strategic Plan

Kentuckys Highway Incident Management Strategic Plan consists of a mission statement, 4 goals, 16 objectives, and 49 action strategies. The action strategies will help Kentucky achieve its primary goals for incident management, which are as follows: 1) improved safety of responders, highway workers, and motorists; 2) reduced traffic delay; 3) improved motorist awareness; and 4) improved responder and highway worker preparedness.

Analysis of Traffic Crash Data in Kentucky (1997-2001)

This report documents an analysis of traffic crash data in Kentucky for the years of 1997 through 2001. A primary objective of this study was to determine average crash statistics for Kentucky highways. Average and critical numbers and rates of crashes were calculated for various types of highways in rural and urban areas. These data can be used in Kentuckys procedure to identify locations that have abnormal rates or numbers of crashes. The other primary objective of this study was to provide data which can be used in the preparation of the problem identification portion of Kentuckys Annual Highway Safety Plan. County and city crash statistics were analyzed. A summary of results and recommendations in several problem identification areas is presented. These general areas include alcohol involvement, occupant protection, speed, teenage drivers, pedestrians, bicycles, motorcycles, trucks, and vehicle defects. Other areas included in the analysis for which specific recommendations were not made include drug involvement, school bus crashes, and train crashes. The police report was changed starting in January 2000. Some of the codes were changed from previous years which may result in changes in some of the data. Also, the crash data are now contained in the Collision Report Analysis for Safer Highways (CRASH) data base. This data base is updated daily so the number of crashes in a given calendar year will continue to change for a substantial time after the end of that year.

Management and Effective Use of Changeable Message Signs (Final Report)

Changeable message signs (CMSs) are used to communicate accurate, timely, and pertinent information to travelers on Kentuckys roadways. This information helps travelers avoid hazards or delays and respond properly to changing roadway conditions. In an ideal environment, the Kentucky Transportation Cabinet (KYTC) would be able to allocate CMSs to various areas of the state based upon changing needs. The location of each sign would be monitored, and the message could be controlled and checked remotely. Currently these capabilities do not exist. KYTC has four different types of portable CMSs in use throughout the state. Each type has different internal and external interfaces, and each requires different replacement parts. Also, there is no policy or guidelines in place for the use of these signs. The decision on how and when the CMSs are used is made at the district level on a case-by-case basis. This research effort includes an evaluation of Kentuckys current inventory and usage of CMSs, identification of key issues associated with the signs, and identification of state and regional policies on the management and use of CMSs. Recommended guidelines for the management and use of CMSs are included in this report.

Use of Reflective Armbands to Improve Adolescent Pedestrian and Pedalcyclist Safety

The objective of this effort was to determine if elementary and middle school students could be educated to use reflective armbands to increase their visibility to motorists while walking or bicycling to school. The number of armbands and surveys distributed totaled slightly over 7,000. Responses were received from approximately 12 percent (873) of the pre-surveys and slightly over3 percent (119) of the post-surveys. Respondents to the survey indicated nearly 15 percent of school children receiving reflective armbands were wearing the armband “ever day” or “most days”. Of the parents responding, 21 percent indicated their children would continue to wear the armband on their travel to and from school. The armbands were generally well received by the students, with more enthusiasm by the younger students. The fact that the reflective armbands were removable was problematic to their effectiveness. Considering the necessity to remove and reapply the armband each time it is to be used, the device may be better suited for adults.

Development of Kentucky's Highway Incident Management Strategic Plan

Even though Kentucky has undertaken many initiatives to improve specific aspects of incident management, there has never been a plan that establishes an overall framework for a systematic, statewide, multi-agency effort to improve the management of highway incidents. The objective of this project was to develop a strategic plan that provides a vision and strategy for significantly improving all aspects of incident management. This report identifies the current and best practices for highway incident management in the United States and in Kentucky and establishes a vision for the future of highway incident management in Kentucky. The plan developed through the efforts of this project consists of a mission statement, 4 goals, 16 objectives, and 49 action strategies. The action strategies are arranged by priority and recommended time frame for implementation. When implemented, the action strategies will help Kentucky achieve its primary goals for incident management, which are as follows: 1) improved safety of responders, highway workers, and motorists; 2) reduced traffic delay; 3) improved motorist awareness; and 4) improved responder and highway worker preparedness.

Evaluation of Methods to Limit the Time Taken to Investigate Crash Sites

This study seeks to identify opportunities to reduce the time required to investigate and clear crash scenes. This project includes a review of state and national best practices with a specific, detailed examination of the use of photogrammetry for reconstruction. Findings suggest that most of the agencies that have tried photogrammetry are no longer using the method or using it very little due to the costs, labor intensity, steep learning curve and difficulty mapping and qualifying the data. Recommendations are presented to reduce the time taken to investigate crash sites.

ANALYSIS OF TRAFFIC CRASH DATA IN KENTUCKY (1998-2002)

This report documents an analysis of traffic crash data in Kentucky for the years of 1998 through 2002. A primary objective of this study was to determine average crash statistics for Kentucky highways. Average and critical numbers and rates of crashes were calculated for various types of highways in rural and urban areas. These data can be used in Kentuckys procedure to identify locations that have abnormal rates or numbers of crashes. The other primary objective of this study was to provide data that can be used in the preparation of the problem identification portion of Kentuckys Annual Highway Safety Plan. County and city crash statistics were analyzed. A summary of results and recommendations in several problem identification areas is presented. These general areas include alcohol involvement, occupant protection, speed, teenage drivers, pedestrians, bicycles, motorcycles, trucks, and vehicle defects. Other areas included in the analysis for which specific recommendations were not made include drug involvement, school bus crashes, and train crashes. The police report was changed starting in January 2000. Some of the codes were changed from previous years, which may result in changes in some of the data. Also, the crash data are now contained in the Collision Report Analysis for Safer Highways (CRASH) data base. This data base is updated daily so the number of crashes in a given calendar year will continue to change for a substantial time after the end of that year.