Traffic Analysis for Alexandria Pike (US 27) in Campbell County, KY
August 2004
Prepared by the Ohio-Kentucky-Indiana Regional Council of Governments
Acknowledgments
Title Traffic Analysis for Alexandria Pike (US 27) in Campbell County, KY
Abstract This report provides an inventory of the existing and potential traffic conditions along US 27 (Alexandria Pike) in Campbell County. This inventory provides a baseline condition to aid in evaluating future transportation improvements throughout the corridor. The study corridor on US 27 extends nearly eight miles from KY536 to Interstate 471 through the municipalities of Alexandria, Cold Spring, Highland Heights and unincorporated Campbell County.
Date August 2004
Agency Ohio-Kentucky-Indiana Regional Council of Governments Mark Policinski, Executive Director
Project Manager Andrew J. Reser
Project Staff Andrew Reser, Principal Author Robert Koehler, P.E., Director of Transportation Planning Regina Brock James Fausz John Heilman, P.E. Andrew Johns, A.I.C.P. David Shuey
The preparation of this document was financed cooperatively by the Federal Highway Administration, the Federal Transit Administration, the Commonwealth of Kentucky Transportation Cabinet and the units of local and county government in the Kentucky portion of the OKI region. The opinions, findings, and conclusions expressed in this document are those of the OKI Regional Council of Governments and are not necessarily those of the U.S. Department of Transportation. This report does not constitute a standard, specification, or regulation.
Table of Contents
Page
1. Introduction 1 - 1 2. Demographic Overview 2 - 1 3. Traffic Volumes and Level-of-Service 3 - 1 4. Observed Travel Times 4 - 1 5. Safety 5 - 1 6. Traffic Operations Improvements 6 - 1 7. Examination of Selected Intersections and Recommendations for Further Study 7 - 1
List of Figures and Tables
Figure 1-1 US 27 Study Area Figure 1-2 Alexandria Pike Aerial, KY 536 to KY 10 Figure 1-3 Alexandria Pike Aerial, KY 10 to KY 709 Figure 1-4 Alexandria Pike Aerial, KY 709 to KY 9 Figure 1-5 Alexandria Pike Aerial, KY 9 to KY 1998 Figure 1-6 Alexandria Pike Aerial, KY 1998 to I-471 Table 2-1 Population and Households in Campbell County Table 2-2 Employment in Campbell County Table 2-3 Inter-County Commuting by Percent of Workers Figure 2-1 Campbell County 2000 Population Distribution Figure 2-2 Percent Population Change (2000-2030) by Traffic Analysis Zone Figure 2-3 Campbell County 2000 Employment Distribution Figure 2-4 Percent Employment Change (2000-2030) by Traffic Analysis Zone Table 3-1 Historical and Forecasted Traffic Figure 3-1 2000 Level-of-Service Figure 3-2 2030 Level-of-Service Table 4-1 Alexandria Pike - Travel Time Data by Section Figure 4-1 Observed Daily Hours of Delay Figure 4-2 Speed Plot of Southbound PM Peak at 1-Second Intervals Figure 5-1 Crash Rates by Roadway Segment Figure 7-1 Alexandria Pike (US 27) and KY 10 Intersection Figure 7-2 Alexandria Pike (US 27) and Crossroads Blvd. Intersection Figure 7-3 Alexandria Pike (US 27) and Industrial Rd. (KY 1998) Intersection Figure 7-4 Alexandria Pike (US 27) and Martha L. Collins Blvd. Intersection Figure 7-5 Alexandria Pike (US 27) and I-471 Intersection Figure 7-6 Pictures of Selected Intersections
SECTION 1
INTRODUCTION
This report provides an inventory of the existing and potential traffic conditions along Alexandria Pike (US 27) in Campbell County. This inventory provides a baseline condition to aid in evaluating future transportation improvements throughout the corridor. The study corridor on US 27 extends nearly eight miles from KY536 to Interstate 471 (Figure 1-1) through the municipalities of Alexandria, Cold Spring, Highland Heights and unincorporated Campbell County. Information for this report comes from field observations of travel times and traffic conditions within the corridor, interviews with Campbell County and Kentucky Transportation Cabinet (KYTC) staff, OKI’s Regional Transportation Plan and OKI’s Geographic Information System. Aerial photographs of the study corridor are provided in Figures 1-2 thru 1-6. Section 2 provides a demographic overview with year 2000 and forecasted 2030 population, household, and employment information, as well as commuting figures for the county. Section 3 summarizes the travel performance of the corridor based on observed and projected traffic volumes and level-of-service output of the OKI travel demand model. Section 4 describes the methodology and results of OKI’s recent travel time survey of the study corridor. Section 5 discusses travel safety and examines crash rates along the study corridor. Issues related to traffic operations improvements are addressed in Section 6. An inventory of selected signalized intersections and recommendations for further study are presented in Section 7.
1-1 Figure 1-1 Alexandria Pike (US 27) Study Corridor KY536 to I-471
TS1120 TS1892
445 TS1632 TS ¦¨§275 TS2238 TS1998 471 TS2345 ¦¨§ TS2926 3490 TS TS8
TS2925
TS547 TS709
2924 ¡27 TS ¾ 1566 9 TS TS915 TS TS2921 TS1997 TS536 1996 TS TS735 1121 TS TS10 TS2376
TS824 Legend TS1936 TS1280 Study Corridor TS2828 Interstate US Highway TS154 State Route County Road
¬ 012340.5 Miles Figure 1-2 Alexandria Pike (US 27) - KY536 to KY10
47 5 SR S R 1 0
S R
1 1 2 1
0
1
R
S
36 SR 5 7
2
S
U
Photo taken: July 2003
00.05 0.1 0.2 0.3 0.4 Miles . Figure 1-3
Alexandria Pike - KY10 to KY709
9
0 7
S R
R 9 S
Campbell County Middle School
SR 29 24
7
2 S R
S 1 547 0 U SR
10 SR
Photo taken: July 2003 00.05 0.1 0.2 0.3 0.4 Miles . Figure 1-4 Alexandria Pike - KY709 to KY9
S R 29 U S SR 9 25 2 7
S R 9
5 2 9 2
R S
Village Green Shopping Center
5
1 9
9
S 0
R R 7
S
2 R 9 2 S 4
Photo taken: July 2003
00.05 0.1 0.2 0.3 0.4 Miles . Figure 1-5 Alexandria Pike - KY9 to KY1998
98
19
R S
5 292 SR
U S 2 7
Crossroads Blvd.
SR 9 SR 9
Photo taken: July 2003
00.05 0.1 0.2 0.3 0.4 Miles . Figure 1-6 Alexandria Pike - KY1998 to I-471
I - 4
7
1
S R 2 2 3 8
98 Northern Kentucky University 19 0 SR 49
3 SR 2926 SR
SR 2345
6 SR 292
U S 27
98 9 1 R S
Photo taken: July 2003 00.05 0.1 0.2 0.3 0.4 Miles .
SECTION 2
DEMOGRAPHIC OVERVIEW
Population and household change are strong indicators of transportation needs. From 2000 to 2030, Campbell County’s population and households are expected to increase by 8% and 17% respectively (Table 2-1).
Table 2-1 Population and Households in Campbell County % change 1970 1980 1990 2000 2010 2020 2030 2000-2030 Population 88,704 83,317 83,866 88,616 92,315 94,962 95,862 8.18% Households 27,007 28,618 31,169 34,742 37,394 39,464 40,650 17.01% SOURCE: 1970-2000 Censuses of Population, U.S. Census Bureau, 2010-2030 projections by the Kentucky State Data Center (2003 Edition, Middle Series).
While the county population in 2000 is primarily concentrated north of I-275 (Figure 2-1), the central and southern portions of the county are expected to experience the highest percentage change in population growth (Figure 2-2). Employment in Campbell County was about 27,000 in 2000 (Table 2-2). Employment in the county is expected to grow 26% by 2030 which represents the addition of more than 9,000 jobs.
Table 2-2 Employment in Campbell County 2000 2010 2020 2030 % change 2000-2030 Employment 26,609 30,899 32,576 36,016 26.12% SOURCE: 2000 derived by OKI from ES202 data and other sources. 2010-2030 projections derived by OKI from projected population and age-specific labor force participation rates and adjusted for commuting in and out of the region.
In 2000, employment was concentrated in downtown Newport and Bellevue, around Northern Kentucky University, and along the US27 corridor (Figure 2-3). The highest percentage of employment growth is expected to occur in the central and southern portions of the county, with a few pockets of high employment growth north of I-275 (Figure 2-4). Although work trips comprise only about one-fifth of the total person trips, they create the greatest demand on the transportation system because of their morning and afternoon peaks. Employment creates a further stress on the system due to longer trips. In 2000, 64% of Campbell County workers traveled to other counties for employment (Table 2-3). Hamilton County (35%) and Kenton County (14%) were top destinations for Campbell County workers.
2-1 Table 2-3 Inter-County Commuting by Percent of Workers From County of To County of Work In Out of Residence Butler Clermont Hamilton Warren Boone Campbell Kenton Dearborn Region Region Total Butler 56.40% 0.70% 29.90%6.90% 0.50% 0.20% 0.40% 0.10% 95.30% 4.70% 100% Clermont 3.30% 40.10% 45.40% 3.70% 1.60% 0.80% 1.80% 0.20% 96.90% 3.10% 100% Hamilton 4.60% 2.10% 84.40%2.30% 1.60% 0.70% 2.00% 0.30% 98.10% 1.90% 100% Warren 11.20% 1.90% 27.90%38.50% 0.40% 0.10% 0.30% 0.00% 80.40% 19.60% 100% Boone 1.40% 0.80% 18.80% 0.50% 53.00% 2.60% 18.50% 0.80% 96.40% 3.60% 100% Campbell 1.50% 1.40% 34.90% 0.80% 9.50% 36.10% 13.50% 0.10% 97.80% 2.20% 100% Kenton 1.20% 1.00% 26.50% 0.40% 22.40% 5.10% 40.40% 0.30% 97.40% 2.60% 100% Dearborn 3.30% 0.30% 33.80% 0.40% 6.50% 0.60% 2.00% 41.90% 88.70% 11.30% 100% Region Total 13.60% 5.30% 54.60% 5.90% 6.10% 2.70% 6.10% 1.30% 95.60% 4.40% 100% SOURCE: 2000 County to County Work Flows, Number of Workers by County of Residence by County of Work, Census of Population, U.S. Census Bureau.
2-2 Figure 2-1 Campbell County 2000 Population Distribution
1120 TS Population by Census Block TS1892
445 TS1632 TS 1 Dot = 25 persons ¦¨§275 TS2238 TS1998 471 TS2345 ¦¨§ TS2926 3490 TS TS8
TS2925
TS547 TS709
2924 ¡27 TS ¾ 1566 9 TS TS915 TS TS2921 TS1997 TS536 1996 TS TS735 1121 TS TS10 TS2376
TS824
TS1936 TS1280 TS2828
TS154
¬ 012340.5 Miles Figure 2-2 Percent Population Change (2000-2030) By Traffic Analysis Zone (TAZ)
TS1120 TS1892
445 TS1632 TS ¦¨§275 TS2238 TS1998 471 TS2345 ¦¨§ TS2926 3490 TS TS8
TS2925
TS547 TS709
2924 ¡27 TS ¾ 1566 9 TS TS915 TS TS2921 Legend TS1997 Percent Population Change TS536 1996 less than 0% TS TS735 1121 0% to 5% TS TS10 5% to 10% TS2376 10% to 20% 20% to 30% TS824 over 30% TS1936 TS1280 TS2828
TS154
¬ 012340.5 Miles Figure 2-3 Campbell County 2000 Employment Distribution
TS1120 Employment by Census Block TS1892
445 TS1632 TS 1 Dot = 10 employees ¦¨§275 TS2238 TS1998 471 TS2345 ¦¨§ TS2926 3490 TS TS8
TS2925
TS547 TS709
2924 ¡27 TS ¾ 1566 9 TS TS915 TS TS2921 TS1997 TS536 1996 TS TS735 1121 TS TS10 TS2376
TS824
TS1936 TS1280 TS2828
TS154
¬ 012340.5 Miles Figure 2-4 Percent Employment Change (2000-2030) By Traffic Analysis Zone (TAZ)
TS1120 TS1892
445 TS1632 TS ¦¨§275 TS2238 TS1998 471 TS2345 ¦¨§ TS2926 3490 TS TS8
TS2925
TS547 TS709
2924 ¡27 TS ¾ 1566 9 TS TS915 TS TS2921 Legend TS1997 Percent Employment Change TS536 1996 less than 0% TS TS735 1121 0% to 5% TS TS10 5% to 10% TS2376 10% to 20% 20% to 30% TS824 over 30% TS1936 TS1280 TS2828
TS154
¬ 012340.5 Miles SECTION 3
TRAFFIC VOLUMES AND LEVEL-OF-SERVICE
Traffic Volumes
Within the study corridor, the Kentucky Transportation Cabinet has conducted traffic counts at seven locations along US27. Count data are available for various years, dating back to the 1970’s and continuing to the present. Table 3-1 shows average daily traffic counts for 1980, 1990, 2004 and projected to 2030 for each of the seven locations. Where counts were not available for 1980, 1990 and 2004, an interpolated count is provided based on a linear trend. Projections for 2030 are from OKI’s Travel Demand Model, based on future demographic and employment distributions and the completion of committed transportation projects such as the NKU Loop Road and the widening of US27 south of the study area.
Table 3-1 Historical and Forecasted Traffic along US27 Distance 1980 1990 2004 2030 2004-2030 Between (mi) Count Count Count Projected % change Lickert Rd. and Washington Street 3.04 10550 15280 23100 28100 22% Washington Street and KY 709 1.34 16000 21900 34400 38800 13% KY 709 and KY 9 1.92 * * 29200 41200 41% KY 9 and East Alexandria Pike 1.36 12200 24267 29800 40900 37% East Alexandria Pike and KY 1998 0.72 21507 26322 36000 43700 21% KY 1998 and KY 2345 0.37 21800 29100 38400 47300 23% KY 2345 and KY 471 0.60 30200 40367 50200 60300 20% * count not available
From 1980 to 2004, traffic volumes increased between 66% and 119%. The section between KY 9 and East Alexandria Pike showed the greatest increase in volume. A major factor in this traffic growth was the opening of the new KY 9, with the Campbell County portion opening in 1990. For the period to 2030, traffic volumes are projected to increase between 13% and 41%. For the future period, the two sections between KY 709 and East Alexandria Pike are projected to experience the greatest increase.
Level-of-Service
Level-of-service (LOS) is a performance measure derived from the application of OKI’s travel demand model. The ratio of a roadway’s peak hour traffic volume to available capacity is divided into six ranges and assigned a level-of-service
3-1 category A through F with level-of-service F being indicative of the most congestion. The OKI travel demand model provides an output report of daily highway congestion for an average day. Figure 3-1 shows LOS for the model base year 2000. LOS F and E occur in the section between KY1998 (Industrial Rd.) and I-471. The section between East Alexandria Pike and KY1998 experiences LOS D. The remainder of the study corridor is LOS C, B, and A. LOS for 2030 is presented in Figure 3-2. The 2030 scenario assumes no changes in capacity for the study corridor. In 2030, LOS F is projected for the entire section between KY1998 and I-471, with most of the remaining corridor operating at LOS D.
3-2 Figure 3-1 2000 Level-of-Service
TS2238 ¦¨§471 TS8 ¦¨§275 TS2926 TS2345 TS1998 TS3490
TS547
TS2925
TS9
¾¡27
TS709
TS915
TS2924
2000 Level-of-Service
A
B
C TS10 D TS1121 E
F TS536
¬ 00.511.520.25 Miles Figure 3-2 2030 Level-of-Service
2238 TS 471 ¦¨§ TS8 2926 ¦¨§275 TS 1998 3490 TS TS TS2345
TS547
TS2925
TS9
¾¡27
TS709
TS915
TS2924
2030 Level-of-Service
A
B TS10
C
D TS1121 E
F TS536
¬ 00.511.520.25 Miles SECTION 4
OBSERVED TRAVEL TIMES
Speed and delay can be calculated using time, distance and volume data. Data collection consisted of travel time measurements taken in June 2004 between key intersections during three time periods; AM peak (7-9 a.m.), PM peak (4-6 p.m.) and mid-day (10 a.m. – 3:30 p.m.) hours. A minimum of four travel time measurements for the AM and PM periods and a minimum of two measurements for the mid-day period were recorded on at least two different days. Data was collected on weekdays only. This data was combined with travel times collected during Winter 2004 for OKI’s regional Congestion Management System (CMS) study. The CMS study is designed to evaluate recurring congestion only. Congestion and delay due to accidents, adverse weather and other incidents are not represented. Key intersections were determined prior to the travel time measurements and entered into a database and mapped in OKI’s Geographic Information System (GIS).
The precise time and vehicle position were automatically recorded in one-second intervals by a Global Positioning System (GPS) unit. No interface with the GPS unit was required during driving. At the office, the project manager transferred the GPS data to the OKI GIS. A subroutine matched each predefined intersection with the nearest measurement location. The arrival time at each intersection was exported to a database. The database calculates travel time and speed information along each section (between selected intersections).
The following details the data definitions and sources used in this analysis:
Distance units: miles source: OKI geographic information system, street centerline file Optimal travel time units: hours:minutes:seconds source: Calculated by the formula distance/(optimal speed/60). Optimal speed is from the OKI travel demand model and is calculated based on methodologies in the FHWA Highway Capacity Manual. Average AM Runtime units: hours:minutes:seconds source: Average of observed weekday travel time, measured during the period of 7:00 a.m. to 9:00 a.m. Minimum of four observations. Average MD Runtime units: hours:minutes:seconds source: Average of observed weekday travel time, measured during the period of 10:00 a.m. to 3:30 p.m. Minimum of two observations.
4-1 Average PM Runtime units: hours:minutes:seconds source: Observed weekday travel time, measured during the period of 4:00 p.m. to 6:00 p.m. Minimum of four observations. Vehicle Delay units: minutes source: Calculated by subtracting optimal travel time from observed travel time. If optimal travel time is greater than observed travel time, delay per vehicle is 0. (Assumes all vehicles are affected equally) Total Vehicle Daily Delay units: hours per day source: Calculated by multiplying the delay per vehicle for each time period by the estimated volume during that time period and summing across all three periods. For every facility evaluated, 2- way average annual daily traffic (AADT) was available for the majority of the links. The traffic volumes were divided by two in order to estimate directional AADT. The traffic volumes were not always collected in the same year. The collection year for traffic volumes ranged from 2000 to 2003. The most recent traffic volume available was always used. Where no traffic volumes were available, base year output from OKI’s Travel Demand Model was used. Traffic volumes were multiplied by the proportion of travel by time period. The proportion of travel by time period was developed from permanent traffic counting stations located throughout the OI region for the years 1998-2002. The proportions of travel by time period are; 15% during AM Peak, 27% during Mid-day peak, and 11% during PM peak.
Average speed and delay information by road section were calculated. Delay is a measure of congestion that can include waiting time at signals, as well as delay caused by high traffic volume to capacity. Actual travel times are measured and compared to optimum travel times at optimal speeds from the OKI travel demand model. Based on the observed data, it was found that total travel time northbound, through the entire study area, averaged 13 minutes 46 seconds in the morning peak period and 14 minutes 46 seconds in the evening peak period, as compared to 11 minutes 29 seconds under optimal flow. Southbound travel time averaged 11 minutes 45 seconds in the morning peak and 14 minutes 9 seconds in the evening peak. For the section between KY2345 and I-471, both northbound and southbound evening peak periods experienced the highest delay per vehicle with 1.5 minutes of delay. That section also experienced the most total daily delay with 245 vehicle hours of daily delay northbound, and 161 vehicle hours of daily delay southbound. Total vehicle daily delay throughout the study corridor is over 800 hours. Details of the observed travel times can be found in Table 4-1. Figure 4-1 shows the total daily delay for each section.
4-2 Figure 4-2 provides a more detailed view of a travel time run. The speed plot displays the actual vehicle speed at each one-second location. Larger points represent slower travel speeds. Of course, speed is highly dependent upon signal timing, especially in the northern portion of the study corridor where there is a high concentration of signalized intersections. Viewing a series of these speed plots, over time, could indicate specific areas of concern.
4-3 Table 4-1 Alexandria Pike - Travel Time Data by Section Facility Section Name Dist Optimal OptimalAvg AM AM AM Veh Avg MD MD MD Veh Avg PM PM PM Veh Total Vehicle Speed* Travel Runtime Speed Delay Runtime Speed Delay Runtime Speed Delay Daily Delay Time (MPH) (mins) (MPH) (mins) (MPH) (mins) (hours) Kentucky US27 NB US27 KY536 to KY10 1.20 46 0:01:34 0:01:35 46 0.01 0:01:38 44 0.07 0:01:37 45 0.05 4.78 US27 KY10 to Poplar Ridge Rd. 1.12 41 0:01:38 0:02:12 30 0.57 0:02:05 32 0.44 0:01:56 35 0.29 44.65 US27 Poplar Ridge Rd. to KY709 0.72 42 0:01:02 0:01:22 32 0.34 0:01:01 43 0.00 0:01:11 37 0.15 16.48 US27 KY709 to KY9 1.91 42 0:02:44 0:02:43 42 0.00 0:03:05 37 0.35 0:03:09 36 0.43 34.15 US27 KY9 to East Alexandria Pk. 1.36 41 0:01:59 0:01:54 43 0.00 0:02:03 40 0.06 0:02:03 40 0.07 5.16 US27 East Alexandria Pk. to KY1998 0.72 45 0:00:58 0:01:47 24 0.81 0:01:41 26 0.73 0:01:28 29 0.51 107.53 US27 KY1998 to KY2345 0.38 37 0:00:37 0:00:44 31 0.11 0:00:59 23 0.37 0:00:54 25 0.29 44.35 US27 KY2345 to I-471 0.59 37 0:00:57 0:01:29 24 0.53 0:02:23 15 1.42 0:02:27 14 1.49 243.67 Total 0:11:29 0:13:46 0:14:54 0:14:46 500.79 Kentucky US27 SB US27 I-471 to KY2345 0.59 37 0:00:58 0:01:17 28 0.33 0:01:43 21 0.75 0:02:27 15 1.49 161.41 US27 KY2345 to KY1998 0.38 37 0:00:37 0:01:00 23 0.37 0:00:43 32 0.09 0:01:03 22 0.42 36.85 US27 KY1998 to East Alexandria Pk. 0.71 45 0:00:57 0:01:10 37 0.22 0:01:10 37 0.22 0:01:16 34 0.32 36.68 US27 East Alexandria Pk. to KY9 1.36 41 0:01:59 0:01:42 48 0.00 0:01:49 45 0.00 0:01:53 43 0.00 0.00 US27 KY9 to KY709 1.91 42 0:02:44 0:02:27 47 0.00 0:03:18 35 0.57 0:03:14 36 0.50 50.83 US27 KY709 to Poplar Ridge Rd. 0.72 42 0:01:02 0:00:55 47 0.00 0:01:09 38 0.11 0:01:08 38 0.10 10.12 US27 Poplar Ridge Rd. to KY10 1.12 41 0:01:38 0:01:47 38 0.14 0:02:07 32 0.49 0:01:45 38 0.12 31.45 US27 KY10 to KY536 1.20 46 0:01:34 0:01:31 47 0.00 0:01:27 50 0.00 0:01:23 52 0.00 0.00 Total 0:11:29 0:11:51 0:13:25 0:14:09 327.34
*source of free-flow speed is OKI Travel Demand Model. In some cases free-flow speed may be greater than Alexandria Pike, Table 4-1 observed speed due to occassional inaccuracies in the link-level assumptions used to derive model speed. Figure 4-1 Observed Daily Hours of Delay Alexandria Pike
471 TS2238 ¦¨§ GF TS8 ¦¨§275 TS2926 TS1998 TS3490 GF GF
TS547 GF
TS2925
TS9 GF
¾¡27
TS709 GF
TS915 GF TS2924
Daily Hours of Delay (Total Volume * Delay Per Vehicle)
0 to 16 GF 10 16 to 42 TS
42 to 82
82 to 153 TS1121 153 to 391 GF GF Checkpoint Intersections TS536
¬ 00.511.520.25 Miles Figure 4-2 Speedplot of Southbound PM Peak at 1-Second Intervals Alexandria Pike
2238 8 TS ¦¨§471 TS !!! ¦¨§275 !!! TS2926 !!!! TS2345 !!! TS1998 TS3490 !!!! !!!!!! !!! TS547 !!!!!!!!!!!!! !!!!! !!!!!!!!!!!! !!!!!! !!!!! !!!!! !!!! !!!! !! !!! ! ! ! ! ! ! ! ! ! !! ! !!! !! !!! !!! !!! !!! !!! !!! 2925 !!! TS !!! !!! !!!!! !!! !!! !!! !!! TS9 !!!!! !!!!! !!!!!! !!!!!! !!! !! ¾¡27!! ! !!! !!! !!! !!!! !!! !!! !!! !! !! !! !!! !!! !! !! !! ! !! !!! !!! !!!!!!!! TS709 !!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!! TS915 !!! !! !! !! ! ! !! !! ! 2924 !! TS !! !! !! Legend !!! !! ! ! ! !! 0.0 - 15.0 MPH !! ! ! ! ! ! ! ! ! ! ! ! ! 15.1 - 25.0 MPH ! ! ! ! ! ! ! ! ! 10 ! TS ! ! 25.1 - 35.0 MPH ! ! ! ! ! ! ! ! ! ! ! 35.1 - 45.0 MPH ! ! ! ! ! ! ! ! ! 45.1 - 70.0 MPH !! TS536
00.25 0.5 1 1.5 2
¬ Miles SECTION 5
SAFETY
Improving travel safety by reducing the risk of crashes that cause death or injuries and provide for the security of transportation users is an important issue along Alexandria Pike. Within the study area between 2000 and 2002, there were 808 crashes of which one crash had a fatality. Twenty percent of the crashes involved an injury. Every person in Campbell County is affected by the cost of traffic crashes. These costs are felt through an incremental loss in productivity due to incident-related congestion, actual property damage costs and monetary costs associated with medical expenses, increased insurance premiums and legal fees. Improving travel safety will have positive impacts for every person who uses Alexandria Pike as a means of travel.
The first step in improving travel safety on Alexandria Pike is determining where most crashes occur so that safety improvements for those areas can be explored. Within the last 18 months, OKI has been able to acquire crash rate data from the Kentucky Transportation Cabinet (KYTC). This data spans the three-year period from 2000 to 2002.
The use of crash rates (expressed as the number of crashes per million vehicle miles of travel) is the best measure of the safety condition of the roadway because it takes into account traffic volume. As shown in Figure 5-1, segments in more pronounced darker red have higher crash rates while those in yellow have lower crash rates. Figure 5-1 also indicates the actual crash rate for each individual segment. The segment with the highest crash rate within the study area is along Alexandria Pike from I-471 to KY1998 (Industrial Road).
5-1 Figure 5-1 Crash Rates by Roadway Segment ST1998
¦¨§471
ST2238 ST2926 ST8
ST3490 5.44 ST2345
3.73
0.85
KENTON
COUNTY 547 ¾¡27 ST ST9 CAMPBELL 1.71 COUNTY ST1997 ST709
ST915
2.64 Legend ST2924
ST1930 Less Than 1 Crash per MVM* KENTON COUNTYMore Than 1 Crash per MVM More Than 3 Crashes per MVM 4.41 More Than 5 Crashes per MVM More Than 7 Crashes per MVM OKI Street Centerlines ST10
1.68
ST536
¬ 00.2 0.4 0.8 1.2 1.6 *Million Vehicle Miles Miles Source: Kentucky Transportation Cabinet SECTION 6
TRAFFIC OPERATIONS IMPROVEMENTS
By enabling roadways to perform more efficiently, operational improvements increase roadway capacity, may reduce the need for expansion projects, and help preserve and maintain the existing infrastructure, which is a high priority at national and regional levels. Operational improvements, such as access management and improved signalization, can be very effective in reducing congestion. By facilitating traffic turns, merging, and other movements, operational improvements enhance both mobility and safety.
In comparison to capacity construction projects, most operational improvements can be implemented relatively quickly and at a low cost. Although congestion is an area-wide phenomenon, operational improvements are especially effective on arterials, such as Alexandria Pike. Before the interstate highways were constructed, it was arterials — mostly federal and state highways — that determined the locations of major travel origins and destinations, and these facilities continue to shape current travel patterns. The region’s arterial system accounts for about 35% of daily vehicle miles of travel and is critical to regional mobility.
As development and single-occupant vehicle (SOV) travel have increased, the region’s arterials have become more congested and less efficient. Proliferation of curb cuts (driveways), frequent and improperly spaced traffic signals, inadequate turn lanes, and other factors have reduced arterials’ ability to move traffic.
As curb cuts and cross streets have multiplied on arterials, they have also reduced safety. Every accelerating, decelerating, or turning vehicle increases accident risk. Typically, more than half of all accidents occur at intersections or are access-related. As traffic volume increases, so does the potential for accidents from conflicting maneuvers.
Another consequence of development that impairs arterial performance is the use of traffic signals to move vehicles safely through intersections. Every signalized intersection reduces arterial capacity because some green time is set aside to serve the intersecting street. Frequent and poorly spaced traffic signals can reduce roadway capacity by more than 50%.
Where curb cuts, cross streets, and traffic signals are already in place, their adverse impacts can be mitigated by a variety of operational improvements. On arterials where development is pending or just beginning, arterial capacity can be preserved and mobility problems can be mitigated by a preventative approach.
6-1
Access Management in Developing Areas In developing areas, such as the portion of US27 south of East Alexandria Pike, access management is fundamental to preventing the mobility and safety problems caused by multiple curb cuts and traffic signals. Access management is also appropriate for developed areas, but it takes a different approach, as discussed in the next section. Access management controls the design and operation of driveway and street connections onto a highway. This control is achieved by public plans or policies aimed at preserving the functional integrity of the existing roadway system.
In managing vehicular access between the public roadway system and adjacent private property, access management may address:
• The number, location, and design of private access points • The frequency and spacing of cross streets and signalized intersections • The addition of turn lanes or the prohibition of turns • Land planning and development activities • Safety and operational issues such as sight distances and corner clearances
Access management has been demonstrated as an effective means of reducing congestion and improving safety. A Florida study found that travel delays during peak hours, an indicator of congestion, decreased by as much as 76% after half the median openings were closed. In Colorado, case studies of access management applications on urban and suburban arterials show crashes reduced by 20% to 60%. According to the Ohio Department of Transportation, access management can increase travel speeds as much as 50% and reduce accidents by as much as 50%.
There are a number of means by which units of government can implement access management, including the following:
• A corridor access management plan, which is formally adopted by the appropriate units of local government. • Case-by-case negotiation, in which a governmental agency negotiates with developers and landowners on a case-by-case basis • Access management regulations or ordinances, that are legally enforceable, can be adopted as policy or planning tools for all lands and roads under a local government’s jurisdiction • Planned unit development and/or subdivision regulations, which incorporate language ranging from specific and detailed requirements to simply recognizing access management as a legitimate governmental
6-2 function for which authority is vested in an appropriate official or agency, such as the city public works director or the county engineer.
In partially developed or developing areas, access management focuses on preserving roadway capacity and functional integrity. Even as adjoining property approaches full development, access management applications can minimize an arterial’s loss of roadway capacity and maintain a high level of safety.
Optimizing the Existing System For arterials in developed corridors, such as US27 north of East Alexandria Pike, access management is one of several measures that can be applied to improve traffic flow. Other operational improvements that may be appropriate include improvements to signalization and spot or localized improvements such as traffic channelization, one-way streets, improved lighting and signage, and intersection improvements (left or right turn lanes, or increasing the radius of corners to facilitate the movement of trucks and buses through the intersection).
In developed corridors, the focus of access management is on reducing the potential for additional congestion from new projects and moderating existing congestion problems.
Approaches for managing access range from simply addressing new access points to retrofitting existing roadways, which can be effective in the most heavily developed and congested arterials. Retrofit plans may involve constructing new facilities such as access/service drives, providing cross-access between parking lots, or consolidating or relocating existing driveways.
In addition to access management, improvements to signalization are often effective means of improving traffic flow in developed corridors. Since computerized traffic signal systems have become available, options have increased for reducing congestion by applying and coordinating progressive signal systems. On a corridor, area-wide or multi-jurisdictional basis, centralized networks may involve dozens or even hundreds of signalized intersections.
6-3
SECTION 7
INVENTORY OF SELECTED INTERSECTIONS AND RECOMMENDATIONS FOR FURTHER STUDY
The study corridor includes a total of 19 signalized intersections. Through consultation with Campbell County and the KYTC, seven intersections were selected for a field view and evaluation of current conditions. Sketches of five of the most problematic intersections are provided, showing approximate geometrics, number of lanes and lane use designations, pedestrian crosswalks, traffic signal arrangements and indications (including pedestrian signals), and nearby access points.
The southern portion of the study corridor, from KY536 to East Alexandria Pike in Cold Spring includes the City of Alexandria and new development north and south of KY9 (AA highway). Many parcels adjacent to US27 remain undeveloped or underdeveloped. Significant intersections along this portion include KY10, KY709, KY9 (AA highway) and Crossroads Boulevard. • KY10: The intersection at KY10 (Figure 7-1) experiences a significant number of vehicle accidents. Deficiencies include the limited sight distance and the lack of clear travel paths through the intersection from KY10. • KY709: KY709 provides a connection between US27 and the AA highway. KY709 also provides access to Village Green Shopping Center. The lack of a safe pedestrian crossing and sight distance deficiencies due to curvature are problems at this location. • KY9 (AA highway): US27 near KY9 includes three signalized intersections and turn lanes within ½ mile. Recently, new commercial development has opened along Crossroads Boulevard on the north side of KY9, as well as recent development just south of KY9. The Crossroads Boulevard commercial center continues to expand and may include future residential development. Intersection delays at Crossroads Blvd. and US27 (Figure 7- 2) can be expected, as this is currently the only entrance and exit point. The modification of turn lanes, signage and eventual signalization from southbound US27 to KY9 should be investigated. This southern portion of the study corridor is a developing area where development pressures are just beginning or will soon occur. As a developing area, access management is fundamental to preventing the mobility and safety problems caused by multiple curb cuts and improperly spaced and coordinated traffic signals. A corridor plan should be developed which proposes a system of public and private streets and access points. This plan should be officially adopted for governing the provision of access to property parcels along US27. The plan should also specify appropriate number, location, and spacing of traffic
7-1 Figure 7-1 Alexandria Pike (US 27) and KY 10 Intersection
US 27
Main St.
KY 10
Legend
Support Wire or Beam Standard Signal Indication Signal Indication With Separate Turn Arrow
US 27 Support Pole Crosswalk
Stop Sign
Yield Sign NTOR No-Turn-On-Red
Pedestrian Signal
Secondary Access Point Figure 7-2 Alexandria Pike (US 27) and Crossroads Blvd. Intersection
US 27
Crossroads Blvd.
US 27
Legend
Support Wire or Beam Standard Signal Indication Old State Rd. Signal Indication With Separate Turn Arrow Protected Left Turn Signal Support Pole Crosswalk
Stop Sign
Yield Sign NTOR No-Turn-On-Red
Pedestrian Signal
Secondary Access Point signals, a key component in the long-range preservation of mobility in the corridor. For implementation of access management to be consistent, predictable, and equitable for all private development within the corridor, close cooperation among state, county and local governments is essential. Access management can be incorporated into local laws by modifying county or municipal subdivision regulations, amending local zoning laws, or including access management as part of a comprehensive plan, master plan, or thoroughfare plan.
The northern portion of the study area, East Alexandria Pike in Cold Spring to I- 471, can be considered a developed area and efforts should be made to optimize the existing system. Significant intersections along this portion include KY1998, KY2345 and US27 at I-471. The Kentucky Transportation Cabinet has installed a coordinated progressive signal system in this area. • Bunning Lane: County staff has informed OKI of a potential housing development off Bunning Lane consisting of at least 400 units. The current intersection with US27 is not designed to accommodate the resulting additional traffic. The feasibility of providing a connection opposite of East Alexandria Pike should be studied. • KY1998 (Industrial Road): This intersection has poor sight distance for approaching traffic from KY1998 (Figure 7-3). • KY2345 (Martha Layne Collins Drive): This intersection serves as the south entrance to the Northern Kentucky University campus. New campus development is expected to greatly increase future traffic at this intersection (Figure 7-4). Adding a second left turn lane from northbound US27 to KY2345 should be studied. • US27 and I-471 (Figure 7-5): Traffic from southbound I-471 can experience significant backups, particularly in the afternoon peak period. Signal timing to accommodate left turn movements onto and out of lightly traveled Sunset Drive causes additional delays for southbound US27 and I-471 travel. The elimination of these left turn movements should be further studied. The feasibility of extending Sunset/Faren Drive to Nunn Drive and allowing only westbound (toward campus) traffic should be investigated.
Further study of this northern portion of the corridor should include a review of the current signal progression system and the retrofitting access management solutions. According to KYTC, no comprehensive traffic signal system review has been done since US27 was reconstructed about a decade ago. Such a review is needed. The review should include current traffic volumes and turning counts, development of updated signal timing/progression plans, and a review of current signal technologies to assess the potential need for hardware/software updates along US27.
7-2 Figure 7-3 Alexandria Pk. (US27) and Industrial Rd. (KY1998) Intersection
Industrial Road
US 27 US 27
Legend
Support Wire or Beam Standard Signal Indication Signal Indication With Separate Turn Arrow Protected Left Turn Signal Support Pole
Pools Creek Road Crosswalk
Stop Sign
Yield Sign NTOR No-Turn-On-Red
Pedestrian Signal
Secondary Access Point Figure 7-4 Alexandria Pk. (US27) and Martha L. Collins Blvd. Intersection
Martha L. Collins Blvd.
Legend BUS
Support Wire or Beam Standard Signal Indication Signal Indication With Separate Turn Arrow US 27 Support Pole Crosswalk
Stop Sign
Yield Sign NTOR No-Turn-On-Red
Pedestrian Signal
Secondary Access Point Figure 7-5 Alexandria Pike (US 27) and KY 471 Intersection
KY 471
Sunset Dr. US 27
Legend
Support Wire or Beam Standard Signal Indication Signal Indication With Separate Turn Arrow Protected Left Turn Signal Support Pole
US 27 Crosswalk
Stop Sign
Yield Sign NTOR No-Turn-On-Red
Pedestrian Signal
Secondary Access Point Figure 7-6 Pictures of Selected Intersections Alexandria Pike (US 27) US 27 Northbound approaching KY 10 US 27 at KY 709
US 27 at Crossroads Blvd. KY 1998 (Industrial Rd.) Facing south toward KY 9 At US 27
US 27 at Collins Dr. (KY 2345) US 27 at Sunset Av. And I-471 Facing south Facing north