Latest News from KTC
The Center is a national leader in multidisciplinary transportation research. Its talented staff publish their findings in leading research journals, help agencies around the country implement their recommendations, develop new training courses, present their work at prestigious conferences, and even host conferences. The Center’s unparalleled ability to develop and perform applied research and to communicate findings has meant that a wide range of stakeholders — including the Kentucky Transportation Cabinet, Federal Highway Administration, and a number of government agencies and transportation organizations — have benefitted from KTC’s work. Keep tuned to this page for the latest research findings and reports, details of projects that are in progress, accolades, and more.
Travel an Procard Updates
Change is the one constant we can count on in life, and with change comes a new way of doing things in our day-to-day lives and how we accomplish our required tasks. Entering information for Procard purchases and UK Travel Policies is no different. Clark Graves highlighted earlier in the KTC Staff meeting on October 20th some of the changes that are being made to entries for both Procard purchases and Travel Update Policies. These include:
1. Current Procard approval form is no longer needed
2. Individual card holder is responsible for inputting the information for Procard charges
3. Individuals using the Procard MUST provide the following to card holder via email
a. Account number, title and PI for project being charged (PI will be added to the approval flow)
b. Description of the item(s) and the benefit to the project (Very Important)
c. Photocopy or picture of the receipt MUST be attached to the email
Changes to UK Travel Policies
1. Mileage Calculation – MUST use mileage calculator within Concur
2. Trip Hours – MUST put in the appropriate hours for your trip, this is used to calculate per diem
3. 1st and last day per diem – 75% of daily rate
4. Day Travel per diem – 75% of daily rate if the trip is greater than 50 miles one way and 12 hrs in length
5. Comments Section – This section is VERY important to describe travel activates (some have been returned)
6. Approval Process – Traveler – Supervisor – Business Officer – Other if needed
7. Process for personal travel
Further Helpful Information
New in 2020
KTC has started featuring select projects in a new format, video!
Please check out our new video content on our new YouTube channel.
Snow and Ice Removal Route Optimization in Kentucky
The Kentucky Transportation Cabinet spends $40-80 million per year on snow and ice removal and road treatment. Existing snowplow routes are county-based, and each county has a designated amount of trucks and facilities available. KTC’s goal was to analyze the routes in the snow and ice clearance program (SNIC) and improve mobility and safety during salt delivery. While high traffic routes will always receive the highest priority, optimizing the routing system can improve efficiency, increase safety, and reduce the amount of time and funding needed to treat roadways during winter storms. KTC researchers used GIS-based tools to identify routing for trucks and show where more or fewer trucks were needed. The data gathered from ESRI’s Vehicle Routing Problem (VRP) took important factors into consideration such as salt capacity, salt facility location, truck type, and road width, as well as input from local drivers. The analysis was based on a typical winter storm of one inch of snowfall. The route tree concept structures each removal route around a central high priority road and allows truck drivers to become familiar with the roads on their route. As a result, drivers react better to a non-typical winter storm and they understand the safest and most effective way to treat the roads, treat all routes on schedule, and use fewer trucks in the process.
This project was selected by the AASHTO Region 2 states as one of four High Value Research projects for that region, and it will be included in the Sweet 16 projects highlighted at the summer meeting of the AASHTO Research Advisory Committee and at the 2019 TRB Annual Meeting. To view the full report, click Here
Joe, Doug, and Clark had the opportunity to sit down and discuss transportation with Calvin Grayson, former Secretary of Transportation and former director of KTC. The marketing team of Paul, Michael, and Robin captured the day with film and photos, creating a timeless collection of wisdom and memories from a legend who has seen everything happen in transportation. Mr. Grayson kept the room captivated as he recalled how he was talked into his first job at the Highway Department, was introduced to the first computer in 1956, witnessed the construction of Mountain Parkway, and described his involvement after the Kentucky Transportation Research Program merged with KTC to form the Center as it is known today.
Mr. Grayson’s passion for transportation was apparent and reflected in his praise for KTC and in his nuggets of wisdom. He believes that planning should always be that essential first step and that KTC can never do enough marketing. We are living up to his vision of functioning as a multidisciplinary team and being the place to develop solutions to Kentucky’s critical transportation issues. He says, “I saw the Center as a catalyst for public and private stakeholders to come to consensus about transportation problems.” Mr. Grayson also believes that transportation, mobility, and accessibility are intertwined. Click Here for the full story
From initial conception to letting, highway design projects typically span several years. Over that period, subject-matter experts from multiple disciplinary backgrounds participate in project development, but a detailed schedule is not usually provided by consultants involved with the project. Coordinating stakeholder activities poses challenges for even experienced project managers. KYTC and the Kentucky Transportation Center have developed critical path method (CPM) schedules for KYTC Project Managers. Process flowcharts and Gantt chart templates are meant to assist pre-construction project managers with organizing, sequencing, and scheduling project development activities. These tools will improve KYTC’s management of the limited resources needed to deliver the project in a timely and responsive manner. KTC’s CPM training on the critical path method and its intended uses will give KYTC Project Managers the knowledge and tools needed to apply CPMs to their projects. More information plus files for Critical Path are available here.
High-tension cable median barrier (CMB) is a safety innovation in Kentucky, primarily used to prevent crossover crashes. In these crashes, a vehicle leaves the roadway on the left shoulder, crosses the median, and enters opposing lanes of traffic. The Kentucky Transportation Cabinet (KYTC) has observed inconsistent performance in CMB after a single vehicle hit; specifically, loss of tension in the cables. Ideally, if a second vehicle struck the cable barrier in a different location from the first hit, cable tension would be sufficient to prevent the second vehicle from crossing the median and causing a head-on collision.
KTC’ s objective during this cable barrier study was to improve the safety and effectiveness of the hundreds of miles of CMB installed across Kentucky. For more information on this topic click here
This project involved updating processing traffic characteristics data using a series of quality control and analytical programs to produce an estimate of the following parameters of interest; 1) average daily traffic, 2) percent trucks, 3) percent trucks classified as heavy/coal, 4) axles per truck, 5) axles per heavy/coal truck, 6) ESALs per truck axle, 7) ESALs per heavy/coal truck axle, and 8) total ESALs. Computer programs processed classification data and weight data, and then combined output to calculate ESALs.
Research team members at the University of Kentucky in the Department of Civil Engineering and the Kentucky Transportation Center (KTC) worked with the Kentucky Transportation Cabinet (KYTC) to develop a high-level mechanism for ranking highway-rail crossings for reconstruction and/or rehabilitation. The Highway Rail Crossing Prioritization implementation study yielded the Rail Crossing Improvement Priority (RCIP), which combined qualitative measures of crossing conditions with quantitative measures, including proposed project costs and a valuation of the crossing based on rail and truck traffic. This effort provides a template by which further development can yield prioritization procedures for road-rail grade separation projects.