Oldham County KY 22 Corridor Study
Oldham County, KY
KY 22 Study Purpose
Oldham County, in partnership with the Kentucky Transportation Cabinet (KYTC), is in the final steps of a transportation planning study along KY 22 from the Jefferson/Oldham County line near Haunz Lane to KY 329 in Crestwood.
The study has analyzed existing conditions and engaged with local officials, stakeholders, and the public to identify potential project concepts to improve safety and reduce congestion along KY 22 within the study area. These concepts are being prioritized with estimated costs for future project planning. A report documenting the process and its recommendations is expected to be available online late 2022.
Scroll down through this panel, explore the graphics, and click through the top tabs to learn more on this study effort and provide comment(s). This StoryMap has recently been updated to share survey results on potential improvement concepts, study findings, and a link to the final report (coming soon-anticipated fall 2022).
Existing Conditions, Previous Studies, Nearby Projects
This data helps identify potential areas of concern and informs future design concepts.
Roadway Geometry
KY 22 is a two-lane route, with primarily 10-foot-wide lanes, widening to 11-foot-wide lanes approaching Crestwood. Total shoulder width is typically 2- to 4-feet, with less than 1-foot paved.
As an urban minor arterial, KY 22 is expected to provide a high degree of mobility, connecting Oldham County residents to the greater Louisville Metro area.
There are several deficient curves and grades (meaning they're too steep or sharp and limit sight distance) along the route.
Travel Speeds
The posted speed limit varies from 45- to 55-mph, reducing to 35-mph approaching Crestwood.
GPS data shows travel speeds are typically lower than the posted speed limits during the peak periods, with significant slow downs approaching the intersections.
Traffic Conditions
Traffic data collected at the starred intersections in Fall 2021, shows 13,500-13,800 vehicles per day (vpd) use the corridor this represents the average daily traffic (ADT).
Two commonly applied highway performance indicators, level of service (LOS) and volume-to-capacity (v/c) ratios, were calculated to describe the quality of performance of the corridor and study intersections.
LOS is a qualitative measure that describes traffic conditions based on measures such as speed and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. It is rated on an A to F scale, with A representing free-flow conditions through F representing oversaturated conditions with highly congested delays. LOS D is typically considered acceptable in urban areas.
V/C ratios compares a routes traffic volume to its theoretical capacity over a specific duration, one hour in this instance. A v/c ratio greater than 1.0 indicates a route has exceeded its theoretical capacity and additional lanes may be justified.
Operationally, the westbound AM peak period (commute into Louisville) is the worst, with KY 22 operating at LOS E with v/c ratios ranging from 0.62-0.72 for study segments.
Most intersections are approaching capacity with only Lake Louisvilla Drive operating at LOS C in the peak periods. All other intersections operate at LOS D or worse with most operating at LOS F in at least one of the peak periods.
Crash Data
During the four-year (2017-2020) analysis period, 179 crashes were reported, including 2 fatal and 31 injury collisions.
By crash type, rear ends were most common (44%), followed by single vehicle (36%) and angle (11%). The top two crash types, rear end and single vehicle comprise 80% of crashes.
The top panel (heat map) highlights locations where there are higher concentrations of crashes, with the Clore Lane/Wooldridge Avenue intersection experiencing the most.
Safety Analyses
Two statistical analyses highlight high crash concentrations: Critical Crash Rate Factors (CCRF) and Level of Service of Safety (LOSS). Both are statistical comparisons of safety performance for similar highways statewide. LOSS is a newer, more refined calculation that makes statistical corrections and accounts for intersections. It also considers concentrations of severe (KAB) and non-severe (CO) crash types.
To the right, these statistical crash analyses (CCRF-middle panel and LOSS-bottom panel) are compared with the existing curve and grade geometry (top panel) to identify preliminary locations along the corridor, which may be candidates for spot improvements as they currently experience higher crash rates than expected. These locations include:
- Haunz Lane
- East Orchard Grass Boulevard to Geneva Road
- Briar Hill Parkway
- Wooldridge Avenue/Clore Lane
- Hughes Avenue to Park Woods Road
- Maples Park to Dairy Queen
Environmental Setting
The environmental setting informs the study team of sensitive resources to be aware of as future concepts are considered, including:
- Ecological Resources
- Hazardous Material Concerns
- Community Resources
- Historical and Archaeological Resources
- Socioeconomic Populations
- Potential Air and Noise Concerns
- Geotechnical Conditions
Previous Studies
In addition to reviewing existing conditions, previous studies completed in the area are reviewed to understand future plans and concepts previously considered. Where there may be overlap with the current study area, current (2021) conditions and future (20-year) projections are reviewed to understand if previously considered concepts are still appropriate or if other options may need to be considered.
Nearby Planned Projects/Concepts
Planned projects and project concepts (CHAFs) for future improvements in the vicinity of the study area are displayed here.
Preliminary Improvement Concepts
The project team identified preliminary improvement concepts, their locations are labeled A-G on the map. Note: location E and G had two improvement concepts each for consideration. Scroll through below to learn more about these preliminary concepts.
Public Outreach Efforts
Throughout the development of this transportation planning study, locals were engaged to inform the study team decsions.
Public Survey Results on Existing Conditions
An online survey effort to identify local KY 22 concerns was open to the public January 26th through February 28th, 2022.
Throughout the comment period, 856 responses were received. When asked to identify concerns, 226 written responses were provided, with an added 257 location points placed on the GIS crowdsourcing application. This graphic summarizes the results of that initial effort.
Public Survey Results on Preliminary Improvement Concepts
A public information meeting was held in-person at the Deibel Barn at Maples Park, on Thursday, July 21st starting at 6:00 pm to review the potential improvement concepts. This meeting was held open-house style, providing individuals a two-hour opportunity to stop by to view display boards and ask the study team questions. About 40 people attended.
A survey effort coincided with this outreach effort, providing a comment period from July 8th through August 5th, 2022. During that time, 287 surveys were returned. A summary of the feedback received is provided in the graphic below.
Study Findings
The study team reviewed the existing conditions, feedback from both rounds of public engagement, future build operations, estimated costs, and safety benefit-cost analyes to prioritize potential highway improvements.
Corridor-Wide High Priority Recommendation
G.1. Study Area Corridor Widening (3-Lane) was recommended as the high priority ultimate build concept. This concept includes all of the potential spot improvements (A-F). However, a concept of this magnitude could take several years to secure funding, design, and reach construction. As such, the team is exploring potential segmentation opportunites and have prioritized spot improvements to support local efforts to improve the corridor as quickly as feasible.
Spot Improvement High Priority Recommendations
- E.2. Clore Lane/Wooldridge Avenue Realign with Turn Lanes
- A. Haunz Lane to East Orchard Grass TWLTL & Haunz Realign
- C. Briar Hill Parkway Turn Lanes
Spot Improvement Medium Priority Recommendations
- D. Central Avenue/Oak Valley Realign
- F. Williamsgate to KY 329 TWLTL and Pedestrian Tunnel
- B. Lake Louisvilla Drive Raise Grade
Not Recommended
The following concepts were not recommended as they were considered as potential options, and the other options for these locations were determined to better address the objectives of this study.
- G.2. Study Area Widening (2-Lane)
- E.1. Clore Lane/Wooldridge Avenue Left Turn Lanes
A final report documenting all study efforts is expected to be available online fall 2022, a link will be provided here and emailed to persons who joined the email study list once available. No future funding has been identified to implement any of the study recommendations.
Scroll through the content below to learn more on each concept.
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1
A. Haunz Lane to East Orchard Grass Boulevard
Statiscal crash analyses highlighted Haunz Lane as a location with elevated crash rates. It was also a top public concern from the first round of public engagement. Field reviews indicated visibility issues and traffic studies noted poor level of service for turning vehicles at the intersections.
This concept would shift Haunz Lane to the east to align more as a "T" intersection to improve visibility for turning vehicles. A left-turn lane would be added for eastbound KY 22 to northbound Haunz Lane. Dedicated left- and right-turn lanes would be striped on Haunz Lane. The exisiting left- and right-turn lanes would remain at East Orchard Grass Boulevard. A two-way center left-turn lane (TWLTL) would be added between Haunz Lane and East Orchard Grass to facilitate turning vehicles from the access points between them. A 10-foot shared use path would be added on the north side of KY 22 to connect the neighborhood of Poplar Hills and the apartment complex to the east of East Orchard Grass to the businesses west of East Orchard Grass.
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B. Lake Louisvilla Drive
This intersection exhibits site distance issues from the steep grade, rock outcrops, and vegetation.
This concept would raise the grade of both Lake Louisvilla Drive and KY 22 by approximately 5-feet. This grade change would require the culvert under Lake Louisvilla Dr to be extended. Other improvements would include upgrading and extending the guardrail in this area, removing the rock outcrops close to KY 22, and trimming trees and vegetation to improve sight distance.
3
C. Briar Hill Parkway
Crash analyses identified this intersection as a statistically high crash location. There were 17 crashes in the four-year analysis period, with nearly half being rear ends, and 63% of the rear ends were eastbound. The top public concern at this location was that the current pavement striping allows for passing through this intersection.
This preliminary concept would add a left-turn lane for eastbound KY 22, trim vegetation to improve sight distance for turning vehicles from Briar Hill Parkway, and restripe the pavement as a No Passing zone. A right-turn lane would also be added for westbound KY 22 vehicles turning onto Briar Hill Parkway.
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D. KY 362 (Central Ave)/Oak Valley Drive
This skewed intersection is approaching capacity and exhibits poor sight distance for turning vehicles. Two previous studies (2005 5-371 KY 22 Scoping Study and 2019 Middletown to Simpsonville Needs Analysis Study ) recommended a similar type improvement concept at this location.
This concept would shift Central Ave east to align as a "T" intersection with KY 22, with dedicated left- and right-turn lanes on both KY 22 and Central Ave. Vegetation would be trimmed back to improve sight distance. A curb and gutter section would line adjacent Integrity Automotive Soultions to better define their access points and reduce potential conflicts points within the intersection.
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E.2 Clore/Wooldridge (Realignment)
This offset intersection was the top safety concern identified by both the public and statistical anaylses.
To address the safety issues at these intersections, this concept would shift Wooldridge Ave east and Clore Lane west to align the two into a single intersection (splitting the difference to avoid potential relocations). Left-turn lanes would be added to KY 22 and dedicated right-turn pockets on the side streets. Vegetation would also be trimmed back with this option.
6
F. Williamsgate - KY 329
This section is lined with many entrances in a curve. A top public concern was for residential areas north of KY 22 to safely access Maples Park.
This concept would add a two-way center left-turn lane (TWLTL) from Williamsgate Circle to KY 329 to facilitate turning vehicles. The existing sidewalk at KY 329 would be extended to Williamsgate with a pedestrian tunnel under KY 22 to safely connect residents with nearby Maples Park. Guardrail would also be added in areas of steep drop-offs through the curves.
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G.1 Study Area Corridor Widening (3-Lane)
KY 22 currently primarily has 10-foot-wide lanes with less than 1-foot of paved shoulder area, is lined with many access points, is used as a commuter route, has notable slow downs at many of the intersections during the peak periods, most study intersections are approaching capacity, and there are crash concentrations approaching the intersections with rear ends as the top crash type.
This concept would construct a two-way center left-turn lane (TWLTL) for the entire length of the study area. The proposed template would include two 11-foot driving lanes, a 13-foot center left-turn lanes, 6-foot paved shoulders and 5-foot sidewalk connections to the north from Haunz Lane to East Orhcard Grass and from Hughes Ave to KY 329. This would included all intersection improvements identified in the previous concepts (e.g., realigning Haunz Lane and Clore Lane). Vegetation clearing would also be included for the entire length of the corridor.
KY 22 Corridor Transportation Study
By Oldham County in partnership with the KYTC | Prepared by Qk4, Inc.
Additional questions may be directed to Oldham County Project Manager, Belinda Dimas. Click the button below to contact Belinda.
