Adopting Standard K Factors Throughout FDOT - FACERS

Positive Aspects of the Recommended ApproachThere are numerous highly constructive aspects to the recommended standard K factor approach.For one, it promotes better transportation policies and projects by leading to more cost effectiveplans and designs. In doing so, this practice can better support future growth in existingdeveloped areas to focus more on multimodal solutions. In addition, the practice ofpredetermining K factors reduces time and effort spent developing K factors and gettingapproval for individual K factors for every project. This translates into time and cost savingsthrough improved production times. It also means project development can proceed withoutwaiting on an uncertain and sometimes contested variable; thus freeing up time and resources forplanners/designers to better address travelers’ needs and focus on operational improvements.Another positive aspect to the standard K factor approach is consistency. FDOT planningthrough design staff understand what number is to be used and avoids duplication of effortand/or development of multiple and inconsistent traffic projections at different project levels.This approach provides a reliable standard avoiding significant debate and circumvents paperexercises to justify numbers. The recommended approach is also simple to understand and doesnot involve multiple calculation processes or assumptions to determine K factors. In addition, theprocess itself does not imply false precision (i.e., showing 0.01% K factor differences whenforecasted volumes may frequently vary by at least 10%).FDOT discussed the recommended standard K factor approach with its districts, offices andstatewide task teams. Initial support was shown from all affected FDOT offices. Many plannersand engineers agreed that it is a sensible approach, and that it is generally positive fordevelopment interests as well, especially in urbanized areas. Most of the recommended standardK factors are lower than the minimum K factors being used today in urban areas and specialtransportation districts where roadways are constrained. Through better planning and design, itpromotes more efficient economic growth and job creation. The approach is supportive ofgrowth management concepts as well, and there is no added cost to the Department or taxpayersto implement a standard K factor approach.Negative Aspects of the Recommended ApproachConcerns and cautions have been expressed with regards to the recommended standard Kapproach primarily because it is not current practice. Implementation would involve additionaltime and effort considering it does not match any existing state or national K procedure; thus,modifications would be essential. In Florida, revisions will be required for multiple FDOTguidance, procedures, rules and technical tools.Adopting standard K factors represents an acceptance of greater motor vehicle congestion inurbanized areas and current reported deficiencies will decrease. The standard K factor approachdownplays the historical role of traffic engineering in gathering traffic data for project specificanalyses. Furthermore, traffic variations in K are not sensitive to peculiarities of a roadway withconsideration to orientation (e.g., circumferential vs. radial) and nearby land use or locationwithin an area type (e.g., transit-oriented design densities).7