How Much Do Companies Pay to Get Their Logos on Those Blue Highway Exit Signs?

IMZADI1979, Wikimedia Commons // Public Domain

IMZADI1979, Wikimedia Commons // Public Domain

When you’re driving down the highway searching desperately for a bathroom and a Big Mac, the appearance of one of those blue exit signs—the ones that advertise food, lodging, and other amenities along highway off-ramps—can seem like a miracle, alerting you to the unexpected appearance of a Taco Bell or the all-important availability of a gas station. But who or what determines which businesses get their logos on those signs?

As usual, it all comes down to money. But how much do businesses have to pay to get their names on those signs? Jalopnik tracked down the rules and regulations that govern those highway signs, and they’re more complicated than you might think.

While the regulations vary from state to state, not every business can slap its logo on what’s called Specific Services Signing. It has to be in a certain category of services, for one—food, pharmacy, gas, camping, etc. Then, there are restrictions on what those businesses have to offer to be eligible. In New Jersey, for instance, regulations require that gas and food establishments be within three miles of the highway, operate 12 to 16 hours a day, and provide public bathrooms and telephones. In Oregon, restaurants must have indoor seating for at least 20 people and serve at least two meals a day, among other qualifications [PDF].

If your business does qualify to erect an exit sign, how much it costs varies based on the location. Some states contract out their programs to private companies like Interstate Logos, which then create and maintain the signage, while other states maintain the signs themselves. In Oregon, permit fees are determined based on daily traffic estimates—heavily trafficked stretches of highway cost $605 per year, per mainline sign, while highways with less than 20,000 drivers passing per day only cost $360 per sign per year [PDF]. In Colorado, a mainline sign costs $750 per direction [PDF]. In Virginia, a single sign can cost as much as $1000 a year [PDF].

Then there’s the cost of manufacturing the logo sign itself to attach to the blue board, which can run several hundred dollars per sign. Washington State’s guidelines estimate that the smallest logo—a 2-by-1-foot sign—can cost between $84 and $530, and a 5-by-3-foot sign can cost between $330 and $530.

Typically, there can only be six logos per mainline sign (meaning the ones that come before the exit ramp), and often there are more businesses vying for signage than there are spaces for logos. In Colorado, logos are rotated in and out annually, while Washington maintains a waiting list; Arizona uses a bidding process, and Michigan [PDF] assigns priority based on the closest proximity to the highway.

But businesses wouldn’t deal with the application process if it wasn’t worth it. Waiting lists to get on the signs can be decades long, and there’s typically low turnover of businesses opting out of the programs (just 1 to 2 percent in Kentucky). Clearly, there are a lot of drivers out there just waiting to be swayed into stopping for fast food.

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How Often Should You Poop?

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iStock

When it comes to No. 2, plenty of people aren’t really sure what’s normal. Are you supposed to go every day? What if you go 10 times a day? Is that a sign that you’re dying? What about once every three days? Short of asking everyone you know for their personal poop statistics, how do you know how often you’re supposed to hit the head?

Everyone’s system is a little different, and according to experts, regularity is more important than how often you do the deed. Though some lucky people might think of having a bowel movement as an integral part of their morning routine, most people don’t poop every day, as Lifehacker informs us. In fact, if you go anywhere between three times a day and three times a week, you’re within the normal range.

It’s when things change that you need to pay attention. If you typically go twice a day and you suddenly find yourself becoming a once-every-three-days person, something is wrong. The same thing goes if you normally go once every few days but suddenly start running to the toilet every day.

There are a number of factors that can influence how often you go, including your travel schedule, your medications, your exercise routine, your coffee habit, your stress levels, your hangover, and, of course, your diet. (You should be eating at least 25 to 30 grams of fiber a day, a goal that most Americans fall significantly short of.)

If you do experience a sudden change in how often you take a seat on the porcelain throne, you should probably see a doctor. It could be something serious, like celiac disease, cancer, or inflammatory bowel disease. Or perhaps you just need to eat a lot more kale. Only a doctor can tell you.

However, if you do have trouble going, please, don’t spend your whole day sitting on the toilet. It’s terrible for your butt. You shouldn’t spend more than 10 to 15 minutes on the toilet, as one expert told Men’s Health, or you’ll probably give yourself hemorrhoids.

But if you have a steady routine of pooping three times a day, by all means, keep doing what you’re doing. Just maybe get yourself a bidet.

Have you got a Big Question you'd like us to answer? If so, let us know by emailing us at bigquestions@mentalfloss.com.

What Would Happen If a Plane Flew Too High?

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iStock

Tom Farrier:

People have done this, and they have died doing it. For example, in October 2004, the crew of Pinnacle Airlines 3701 [PDF]  was taking their aircraft from one airport to another without passengers—a so-called "repositioning" flight.

They were supposed to fly at 33,000 feet, but instead requested and climbed to 41,000 feet, which was the maximum altitude at which the aircraft was supposed to be able to be flown. Both engines failed, the crew couldn't get them restarted, and the aircraft crashed and was destroyed.

The National Transportation Safety Board determined that the probable causes of this accident were: (1) the pilots’ unprofessional behavior, deviation from standard operating procedures, and poor airmanship, which resulted in an in-flight emergency from which they were unable to recover, in part because of the pilots’ inadequate training; (2) the pilots’ failure to prepare for an emergency landing in a timely manner, including communicating with air traffic controllers immediately after the emergency about the loss of both engines and the availability of landing sites; and (3) the pilots’ improper management of the double engine failure checklist, which allowed the engine cores to stop rotating and resulted in the core lock engine condition.

Contributing to this accident were: (1) the core lock engine condition, which prevented at least one engine from being restarted, and (2) the airplane flight manuals that did not communicate to pilots the importance of maintaining a minimum airspeed to keep the engine cores rotating.

Accidents also happen when the "density altitude"—a combination of the temperature and atmospheric pressure at a given location—is too high. At high altitude on a hot day, some types of aircraft simply can't climb. They might get off the ground after attempting a takeoff, but then they can't gain altitude and they crash because they run out of room in front of them or because they try to turn back to the airport and stall the aircraft in doing so. An example of this scenario is described in WPR12LA283.

There's a helicopter version of this problem as well. Helicopter crews calculate the "power available" at a given pressure altitude and temperature, and then compare that to the "power required" under those same conditions. The latter are different for hovering "in ground effect" (IGE, with the benefit of a level surface against which their rotor system can push) and "out of ground effect" (OGE, where the rotor system supports the full weight of the aircraft).

It's kind of unnerving to take off from, say, a helipad on top of a building and go from hovering in ground effect and moving forward to suddenly find yourself in an OGE situation, not having enough power to keep hovering as you slide out over the edge of the roof. This is why helicopter pilots always will establish a positive rate of climb from such environments as quickly as possible—when you get moving forward at around 15 to 20 knots, the movement of air through the rotor system provides some extra ("translational") lift.

It also feels ugly to drop below that translational lift airspeed too high above the surface and abruptly be in a power deficit situation—maybe you have IGE power, but you don't have OGE power. In such cases, you may not have enough power to cushion your landing as you don't so much fly as plummet. (Any Monty Python fans?)

Finally, for some insight into the pure aerodynamics at play when airplanes fly too high, I'd recommend reading the responses to "What happens to aircraft that depart controlled flight at the coffin corner?"

This post originally appeared on Quora. Click here to view.

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