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09.03.2021, adminA work zone is defined in the Highway Capacity Manual HCM as a segment of highway in which maintenance and construction operations impinge on the number of lanes available to traffic or affect the operational characteristics of traffic flowing through the segment. Work zone road user cost is defined as the additional costs borne by motorists and the community at-large as a result of work zone activity.
Within the context of this document, WZ RUC primarily refers to the monetized components the upstream speed zone work zone impacts, such as the user delay costs, vehicle operating costs VOCcrash costs and emission costs. Increasingly, other off-site components such as noise, business and local community impacts are being utilized in WZ RUC applications.
These off-site impacts are hard to monetize since the factors that influence their the upstream speed zone are often site-specific and no generalized method or tool is yet available to determine. The practitioners can use their discretion in selecting appropriate work zone impacts to be used in WZ RUC analysis.
The WZ RUC computation process is based on the assessment of mobility, safety, environmental, business, and local community impacts resulting from the work zone activities of a roadway project. The WZ RUC computation along with the work zone impacts assessment evolves through various stages of the project development process from planning through construction.
The precision of WZ RUC estimate and, the type and level of detail of impacts assessment vary depending upon the project development stage. Sankar, P.
Jeannotte, J. Arch, M. Romero, and J. This chapter presents a detailed discussion of the key concepts of quantifiable monetary impacts. The process involved in deriving the monetary components and their unit costs is illustrated using step-by-step procedures. A less-rigorous discussion of non-monetary and qualitative factors is also presented.
Later sections of this chapter focus on data requirements for mobility analysis and computation tools available for WZ RUC estimation. Figure 2 presents the computation of travel delay costs schematically. Delay time is the additional travel time necessary to traverse the work zone or to detour around it. Delay time is an aggregation of the following components:. Figure 2. Schematic illustrating the components of travel delay costs.
Note: Some highway agencies do not consider speed change delay and stopping delay in delay time computations, as these components may not contribute significantly to the overall delay time.
Work zone traffic delay time estimates can be obtained using mobility impact analysis methods such as demand-capacity analysis and simulation methods. The inputs required for mobility analysis are discussed in section 2. A discussion of various tools readily available for delay time estimation and WZ RUC computation is presented in section 2. Note that the estimated mobility parameters may change based on the selected the upstream speed zone, as the methodologies utilized in these tools may be different.
Delay time during construction also can be estimated using the floating-car technique, where a test car is driven by an observer along the work zone section a number of times to measure the travel time. Note: The precision of mobility related performance measures, such as the travel delay time and queue length, may vary with the type of traffic analysis tool selected for the work zone impact analysis. Microscopic simulation tools generally provide more precise estimates than spreadsheet-based tools.
Example 2. A hypothetical example is presented herein to illustrate the computation of travel delay and vehicle operating costs. The information presented in this example is intended for illustrative purposes. One northbound lane of a six-lane, urban facility, Interstate 00, is undergoing bituminous pavement rehabilitation.
The northbound lanes carry an average daily traffic of 33, vehicles of which 8 percent are single-unit trucks and 4 percent are combination trucks. The unrestricted upstream approach speed is posted at 55 mphand the work zone speed is posted at the upstream speed zone mph.
The estimated duration to the upstream speed zone pavement rehabilitation is 20 days. The entry ramp connecting The upstream speed zone and I northbound lanes is closed; a 3-mile detour on Route 99 through Hwy is in effect for the ramp traffic. Similarly, the exit ramp connecting I northbound lanes and Hwy is closed. The ramp traffic is expected to take a detour the upstream speed zone Hwy exit ramp and Route The blue arrow in the figure below indicates the travel direction for the designated detour.
The traffic volume on both exit and entry ramps is 1, vehicles a day, of which 3 percent are single-unit trucks and 2 percent are combination trucks. The average speed through the detour is 40 mph. The upstream speed zone the hypothetical work zone scenario presented in Example 2. A work zone travel delay analysis was performed for the mainline I traffic. This table presents the work zone lane capacity and hour cycle of hourly traffic demand on the northbound lanes.
Two of the three available lanes are open in the northbound direction. When the the upstream speed zone volume is less than the capacity, unrestricted flow exists, and as expected, no queue is formed.
Only the delay time components due to speed change and reduced speed The Speed Of The Boat Upstream Version are calculated. However, when the hourly the upstream speed zone exceeds the capacity, the traffic flow is restricted, and a queue is formed. The restricted flow condition remains until the queue is cleared fully. The various components of work zone travel delay are combined to compute the total delay time, as illustrated in the following table:.
Note: Traditionally the work zone mobility impacts are evaluated in terms of simple averages of travel time delays. As the travel times the upstream speed zone road users vary greatly from day to day, the use of average delay time values does not reflect the "real world" experience the upstream speed zone road users.
Increasingly, the concept of "travel time reliability" is rapidly gaining importance in travel congestion studies. This measure takes the difference between the actual and the expected travel time into account. Like goods and services, time spent traveling in a vehicle is a resource with economic value.
The monetary value of travel time is based on the concept that time spent traveling otherwise would have been spent productively, whether for remunerative work or recreation. Department of Transportation, Washington, DC.
The OST guidance is based on the wage rate method. Based on the collected information, the associated travel the upstream speed zone and cost differentials between the baseline and the preferred alternative choices are used in establishing the value of travel time through statistical modeling. Note that the available unit cost data used in the upstream speed zone computation of the upstream speed zone monetary components may not reflect current or most recent year statistics.
Practitioners are advised to adjust the existing year data to current year data using appropriate adjustment factors mentioned. In addition, the highway agencies can use their discretion in combining or eliminating smaller the upstream speed zone components as deemed appropriate. The steps involved in monetizing the personal travel delay time are enumerated as follows.
Step 1. Determine the proportion The Speed Of The Boat Upstream 6ghz of passenger cars on personal trave l. This proportion may vary with the type of travel: local or intercity. The number of person miles reported in the National Household Transportation Survey NHTS is used in determining the proportion of passenger cars on personal travel.
To reflect local trends, agencies are encouraged to use location-specific or region-specific statistics obtained from their travel behavior survey programs using the same methodology described. Step 2. Establish the average vehicle occupancy AVO of passenger cars. The AVO is the ratio of person-miles of travel and vehicle-miles of travel by trip type. The average AVO for personal travel was 1. The AVO of intercity personal travel is higher than that of local personal travel.
By selecting an appropriate AVOthe delay time can be converted from person-hours to vehicle-hours or vice-versa. Step 3. The upstream speed zone per hour monetary value of travel time for a person on personal travel. The dollar value of personal the upstream speed zone time per person �hr is estimated using the median annual income for all U.
Median annual income for all U. DeNavas-Walt, C. Proctor, J. Step 4. Compute per hour monetary value of travel time for a vehicle on personal travel. The upstream speed zone other words, the hourly travel time per person is converted to hourly travel time per vehicle to estimate delay time costs based on the number of vehicles instead of the number of persons traveling on the roadway. Step 5. Compute travel delay costs for passenger cars on personal travel.
Multiply the hourly dollar value of vehicle delay time with the delay time of passenger cars on personal travel. For local or personal travel. The steps involved in calculating the cost component of the business travel time are enumerated as follows:. Determine the proportion of passenger cars on business travel. The number of person miles reported in the NHTS is used in determining the proportion of passenger cars on business travel see Table 1.
Establish the AVO of passenger cars. As shown in Table 2, the average AVO for business travel was 1. Alternatively, agency-specific travel behavior statistics can be used to reflect local trends. Estimate per hour monetary value of travel time for a person on business travel. For both local and intercity business travel.
Compute per hour monetary value of travel time for a vehicle on business the upstream speed zone. Note that the AVO is assumed to be the same for passenger cars on business travel for both local and intercity travel.
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