Identification and Evaluation of the Cost-Effectiveness of Highway Design Features to Reduce Nonrecurrent Congestion (2014) / Chapter Skim
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Pages 53-59
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From page 53... ...
53 A methodology was developed for conducting a life-cycle benefit–cost evaluation for the design treatments considered in this research. The method uses expected improvements in travel time, travel time reliability, and safety to estimate monetary benefits of treatment installation and compares those benefits to the expected costs of implementation and maintenance of the design treatment.
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From page 54... ...
54 Equation 6.5 is suitable for the current assessment tool, which is based on constant traffic volumes. A potential enhancement of the tool would allow the user to specify an annual percent age growth in traffic volume.
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55 in place. Depending on the nature of the treatment, these costs could be incurred by either highway agency maintenance forces or contractors and could be either recurring costs to keep the treatment in repair or per incident costs to deploy the treatment or restore it after use.
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56 results of studies on the value of travel time and delay reduction. Based on a review of these studies, Concas and Kolpakov (12)
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57 Copley et al. defined the reliability ratio explicitly as the "value of 1 minute of standard deviation"/"value of 1 minute of travel time." The method for estimating the standard deviation of travel time presented previously in this chapter under Change in the Standard Deviation of Travel Time can be used to implement this concept.
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From page 58... ...
58 reliability of a morning commute depends on the importance of arriving at a certain time: some jobs have set start times for which late arrivals can have significant consequences, but other jobs have flexible start times and a late arrival has a much smaller impact. The reliability of the evening commute has a lower value for most people because the arrival time at Table 6.2 presents a broader set of research results that have quantified the reliability ratio.
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From page 59... ...
59 Chapter 4 discusses assumptions that can be applied for various treatments, summarized as values of pi in Table 4.8. Only treatments that eliminate crashes (Classes IIA and IIB)
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