The delays for AM and PM peak periods were computed for the entire peak period

The delays for am and pm peak periods were computed

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compensation as a percentage of average wage, the vehicle occupancy and the vehicle mix. The delays for AM and PM peak periods were computed for the entire peak period durations, 2 hours each, whereas the off-peak delays were only computed for 1 hour. Thus, the off-peak benefits were extrapolated for 20 hours. The total daily benefits are then computed as follows. = $43.25 for AM peak + $1.67 for off-peak * 20 hours of off- peak + $1040.32 for PM peak = $1,116.97 per day * 365 days = $407,694.05 The benefits of I-70 case study did not include safety benefits due to insufficient data from the short deployment time frame. It is likely that the estimated benefits would be higher if crash savings could have been quantified. Benefit Calculations for I-44 Case Study The benefits resulting from ITS use in I-44 work zone were estimated from the reduction in crash frequency for injury crashes and PDO crashes. These were the only two types of crashes that occurred during the work zone period. 5.6 * $6,244 + 0.96*$323,889 = $345,900 The benefit-cost ratios (b/c) were computed for the two case studies. The I-70 ITS deployment resulted in a cost of $198,530, a benefit of $407,694 and a b/c ratio of 2.1 to 1. The I-44 ITS deployment resulted in a cost of $106,700, a benefit of $345,900 and a b/c ratio of 3.2 to 1. For the I-70 site one could argue that the equipment cost should not be included, since the permanent ITS already existed at the location. If the equipment costs were ignored and only the operating costs of $59,130 were included, then the b/c ratio increases to 6.9 to 1. Recall that the I-44 b/c ratio did not include mobility benefits and the I-70 one did not include safety benefits. If a work zone experiences both mobility and safety benefits, then the b/c ratio could be much larger than the ones reported here.
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21 CONCLUSIONS A framework for evaluating the effectiveness of ITS deployments in work zones was developed. Four critical site characteristics that may warrant ITS deployment were identified: frequent congestion, high traffic impact at the work zone, availability of alternative routes and over- capacity demand. The framework recommends using one or more of the five uniform performance measures to facilitate comparisons across different ITS studies. These measures are: diversion rate, delay time, queue length, crash frequency, and speed. The monetary benefits and costs of ITS deployment in a work zone are then computed using the performance measure values. The developed framework was illustrated using two case studies, one urban work zone on I-70 and one rural work zone on I-44, in Missouri. One main recommendation of this study is that state DOTs interested in evaluating the effectiveness of work zone ITS deployments collect data without ITS. This can be accomplished by turning off the ITS equipment for a few days during the work zone deployment. However, agencies might be hesitant to turn off functioning equipment due to liability issues or concerns over the public’s expectation of benefiting from such equipment . One possible alternative is to delay the deployment of ITS in the work zone for a few days to collect the ‘without ITS’ data before turning on ITS. Thus, the without ITS data is collected before the public has experienced
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