Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects (2021)

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179   User’s Guide for Spreadsheet Tool 2 Spreadsheet Tool 2 is a spreadsheet-based benefit–cost analysis tool that can be used to assess the cost-effectiveness of specific improvement alternatives for implementation in con- junction with a resurfacing, restoration, and rehabilitation (3R) project. The tool helps users in making the decision as to whether the 3R project should consist of pavement resurfacing only or should also include geometric improvements. Tool 2 has the capability to assess multiple improvement alternatives as a part of a single analysis and identify the most cost-effective alternative (or combination of alternatives). By contrast, Tool 1 considers only one alter- native (or combination of alternatives) at a time. Both spreadsheet tools can be downloaded from the TRB website (trb.org) by searching for “NCHRP Research Report 876”. Tool 2 can be applied as part of the planning process for 3R projects. If a specific project site has no observed crash patterns or no traffic operational needs that would justify a design improvement, then implementation of geometric improvements as part of a 3R project would be recommended only if such improvements were anticipated to be cost-effective. Tool 2 provides the capability to assess all feasible improvement alternatives (or combinations of alternatives) for a given set of improvement types (see below). Like Tool 1, Tool 2 addresses candidate 3R projects on rural two-lane highways, rural four-lane undivided and divided highways (nonfreeways), and rural and urban freeways. The tool does not address 3R projects on urban and suburban arterials (nonfreeways). An example of the application of Tool 2 is presented in Section 5.7.4 of this guide. Tool 2 is intended to address 3R projects with improvements that extend along continuous roadway segments as opposed to improvements at spot locations. For this reason, some typical 3R improvements, such as addition of turn lanes at individual intersections, are not evaluated in the tool. Intersection improvements are addressed in Section 4.3 and Sections 6.1 through 6.4 of the guidelines. The input data for Tool 2 include a description of the existing roadway conditions and selection by the user of the improvement(s) to be assessed. The roadway characteristics input data for Tool 2 are essentially identical to the roadway characteristics input data for Tool 1. The tool considers a single set of annual average daily traffic (AADT), terrain, and cross-section geometrics for the roadway between intersections within the candidate project being assessed. Variations in cross-section geometrics at intersections or on intersection approaches do not need to be considered in using the tool. Where there are minor variations in AADT on the project or in cross-section geometrics on the roadway between intersections within the project, use the average AADT and the most common cross-section geometrics as input to the tool. Thus, the tool can be applied even where the cross section throughout the project is not entirely homogeneous. Where there are major changes in cross-section geometrics on the roadway between intersections (e.g., half the project has 6-ft paved shoulders and half has 2-ft unpaved A P P E N D I X B

180 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects shoulders), the user can break the project into separate sections and analyze each section separately. Breaking the project into separate sections for analysis is only appropriate where the differences in cross-section geometrics are substantial. Tool 2 includes logic to estimate the implementation cost of the improvement alternatives evaluated; the cost estimation logic in Tool 2 is essentially equivalent to the cost estimation logic in Tool 1. The project costs are estimated from default values of unit construction costs that are built into the tool. Users have the option to change these default unit costs to match their agency’s experience or to replace the project cost estimated by the tool with the agency’s own site-specific estimate. The cost estimation logic assumes that each roadway, whether originally constructed with flexible or rigid pavement, will be overlaid with a flexible pavement surface (typically hot-mix asphalt) as part of the resurfacing project. The user also has the option for any given analysis as to whether to include the cost of right-of-way acquisition in the cost estimate for implementing the project. Right-of-way costs can also be based on default values built into the tool, user-specific unit costs for right-of-way, or site-specific cost estimates made by the agency. It is generally most appropriate to use the existing or current AADT value in applying Tool 2. Accounting for AADT growth over the service life of a project would require that growth of other parameters over time (such as crash costs) also be considered. This would require much more complicated analysis logic. Nevertheless, if a roadway is expected to have substantial traffic growth over the service life of a project, it is acceptable to assess the project benefit–cost ratio by using the average AADT expected over the service life of the project. Unlike Tool 1, Tool 2 does not include tool tips in its worksheets, because the format of the worksheets does not lend itself to accommodating tool tips. The safety performance of the roadway being analyzed and the safety benefits of improve- ment alternatives estimated in Tool 2 are based on the crash prediction procedures presented in Part C of the AASHTO Highway Safety Manual (HSM), including HSM Chapters 10, 11, and 18 (2, 3). The tool analyzes roadway segment (i.e., nonintersection) crashes only. The HSM crash prediction procedures are applied first to predict the crash frequencies by severity level for the existing roadway on the basis of safety performance functions (SPFs), crash modification factors (CMFs), and local calibration factors (if available). The crash reduction effectiveness of improvements is based on the CMFs presented in Section 4.3 of this guide. Users have the option to replace the default SPFs from the HSM with their own agency-specific SPFs for all roadway types except freeways. The local calibration factor is set equal to 1.0 by default but may be replaced at the user’s option with an agency-specific value. The user has the option to provide site-specific crash history data and apply the empirical Bayes (EB) method for converting predicted crash frequencies to expected crash frequencies by using the procedures presented in the appendix to HSM Part C (2). Crash costs by severity level are set by default to values built into the tool but may be replaced by the user with agency-specific values. The user of Tool 2 has the option to select which improvement alternatives (or combinations of alternatives) will be considered in the benefit–cost analysis. The improvement alternatives that may be considered include • Lane widening, • Shoulder widening (outside shoulder only on two-lane and four-lane nonfreeways; both outside and inside shoulders on freeways), • Shoulder paving (increasing the percentage of shoulder width that is paved; nonfreeways only), • Roadside slope flattening (two-lane and four-lane nonfreeways only), • Centerline rumble strips (undivided highways only),

User’s Guide for Spreadsheet Tool 2 181   • Shoulder rumble strips (outside shoulder only on undivided roads; both outside and inside shoulders on divided nonfreeways and freeways), • Enhanced striping/delineation (nonfreeways only), • Add median barrier (freeways only), and • Improve/restore horizontal curve superelevation (nonfreeways only). All of the alternatives considered in the tool represent an addition to, widening of, or flatten- ing of roadway or roadside features. Project alternatives that involve reducing the dimension of a roadway feature, such as reducing lane widths so that shoulders can be widened, can typically be accomplished for little additional cost in conjunction with a resurfacing project, so no formal economic analysis is needed for such alternatives. Guardrail installation or rehabilitation is not evaluated in Tool 2 for rural two-lane and multilane highways because no CMFs for guardrail installation or rehabilitation on these road- way types are available. Guardrail installation on these roadway types can be addressed with other tools such as the Roadside Safety Analysis Program (RSAP) (23–25), and is discussed in Sections 6.1.11, 6.2.11, 6.3.11, 6.4.7, and 6.5.5. While guardrail installation is not considered as an improvement alternative in the tool for rural two-lane and multilane highways, the cost of guardrail replacement is included, where appropriate, in the estimation of project costs for widening projects. Guardrail installation on freeways is addressed in Tool 2. The tool considers only roadway sections with shoulders and does not consider roadways with curb-and-gutter sections. Roadways with curb-and gutter sections are most common on urban and suburban arterials, which are not addressed by the tool. Resurfacing, restoration, and rehabilitation projects on urban and suburban arterials are addressed in Section 6.4 of the guidelines. The results provided by Tool 2 for the analysis of any improvement alternative (or combination of alternatives) include • Project implementation cost (dollars), • Present value of safety benefit (dollars), • Benefit–cost ratio (benefit divided by cost), and • Net benefit (benefit minus cost) (dollars). The most cost-effective improvement alternative (or combination of alternatives) identified by Tool 2 is the alternative (or combination of alternatives) with the highest net benefit whose implementation cost is within the highway agency’s available budget. Because of its greater complexity, Tool 2 has most, but not all, of the capabilities of Tool 1 for allowing the user to change default values. For example, in Tool 2, the SPF coefficients from the HSM cannot be changed. Tool 2 was developed in Microsoft Excel worksheets with supplementary Visual Basic pro- gramming. Since Tool 2 incorporates supplementary programming in Visual Basic, macros must be enabled on the user’s computer for Tool 2 to function. This user’s guide for Tool 2 is organized differently from the user’s guide for Tool 1 in Appendix A, because the structure of Tool 2 differs from that of Tool 1. This appendix begins with a guide to the setup defaults in Tool 2 for each roadway type. Then, data entry for exist- ing roadway attributes is presented for each roadway type. Next, the selection of improvement alternatives to consider is presented for each roadway type. Finally, procedures for conducting the analysis and reviewing and interpreting the results are presented. These final procedures are the same for all roadway types.

182 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects B1 Setup Defaults Before performing any benefit–cost analyses, first visit the Setup worksheet. The purpose of the Setup worksheet is to establish default values for the assessment of 3R projects on all roadway types. The Setup worksheet contains default values for every non–site-specific data element needed by Tool 2 to perform benefit–cost calculations. The user can perform analyses without changing any values in the Setup worksheet. However, the user also has the option to modify any of the default values to other values that are consistent with the agency’s policies, practices, or experience. The user can view and edit any of the default values used in the benefit–cost analysis by using the button panel at the top of the Setup work- sheet, shown in Figure B-1. The following subsections describe in detail how to modify default values for each roadway type, including rural two-lane highways; rural four-lane highways; and freeways. B1.1 Rural Two-Lane Highway Default Values In the Setup worksheet, there is a panel of buttons at the top of the screen. Click the View/Edit Rural Two-Lane Defaults button. The window shown in Figure B-2 will then appear. The three buttons on the left allow the user to view and edit road, cost, and safety data element defaults; these three buttons are discussed in detail in the following subsections. Click Close to exit the window and return to the Setup worksheet. B1.1.1 Road Elements Click the View/Edit Road Element Defaults button in the Rural Two-lane Highway Setup window. The window shown in Figure B-3 will then appear. Default values are provided for each element (e.g., 2.5 ft for level terrain). These defaults are always shown using the leftmost option button for each data element. Users can, however, supply their own default value for any data element to be used in the analysis. To supply a user-specified default value, click the rightmost option button for the data element of interest (see Figure B-4). Once the option button is selected, the text box adjacent to the option button will become active. Enter the revised default value in this text box. Any previous user-supplied default value will be shown in the text box for the user’s convenience. Enter the revised default value in this text box. Each road element is defined by the following: • Average Embankment Height: Average embankment height in feet for level, rolling, and mountainous terrains. The default values of average embankment height are based on estimates developed by Zegeer et al. (31). Figure B-1. Button panel on Setup worksheet for Tool 2.

User’s Guide for Spreadsheet Tool 2 183   Figure B-2. Rural Two-lane Highway Setup window. Figure B-3. Rural Two-lane Highway Road Elements window.

184 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects • Existing Base Depth: Depth in inches of base material underneath the traveled way and shoulder. • Milling Depth: Depth in inches to which flexible pavement of the traveled way and shoulder will be milled. This data element applies only to flexible pavement. • Pavement Depth: Depth of flexible pavement in inches for the traveled way and shoulder. This data element applies only to flexible pavement. • Average Delineator Spacing: Spacing between roadside delineators on average in feet. The contents of this field are considered only when enhanced striping delineation is selected as an alternative to consider and the total length of the section with delineator posts is set to a value greater than zero. If no delineators are being added, the average delineator spacing can be left equal to the default value of 500 ft or equal to any user-supplied value, and this will not affect the results. Click the OK button to save any changes made to the rural two-lane highway road element defaults and return to the Rural Two-lane Highway Setup window. Click the Close button to return to the Rural Two-lane Highway Setup window without saving any changes to the rural two-lane highway road element defaults. B1.1.2 Cost Elements Click the View/Edit Cost Element Defaults button in the Rural Two-lane Highway Setup window. The window shown in Figure B-5 will appear. Each cost data element is defined by the following: • Base: Cost of base material per cubic yard. • Milling: Cost of pavement milling per square yard. • Flexible Pavement: Material and installation cost for flexible pavement per cubic yard. Some agencies specify costs for placement of hot-mix asphalt overlays on a per-ton basis; per-ton costs should be converted to a per-cubic-yard basis for entry in Figure B-5. • Rigid Pavement: Material and installation cost for rigid pavement per square yard. • Unpaved Shoulder: Material and installation cost for unpaved shoulder per square yard. • Embankment: Cost of embankment material per cubic yard. • Right-of-way: Cost of acquiring right-of-way per acre. • Centerline Rumble Strip: Cost per linear foot of installing a centerline rumble strip. • Shoulder Rumble Strip: Cost per linear foot of installing a shoulder rumble strip. • Durable Pavement Marking: Material and installation cost per linear foot for durable pavement markings. • Delineator: Material and installation cost for one roadside delineator. • Incidentals: Each incidental cost is calculated as a percentage of the total project cost not including the right-of-way cost. – Signing and PM: Signing and pavement markings. Figure B-4. Typical default value selection for rural two-lane highways.

User’s Guide for Spreadsheet Tool 2 185   • MARR/discount rate: Minimum attractive rate of return (MARR) for analysis of 3R project investments. Federal guidelines suggest an MARR value at 7%. The MARR is also referred to as the “discount rate.” • Service Life: Expected lifetime of roadway improvement. – Slope Flattening: Service life of slope flattening, including flattening the roadside foreslope only. – Lane Widening: Service life for widening of the traveled way. – Shoulder Widening: Service life for widening of the shoulder adjacent to the traveled way. Note: Slope flattening, lane widening, and shoulder widening should always be assigned identical service lives. – Rumble Strip Installation: Service life of centerline and shoulder rumble strips. – Striping/Delineation: Service life of roadway striping and roadside delineators. – Superelevation Restoration: Service life of restoring or changing horizontal curve super- elevation. • Crash Cost by Severity: Societal crash costs by crash severity level. Crash severity levels are defined in a manner consistent with the HSM. – Fatal: Cost of a fatal crash. – Disabling Injury: Cost of a disabling injury crash. – Evident Injury: Cost of an evident injury crash. – Possible Injury: Cost of a possible injury crash. – Property Damage Only: Cost of a property-damage-only crash. Click the OK button to save any changes made to the rural two-lane highway cost data element defaults and return to the Rural Two-Lane Highway Setup window. Figure B-5. Rural Two-lane Highway Cost Elements window.

186 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects Click the Close button to return to the Rural Two-Lane Highway Setup window without saving any changes to the rural two-lane highway cost data element defaults. B1.1.3 Safety Elements Click the View/Edit Safety Element Defaults button in the Rural Two-Lane Highway Setup window. The window shown in Figure B-6 will then appear. The crash type and crash severity categories used as defaults are the categories used in the HSM. Each safety data element is defined as follows: • Calibration Factor: This is a factor to adjust crash frequency estimates produced from the safety prediction procedure to approximate local conditions. A default value of 1.0 is built into the tool. • Crash Type Proportion: These are the percentage of all crashes for each crash type shown. Default values of these percentages from HSM Chapter 10 are built into the tool. The user may also enter agency-specific values. All percentages must add to 100%. If the sum of all percentages is not equal to 100%, then an error message will be displayed. To assist the user, a sum is shown at the bottom of the window as percentages are entered (see Figure B-7). • Crash Severity Proportion: These are the percentage of all crashes for each crash severity level. Default values of these percentages from HSM Chapter 10 are built into the tool. The user may also enter agency-specific values. All percentages must add to 100%. If the sum of Figure B-6. Rural Two-lane Highway Safety Elements window.

User’s Guide for Spreadsheet Tool 2 187   all percentages is not equal to 100% an error message will be displayed. While no figure is shown, the entry of crash severity proportions functions similarly to the crash type propor- tions illustrated in Figure B-7. • Custom CMF Values for Total Crashes: User-supplied CMFs may be entered only for treatments for which the CMF is a single tabulated value (i.e., not an equation) and applies to total crash frequency. For rural two-lane highways, these treatments include centerline rumble strips and enhanced striping and delineation. There is no capability for changing the coefficients of the rural two-lane highway SPFs in Tool 2. Click the OK button to save any changes made to the rural two-lane highway safety data element defaults and return to the Rural Two-Lane Highway Setup window. Click the Close button to return to the Rural Two-Lane Highway Setup window without saving any changes to the rural two-lane highway safety data element defaults. B1.2 Rural Multilane Highway Defaults All of the rural multilane highways considered in Tool 2 have four lanes—two lanes in each direction of travel. In the Setup worksheet, there is a panel of buttons at the top of the screen (see Figure B-1). Click the View/Edit Rural Multilane Defaults button. The window shown in Figure B-8 will appear. The three buttons on the left allow the user to view and edit road, cost, and safety data element defaults; these three buttons are discussed in detail in the following subsections. Click Close to exit the window and return to the Setup worksheet. Figure B-7. Entering user-supplied proportions.

188 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects B1.2.1 Road Elements Click the View/Edit Road Element Defaults button in the Rural Multilane Highway Setup window. The window shown in Figure B-9 will appear. Each road element is defined by the following: • Average Embankment Height: Average embankment height in feet for level, rolling, and mountainous terrains. The default values of average embankment height are based on estimates developed by Zegeer et al. (31). • Existing Base Depth: Depth in inches of base material underneath the traveled way and shoulder. • Milling Depth: Depth in inches to which flexible pavement of the traveled way and shoulder will be milled. This data element applies only to flexible pavement. • Pavement Depth: Depth in inches of flexible pavement for the traveled way and shoulder. This data element applies only to flexible pavement. • Average Delineator Spacing: Average spacing in feet between roadside delineators. The contents of this field are considered only when enhanced striping delineation is selected as an alternative to consider and the total length of section with delineator posts is set to a value greater than zero. If no delineators are being added, the average delineator spacing can be left equal to the default value of 500 ft or equal to any user-supplied value, and this will not affect the results. Click the OK button to save any changes made to the rural multilane highway road element defaults and return to the Rural Multilane Highway Setup window. Click the Close button to return to the Rural Multilane Highway Setup window without saving any changes to the rural multilane highway road element defaults. B1.2.2 Cost Elements Click the View/Edit Cost Element Defaults button in the Rural Multilane Highway Setup window. The window shown in Figure B-10 will appear. Each cost data element is defined by the following: • Base Unit Cost: Cost of base material per cubic yard. • Milling Unit Cost: Cost of pavement milling per square yard. • Flexible Pavement Unit Cost: Material and installation cost of flexible pavement per cubic yard. Some agencies specify costs for placement of hot-mix asphalt overlays on a Figure B-8. Rural Multilane Highway Setup window.

User’s Guide for Spreadsheet Tool 2 189   Figure B-9. Rural Multilane Highway Road Elements window. per-ton basis; per-ton costs should be converted to a per-cubic-yard basis for entry in Figure B-10. • Rigid Pavement Unit Cost: Material and installation cost of rigid pavement per square yard. • Unpaved Shoulder Unit Cost: Material and installation cost of unpaved shoulder per square yard. • Embankment Unit Cost: Cost of embankment material per cubic yard. • Right-of-way Unit Cost: Cost of acquiring right-of-way per acre. • Centerline Rumble Strip Unit Cost: Cost of installing a centerline rumble strip per linear foot. This value only applies to undivided rural multilane highways. • Shoulder Rumble Strip Unit Cost: Cost per linear foot for installing a shoulder rumble strip. • Enhanced Pavement Marking Unit Cost: Material and installation cost per linear foot for durable pavement markings. • Delineator Cost: Material and installation cost for one roadside delineator. • Incidentals: Each incidental cost is calculated as a percentage of the project total cost, not including the right-of-way cost. – Signing and PM: Signing and pavement markings.

190 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects • MARR/discount rate: Minimum attractive rate of return (MARR) for analysis of 3R project investments. Federal guidelines suggest an MARR value at 7%. The MARR is also referred to as the “discount rate.” • Service Life: Expected lifetime of roadway improvement. – Slope Flattening: Service life of slope flattening, including flattening the roadside foreslope only. – Lane Widening: Service life for widening of the traveled way. – Shoulder Widening: Service life for widening of the shoulder adjacent to the traveled way. Note: Slope flattening, lane widening, and shoulder widening should always be assigned identical service lives. – Rumble Strip Installation: Service life of centerline and shoulder rumble strips. – Striping/Delineation: Service life of roadway striping and roadside delineators. – Superelevation Restoration: Service life of restoring or changing horizontal curve super- elevation. • Crash Cost by Severity: Societal crash costs by crash severity level. Crash severity levels are defined in a manner consistent with the HSM. – Fatal: Cost of a fatal crash. – Disabling Injury: Cost of a disabling injury crash. – Evident Injury: Cost of an evident injury crash. – Possible Injury: Cost of a possible injury crash. – Property Damage Only: Cost of a property-damage-only crash. Click the OK button to save any changes made to the rural multilane highway cost data element defaults and return to the Rural Multilane Highway Setup window. Figure B-10. Rural Multilane Highway Cost Elements window.

User’s Guide for Spreadsheet Tool 2 191   Click the Close button to return to the Rural Multilane Highway Setup window without saving any changes to the rural multilane highway cost data element defaults. B1.2.3 Safety Elements Click the View/Edit Safety Element Defaults button in the Rural Multilane Highway Setup window. The window shown in Figure B-11 will appear. The crash type and crash severity categories used as defaults are the categories used in the HSM. The safety data element defaults need to be selected for both undivided and divided multilane highways, as shown in Figure B-12. Use the tabs at the top of the window to switch between undivided and divided multilane safety data element defaults. Each safety data element is defined by the following: • Calibration Factor: This is a factor to adjust crash frequency estimates produced from the safety prediction procedure to approximate local conditions. A default value of 1.0 is built into the tool. Figure B-11. Rural Multilane Highway Safety Elements window.

192 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects • Crash Type Proportion: These are the percentage of all crashes for each crash type shown. Default values of these percentages from HSM Chapter 11 are built into the tool. The user may also enter agency-specific values. All percentages must add to 100%. If the sum of all percentages is not equal to 100%, then an error message will be displayed. To assist the user, a sum is shown at the bottom of the window as percentages are entered (see Figure B-13). • Crash Severity Proportion: These are the percentage of all crashes for each crash severity level. Default values of these percentages from HSM Chapter 11 are built into the tool. The user may also enter agency-specific values. All percentages must add to 100%. If the sum of all percentages is not equal to 100% an error message will be displayed. While no figure is shown, the entry of crash severity proportions functions similarly to the crash type propor- tions illustrated in Figure B-13. • Custom CMF Values for Total Crashes: User-supplied CMFs may be entered only for treatments for which the CMF is a single value (i.e., not an equation) and applies to total crash frequency. For rural multilane undivided highways, these treatments include Figure B-12. Undivided and divided tabs for rural multilane highways. Figure B-13. Entering user-supplied proportions for rural multilane highways.

User’s Guide for Spreadsheet Tool 2 193   centerline rumble strips and enhanced striping and delineation. For rural multilane divided nonfreeways, these treatments include only enhanced striping and delineation. There is no capability for changing the coefficients of rural multilane highway SPFs in Tool 2. Click the OK button to save any changes made to the rural multilane highway safety data element defaults and return to the Rural Multilane Highway Setup window. Click the Close button to return to the Rural Multilane Highway Setup window without saving any changes to the rural multilane highway safety data element defaults. B1.3 Freeway Defaults In the Setup worksheet, there is a panel of buttons at the top of the screen (see Figure B-1). Click the View/Edit Freeway Defaults button. The window shown in Figure B-14 will appear. The three buttons on the left allow the user to view and edit road, cost, and safety data element defaults; these three buttons are discussed in detail in the following subsections. Click Close to exit the window and return to the Setup worksheet. B1.3.1 Road Elements Click the View/Edit Road Element Defaults button in the Freeway Setup window. The window shown in Figure B-15 will appear. Each road element is defined by the following: • Average Embankment Height: Average embankment height in feet for level, rolling, and mountainous terrains. The default values of average embankment height are based on estimates developed by Zegeer et al. (31). • Existing Base Depth: Depth of base material in inches underneath the traveled way and shoulder. • Milling Depth: Depth in inches to which flexible pavement of the traveled way and shoulder will be milled. This data element applies only to flexible pavement. • Pavement Depth: Depth in inches of flexible pavement for the traveled way and shoulder. This data element applies only to flexible pavement. Click the OK button to save any changes made to the freeway road element defaults and return to the Freeway Setup window. Figure B-14. Freeway Setup window.

194 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects Click the Close button to return to the Freeway Setup window without saving any changes to the freeway road element defaults. B1.3.2 Cost Elements Click the View/Edit Cost Element Defaults button in the Freeway Setup window. The window shown in Figure B-16 will appear. Each cost data element is defined by the following: • Base Unit Cost: Cost of base material per cubic yard. • Milling Unit Cost: Cost of pavement milling per square yard. • Flexible Pavement Unit Cost: Material and installation cost of flexible pavement per cubic yard. Some agencies specify costs for placement of hot-mix asphalt overlays on a per-ton basis; per-ton costs should be converted to a per-cubic-yard basis for entry in Figure B-16. • Rigid Pavement Unit Cost: Material and installation cost of rigid pavement per square yard. • Embankment Unit Cost: Cost of embankment material per cubic yard. Figure B-15. Freeway Road Elements window.

User’s Guide for Spreadsheet Tool 2 195   • Right-of-way Unit Cost: Cost of acquiring right-of-way per acre for each freeway type. • Shoulder Rumble Strip Unit Cost: Cost per linear foot for installing a shoulder rumble strip. • Guardrail Unit Cost: Cost per linear foot for installing a W-shaped guardrail. • Cable Barrier Unit Cost: Cost per linear foot for installing a cable barrier. • Concrete Barrier Unit Cost: Cost per linear foot of installing a concrete barrier. • Guardrail Removal Unit Cost: Cost per linear foot of removing a guardrail. • Cable Barrier Removal Unit Cost: Cost per linear foot for removing a cable barrier. • Concrete Barrier Removal Unit Cost: Cost per linear foot for removing a concrete barrier. • MARR/discount rate: Minimum attractive rate of return (MARR) for analysis of 3R project investments. Federal guidelines suggest an MARR value at 7%. The MARR is also referred to as the “discount rate.” • Service Life: Expected lifetime of roadway improvement. – Lane Widening: Service life for widening of the traveled way. – Shoulder Widening: Service life for widening of the shoulder adjacent to the traveled way. Note: Lane widening and shoulder widening should always be assigned identical service lives. – Rumble Strip Installation: Service life of centerline and shoulder rumble strips. – Guardrail Installation: Service life of guardrails. – Cable Barrier Installation: Service life of cable barriers. – Concrete Barrier Installation: Service life of concrete barriers. • Crash Cost by Severity: Societal crash costs by crash severity level. Crash severity levels are defined in a manner consistent with the HSM. – Fatal: Cost of a fatal crash. – Disabling Injury: Cost of a disabling injury crash. – Evident Injury: Cost of an evident injury crash. Figure B-16. Freeway Cost Elements window.

196 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects – Possible Injury: Cost of a possible injury crash. – Property Damage Only: Cost of a property-damage-only crash. To set defaults for incidentals and right-of-way costs for freeways, click the Incidentals and Right-of-way Costs button in the Freeway Cost Elements window. The window shown in Figure B-17 will appear. Freeway incidentals and right-of-way costs are defined for each freeway type. Use the tabs at the top of the window to toggle between different freeway types. These elements are defined below: • Incidentals: Each incidental is calculated as a percentage of the project total cost, not including the right-of-way cost for each freeway type. – Signing and PM: Signing and pavement markings. • Right-of-way Unit Cost: Cost of acquiring right-of-way per acre for each freeway type. Click the OK button to save any changes made to the freeway cost data element defaults and return to the Freeway Setup window. Click the Close button to return to the Freeway Setup window without saving any changes to freeway cost data element defaults. B1.3.3 Safety Elements Click the View/Edit Safety Element Defaults button in the Freeway Setup window. The window shown in Figure B-18 will appear. The crash type and crash severity categories used as defaults are the categories used in the HSM. Each safety data element is defined by the following: • Calibration Factor: This is a factor to adjust crash frequency estimates produced from the safety prediction procedure to approximate local conditions. A default value of 1.0 is built into the tool. Click the OK button to save any changes made to the freeway safety data element defaults and return to the Freeway Setup window. Figure B-17. Freeway Incidentals window.

User’s Guide for Spreadsheet Tool 2 197   Click the Close button to return to the Freeway Setup window without saving any changes to the freeway safety data element defaults. B2 Existing Roadway Attributes After the setup defaults have been either retained or modified, as the user wishes, the tool is ready to perform benefit–cost analyses. Proceed to the Existing Conditions worksheet. There is a panel of buttons at the top of the Existing Conditions worksheet, shown in Figure B-19. The following subsections discuss the function of these buttons in detail. Note: SDF = severity distribution function. Figure B-18. Freeway Safety Elements window. Figure B-19. Button panel on Existing Conditions worksheet for Tool 2.

198 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects B2.1 Start New Analysis To start entering roadway data for a new analysis, click the Start New button. The window shown in Figure B-20 will appear. • Road Type: From the drop-down menu, select Rural Two-Lane Highway, Rural Four-Lane Undivided Highway, Rural Four-Lane Divided Highway, Rural Freeway, or Urban Freeway to identify the area type and roadway type for the candidate 3R project site. • Section Length: Enter the length of the roadway section in miles. • Traffic Volume: Enter the AADT in vehicles per day for two-way traffic on the roadway section. This typically represents the existing or current AADT for the roadway being analyzed. Where substantial future AADT growth is expected, the average AADT over the anticipated project service life may be used. • Terrain: Select the terrain type in which the roadway section is located. • Pavement Type: Select the type of pavement for the roadway section, either flexible or rigid. Click Next when finished filling out all fields in the Roadway Data window. Click Cancel to exit without saving. When Next is clicked, a window will appear in which the user should enter all applicable roadway segment attributes needed for the benefit–cost analysis. The windows that appear will differ for each roadway type. The following subsections explain the data entry for each roadway type. B2.1.1 Rural Two-Lane Highway Project Data Enter all attributes about the roadway segment by using the Rural Two-Lane High- way Project Data window (Figure B-21). The window is composed of four different pages: Existing Cross Section, Alignment, Crash History, and Pavement Marking/Delineator. Navigate between these pages by clicking on the tabs at the top of the window. Each page is discussed below. Figure B-20. Roadway Data entry form.

User’s Guide for Spreadsheet Tool 2 199   First, navigate to the Existing Cross Section tab shown in Figure B-21. • Lane Width: Select the existing average lane width of the traveled way in feet. • Shoulder Width: Select the existing shoulder width in feet. This represents total shoulder width, including any paved or unpaved shoulders. • Proportion of Shoulder Width that is Paved: Enter the proportion of the shoulder width that is paved. This should be a value in the range from 0 to 1, inclusive. Enter “0” for a shoulder whose entire width is unpaved. Enter “1” for a shoulder whose entire width is paved. Enter an appropriate value between 0 and 1 for a composite shoulder (i.e., a shoulder whose width is partly paved and partly unpaved). • Roadside Slope: Select the existing roadside foreslope. Only constant foreslopes are consid- ered. The foreslopes included in the drop-down menu (1V:2H, 1V:3H, 1V:4H, and 1V:6H) are those used in the research on which the CMF for roadside slope is based (22). Foreslopes that vary in steepness with distance from the traveled way are not considered, because no CMFs are available for such composite slopes. • Centerline Rumble Strip: Select Yes from the drop-down menu if centerline rumble strips are present on the roadway section. Otherwise, select No. • Shoulder Rumble Strip: Select Yes from the drop-down menu if shoulder rumble strips are present on the roadway section. Otherwise, select No. It should be noted that shoulder rumble strips may be selected even where unpaved shoulders are present, because the rumble strip may be placed on the edgeline of the traveled way. Next, click on the Alignment tab. Use the option buttons in Figure B-22 to select either entry of average curve data or entry of specific curve data. Depending on which option button is selected, different text boxes and Figure B-21. Rural Two-lane Highway Project Data window: Existing Cross Section tab.

200 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects drop-down menus will appear in the window. Note that if the user plans on considering super- elevation improvement as part of the 3R project, specific curve data must be entered. The window in Figure B-22 shows all data entry needed to use the average curve data entry option. • % of Section Length on Curves: Enter the percentage of the roadway section that is located on horizontal curves. Include any spiral transitions that may be present in the percentage. • Typical Curve Radius: Enter the average horizontal curve radius for the roadway section. • Number of Curves on Section: Enter the number of horizontal curves on the roadway section. • Presence of Spiral Transitions: If spiral transitions are present with the horizontal curves, use the drop-down menu to select Yes. Otherwise, select No. The window in Figure B-23 shows all data entry needed to use the specific curve data entry option. • Number of Curves on Section: Enter the number of horizontal curves that are present on the roadway section. • Maximum Superelevation Rate (emax): Enter the agency’s maximum superelevation rate for horizontal curves on rural two-lane highways. • Roadway Design Speed: Enter the design speed of the roadway section in miles per hour. Next, click the Specific Curve Data Input button to enter details about each horizontal curve on the roadway segment. Figure B-22. Rural Two-lane Highway Project Data window: Alignment tab, average curve data.

User’s Guide for Spreadsheet Tool 2 201   The window shown in Figure B-24 will appear when the Specific Curve Data Input button is clicked. At the top of the Horizontal Curve Data window is a label that indicates the horizontal curve for which data are being entered. For each individual horizontal curve, the following data are entered: • Curve Length: Enter the length in miles of horizontal curve, not including spiral transitions. • Transition Length: Enter the length in miles of any spiral transition that may be present for one side of the horizontal curve. • Curve Radius: Enter the radius of the horizontal curve in feet. • Spiral Presence: Select Yes from the drop-down menu if spiral curves are present. Otherwise, select No. • Curve Superelevation: Enter the existing superelevation rate for the horizontal curve as a percentage. Click the Next Curve button to save the data entered for the curve and proceed to data entry for the next curve on the roadway segment. Click the Save/Close button to save the data entered for the curve and exit the Horizontal Curve Data window. Click the Cancel button to exit the Horizontal Curve Data window without saving changes to the curve currently shown in the window. The window for data entry on the last curve on the roadway section is shown in Figure B-25. Figure B-23. Rural Two-lane Highway Project Data window: Alignment tab, specific curve data.

202 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects Figure B-24. Specific curve data entry window: First curve on rural two-lane highway. Figure B-25. Specific curve data entry window: Last curve on rural two-lane highway.

User’s Guide for Spreadsheet Tool 2 203   All data entry for the last curve on the roadway section is the same as previously defined; however, there is a button (the Add Curve button) that allows the user to add more curves to the roadway section in case more are needed. Click the Previous Curve button to save data entered for the curve and return to data entry for the previous curve on the roadway section. All other buttons are the same as previously defined for the Horizontal Curve Data window. Next, proceed to the Crash History tab, as shown in Figure B-26. The user can choose to use the existing site-specific crash history of the roadway section to assist in calculating potential crash savings with the 3R project. Otherwise, the user can simply use the estimate given by the HSM crash prediction method. The choice between these options is made in the window shown in Figure B-26. The advantage of using site-specific crash history is that the benefit estimate may better reflect local conditions. If the Yes option is chosen for considering existing site-specific crash history, enter the following data: • Crash History Period: Enter the number of years of available crash data. • Total Crashes: Enter the total number of crashes that have occurred during this time period. Next, proceed to the Pavement Marking/Delineator tab, as shown in Figure B-27. • % of Section with Dashed Centerline: Enter the percentage of the roadway section for which the centerline striping is dashed only. Figure B-26. Rural Two-lane Highway Project Data window: Crash History tab.

204 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects • % of Section with Solid–Dash Centerline: Enter the percentage of the roadway section for which the centerline striping is a solid–dash combination. • % of Section with Double Solid Centerline: Enter the percentage of the roadway section for which the centerline striping is double-solid. • Total Length of Section with Delineator Posts: Enter the length in miles of the portion of the roadway section that will have roadside delineator posts. Include both sides of the road- way separately (i.e., enter 2 mi if a 1-mi roadway section has roadside delineators on both sides of the roadway). B2.1.2 Rural Multilane Undivided and Divided Highway Project Data Enter all attributes about the roadway segment by using the Rural Multilane Highway Project Data window (Figure  B-28). The window is composed of four different pages. Navigate between these pages by clicking on the tabs at the top of the window. Each page is discussed below. First navigate to the Existing Cross Section tab shown in Figure B-28. Figure B-28 shows the window that will appear for rural multilane undivided highways. The data entered in this window are as follows: • Lane Width: Select the existing lane width of the traveled way in feet. • Shoulder Width: Select the existing shoulder width in feet. • Proportion of Shoulder Width that is Paved: Enter the proportion of shoulder width that is paved. This should be a value in the range from 0 to 1, inclusive. Enter “0” for a shoulder whose entire width is unpaved. Enter “1” for a shoulder whose entire width is paved. Enter an Figure B-27. Rural Two-lane Highway Project Data window: Pavement Marking/ Delineator tab.

User’s Guide for Spreadsheet Tool 2 205   appropriate value between 0 and 1 for a composite shoulder (i.e., a shoulder whose width is partly paved and partly unpaved). • Roadside Slope: Select the existing roadside foreslope. Only constant foreslopes are con- sidered. The foreslopes included in the drop-down menu (1V:2H, 1V:3H, 1V:4H, and 1V:6H) are those used in the research on which the CMF for roadside slope is based (22). Foreslopes that vary in steepness with distance from the traveled way are not considered, because no CMFs are available for such composite slopes. • Centerline Rumble Strip: Select Yes from the drop-down menu if centerline rumble strips are present on the roadway section. Otherwise, select No. • Shoulder Rumble Strip: Select Yes from the drop-down menu if shoulder rumble strips are present on the roadway section. Otherwise, select No. It should be noted that shoulder rumble strips may be selected even where unpaved shoulders are present, because the rumble strip may be placed on the edgeline of the traveled way. For rural multilane divided highways, Centerline Rumble Strips will not appear in the window in Figure B-28. Next, click on the Alignment tab. If the user plans on considering superelevation improvement as part of the 3R project, specific curve data must be entered. Otherwise, the user can enter “0” for number of curves, and skip the entry of specific curve data. The window in Figure B-29 shows all alignment data entry required. • Number of Curves on Section: Enter the number of horizontal curves that are present on the roadway section. • Maximum Superelevation Rate (emax): Enter the agency’s maximum superelevation rate for horizontal curves on rural multilane highways. • Roadway Design Speed: Enter the design speed of the roadway section in miles per hour. Figure B-28. Rural Multilane Highway Project Data window: Existing Cross Section tab.

206 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects Next, if a value greater than 0 was entered for Number of Curves on Section, click the Specific Curve Data Input button to enter details about each horizontal curve on the roadway segment. The window shown in Figure B-30 will appear when the Specific Curve Data Input button is clicked. At the top of the Horizontal Curve Data window is a label that indicates the horizontal curve for which data are being entered. The following data are entered for each curve: Figure B-29. Rural Multilane Highway Project Data window: Alignment tab. Figure B-30. Specific curve data entry: First curve on rural multilane highway.

User’s Guide for Spreadsheet Tool 2 207   • Curve Length: Enter the length in miles of horizontal curve, not including spiral transitions. • Transition Length: Enter the length in miles of any spiral transition that may be present for one side of the horizontal curve. • Curve Radius: Enter the radius of the horizontal curve in feet. • Spiral Presence: Select Yes from the drop-down menu if spiral curves are present. Otherwise, select No. • Curve Superelevation: Enter the existing superelevation rate for the horizontal curve as a percentage. Click the Next Curve button to save the data entered for the curve and proceed to data entry for the next curve on the roadway segment. Click the Save/Close button to save the data entered for the curve and exit the Horizontal Curve Data window. Click the Cancel button to exit the Horizontal Curve Data window without saving changes to the curve currently shown in the window. The window for data entry on the last curve on the roadway section is shown in Figure B-31. All data entry for the last curve on the roadway section is the same as previously defined; however, there is a button (the Add Curve button) that allows the user to add more curves to the roadway section when needed. Click the Previous Curve button to save data entered for the curve and return to data entry for the previous curve on the roadway section. All other buttons are the same as previously defined for the Horizontal Curve Data window. Next, proceed to the Crash History tab, shown in Figure B-32. The user can choose to use the existing site-specific crash history of the roadway section to assist in calculating potential crash savings with the 3R project. Otherwise, the user can simply Figure B-31. Specific curve data entry: Last curve on rural multilane highway.

208 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects choose to retain the estimate given by the HSM crash prediction method. The choice between these options is made in the window shown in Figure B-32. The advantage of using site-specific crash history is that the benefit estimate may better reflect local conditions. If the Yes option is chosen for considering existing crash history, enter the following data: • Crash History Period: Enter the number of years of available crash data. • Total Crashes: Enter the total number of crashes that have occurred during this time period. Next, proceed to the Pavement Marking/Delineator tab, shown in Figure B-33. • Total Length of Section with Delineator Posts: Enter the length in miles of the roadway section that will have (or that has) roadside delineator posts. Include both sides of the road- way separately (i.e., enter 2 mi if a 1-mi roadway section has roadside delineators on both sides of the roadway). B2.1.3 Rural and Urban Freeway Project Data Enter all attributes about the roadway segment using the Freeway Project Data window (Figure B-34). The window is composed of five different pages. Navigate between these pages by clicking on the tabs at the top of the window. Each page is discussed below. First navigate to the Existing Cross Section tab shown in Figure B-34. • Number of Through Lanes: Select the total number of through lanes on the freeway segment from the drop-down menu. • Lane Width: Select the existing lane width of the traveled way in feet from the drop-down menu. • Outside Shoulder Width: Select the existing outside shoulder width in feet from the drop- down menu. Figure B-32. Rural Multilane Highway Project Data window: Crash history tab.

User’s Guide for Spreadsheet Tool 2 209   Figure B-33. Rural Multilane Highway Project Data window: Pavement Marking/ Delineator tab. Figure B-34. Freeway Project Data window: Existing Cross Section tab.

210 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects • Inside Shoulder Width: Select the existing inside shoulder width in feet from the drop-down menu. • Outside Roadside Slope: Select the existing roadside foreslope from the drop-down menu. • Median Width: Enter the median width in feet, measured from the leftmost edge of the traveled way to the leftmost edge of the traveled way of the opposite direction. • Median Slope: Select the median cross slope from the drop-down menu. Select Flat if there is not a depressed median. • Outside Barrier: Select Yes from the drop-down menu if there are outside barriers that are present along the freeway segment. Otherwise, if there are no outside barriers, select No. • Clear Zone Width: Enter the width of the clear zone in feet. • Inside Shoulder Rumble Strip: Select Yes from the drop-down menu if rumble strips are present on the inside shoulders of the roadway section. Otherwise, select No. • Outside Shoulder Rumble Strip: Select Yes from the drop-down menu if rumble strips are present on the outside shoulders of the roadway section. Otherwise, select No. • Percent of AADT during high volume periods: Proportion of AADT during hours in which the traffic volume exceeds 1,000 vehicles per hour per lane. • Median Barrier: Select Yes from the drop-down menu if there are median barriers that are present along the freeway segment. Otherwise, if there are no median barriers, select No. Next, click on the Alignment tab. Use the option buttons in Figure B-35 to select either entry of average curve data or entry of specific curve data. Depending on which option button the user selects, different text boxes and drop-down menus will appear in the window. Figure B-35. Freeway Project Data window: Alignment tab, average curve data entry.

User’s Guide for Spreadsheet Tool 2 211   The window in Figure B-35 shows all data entry required for using the average curve data entry option. • % of Section Length on Curves: Enter the percentage of the roadway section that is located on horizontal curves. Include spiral transitions in the percentage if present. • Typical Curve Radius: Enter the average horizontal curve radius for the roadway section. • Number of Curves on Section: Enter the number of horizontal curves on the roadway section. The window in Figure B-36 shows all data entry required for using the specific curve data entry option. • Number of Curves on Section: Enter the number of horizontal curves that are present on the roadway section. Count curves in each direction of travel separately. Next, click the Specific Curve Data Input button to enter details about each horizontal curve on the roadway segment. The window shown in Figure B-37 will appear when the Specific Curve Data Input button is clicked. At the top of the Horizontal Curve Data window is a label that indicates the horizontal curve for which data are being entered. • Curve Length: Enter the length in miles of the horizontal curve, not including spiral transitions. • Curve Radius: Enter the radius of the horizontal curve in feet. Figure B-36. Freeway Project Data window: Alignment tab, specific curve data entry.

212 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects Click the Next Curve button to save the data entered for the curve and proceed to data entry for the next curve on the roadway segment. Click the Save/Close button to save the data entered for the curve and exit the Horizontal Curve Data window. Click the Cancel button to exit the Horizontal Curve Data window without saving changes to the curve currently shown in the window. The window for data entry on the last curve on the roadway section is shown in Figure B-38. All data entry for the last curve on the roadway section is the same as previously defined; however, there is a button (the Add Curve button) that allows the user to add more curves to the roadway section when needed. Click the Previous Curve button to save data entered for the curve and return to data entry for the previous curve on the roadway section. All other buttons are the same as previously defined for the Horizontal Curve Data window. Next, proceed to the Crash History tab, shown in Figure B-39. The user can choose to use the existing site-specific crash history of the roadway section to assist in calculating potential crash savings with the 3R project. Otherwise, the user can simply choose to retain the estimate given by the HSM crash prediction method. The choice between Figure B-37. Specific curve data entry: First curve on freeway. Figure B-38. Specific curve data entry: Last curve on freeway.

User’s Guide for Spreadsheet Tool 2 213   these options is made in the window shown in Figure B-39. The advantage of using site-specific crash history is that the benefit estimate may better reflect local conditions. If the Yes option is chosen for considering existing crash history, enter the following data: • Crash History Period: Enter the number of years of available crash data. • Total Multiple Vehicle FI Crashes: Enter the total number of multiple-vehicle crashes on the roadway segment that fall into the following crash severity levels combined: – Fatal crash, – Disabling injury crash, – Evident injury crash, and – Possible injury crash. • Total Multiple Vehicle PDO Crashes: Enter the total number of multiple-vehicle crashes on the roadway segment that fall into the property-damage-only crash severity level. • Total Single Vehicle FI Crashes: Enter the total number of single-vehicle crashes on the roadway segment that fall into the following crash severity levels combined: – Fatal crash, – Disabling injury crash, – Evident injury crash, and – Possible injury crash. • Total Single Vehicle PDO Crashes: Enter the total number of single-vehicle crashes on the roadway segment that fall into the property-damage-only crash severity level. The last two tabs in the Freeway Project Data window are for entering data describing the median barriers and outside barriers on the freeway section. These two tabs will appear only if Yes was selected for the presence of either type of barrier. Figure B-39. Freeway Project Data window: Crash History tab.

214 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects If Yes was selected for median barrier presence in the Existing Cross Section tab, then proceed to the Median Barrier tab, shown in Figure B-40. Otherwise skip to data entry for outside barriers shown in Figure B-43. The first drop-down menu in the Median Barrier tab is for the Median Barrier Location. The following criteria define each option of the drop-down menu. Select the option that describes the applicable situation. • Continuous, Centered: A median barrier is present in the center of the median and runs the entire length of the freeway segment. • Continuous, Offset: A median barrier runs the entire length of the freeway segment, but is not centered in the median. • Discontinuous: Median barriers are present on the freeway segment, but are not continuous. On the basis of the entry in the Median Barrier Location drop-down menu, the remaining data entry fields in the Median Barrier tab may remain or disappear. The following criteria define each attribute: • Number of discontinuous median barriers: Enter the total number of discontinuous (stand-alone) median barriers on the freeway section. Do not count a continuous barrier in this number. • Median Barrier Width: Enter the width of the continuous median barrier in feet. This option appears only for Continuous, Centered and Continuous, Offset median barriers. • Distance between barrier face and edge of nearest traveled way: Enter the distance in feet from the inside traveled way edge closest to the offset barrier to the barrier face. This option appears only for Continuous, Offset median barriers. Figure B-40. Freeway Project Data window: Median Barrier tab.

User’s Guide for Spreadsheet Tool 2 215   • Cont. Median Barrier Type: Select the continuous median barrier type from the embedded drop-down menu. This option appears only for Continuous, Centered and Continuous, Offset median barriers. Next, if there are discontinuous median barriers present, click the Enter Discontinuous Median Barrier Data button to enter details about each discontinuous barrier on the roadway segment. The window in Figure B-41 will appear when the Enter Discontinuous Median Barrier Data button is clicked. At the top of the Median Barrier Data Input window is a label that indicates the median barrier for which data are being entered. • Barrier Length: Enter the length in miles of the discontinuous median barrier. • Horizontal Clearance: Enter the distance in feet between the leftmost edge of the traveled way and the face of the discontinuous median barrier. • Barrier Type: Select the type of discontinuous median barrier from the drop-down menu. Click the Next Barrier button to save the data entered for the median barrier and proceed to data entry for the next median barrier on the roadway segment. Click the Save/Close button to save the data entered for the median barrier and exit the Median Barrier Data Input window. Click the Cancel button to exit the Median Barrier Data Input window without saving changes to the median barrier currently shown in the window. The window for data entry on the last median barrier on the roadway section is shown in Figure B-42. All data entry for the last median barrier on the roadway section is the same as previously defined; however, there is a button (the Add Discontinuous Median Barrier button) that allows the user to add more median barriers to the roadway section when needed. Click the Previous Barrier button to save data entered for the median barrier and return to data entry for the previous median barrier on the roadway section. Figure B-41. Discontinuous Median Barrier data entry: First barrier on freeway.

216 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects All other buttons are the same as previously defined for the Median Barrier Data Input window. If Yes was selected for outside barrier presence in the Existing Cross Section tab, then proceed to the Outside Barrier tab, shown in Figure B-43. Otherwise skip to the next section. • Number of Outside Barriers: Enter the number of outside barriers that are present on the freeway segment. Next, click the Enter Outside Barrier Data button to enter details about each outside barrier on the roadway segment. The window in Figure B-44 will appear when the Enter Outside Barrier Data button is clicked. At the top of the Outside Barrier Data Input window is a label that indicates the outside barrier for which data are being entered. • Barrier Length: Enter the length in miles of the outside barrier. • Horizontal Clearance: Enter the distance in feet between the rightmost edge of the traveled way and the barrier face. • Barrier Type: Select the barrier type from the drop-down menu. Click the Next Barrier button to save the data entered for the barrier and proceed to data entry for the next outside barrier on the roadway segment. Click the Save/Close button to save the data entered for the outside barrier and exit the Outside Barrier Data Input window. Click the Cancel button to exit the Outside Barrier Data Input window without saving changes to the outside barrier currently shown in the window. The window for data entry on the last outside barrier on the roadway section is shown in Figure B-45. All data entry for the last outside barrier on the roadway section is the same as previously defined; however, there is a button (the Add Outside Barrier button) that allows the user to add more outside barriers when needed. Figure B-42. Discontinuous Median Barrier data entry: Last barrier on freeway.

User’s Guide for Spreadsheet Tool 2 217   Figure B-43. Freeway Project Data window: Outside Barrier tab. Figure B-44. Outside Barrier Data Input: First barrier on freeway.

218 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects Click the Previous Barrier button to save data entered for the outside barrier and return to data entry for the previous outside barrier on the roadway section. All other buttons are the same as previously defined for the Outside Barrier Data Input window. All necessary roadway segment data for the economic analysis have now been entered. B2.2 Edit Analysis Data Already Entered With the procedures presented above, all roadway segment data needed for a specific benefit–cost analysis have been entered. However, if the user needs to go back and edit any of the roadway segment attributes already entered, click the Edit Roadway Data or Edit Project Data buttons at the top of the Existing Conditions worksheet (see Figure B-19). B2.3 Enter and Retain Comments or Notes Concerning the Roadway The Existing Conditions worksheet includes a Comments/Notes field into which the user can enter, and retain a record of, any project- or site-specific information that helps explain the issues being addressed with the tool. The information entered in the Comments/Notes field will be saved whenever the Tool 2 workbook as a whole is saved. B3 Alternatives to Consider The next step is to select which roadway improvements will be considered for potential inclusion in the 3R project. Click the Alternatives to Consider button at the top of the Existing Conditions worksheet (Figure B-19). Roadway improvements available for inclusion in the analysis depend on the roadway type being examined. The following subsections present the window that will appear for each roadway type. B3.1 Rural Two-lane Highway The window shown in Figure B-46 will appear when the Alternatives to Consider button is clicked for rural two-lane highways. Figure B-45. Outside Barrier Data Input: Last barrier on freeway.

User’s Guide for Spreadsheet Tool 2 219   Check the box next to each alternative to be considered for potential improvement. • Widen Lane Width: This option will appear only if the existing lane width is less than 12 ft. Selecting lane widening will result in consideration of all lane width options from the existing lane width to 12 ft, in 0.5-ft intervals. • Widen Shoulder Width: This option will appear only if the existing shoulder width is less than 8 ft. Selecting shoulder widening will result in consideration of all shoulder width options from the existing shoulder width to 8 ft, in 0.5-ft intervals. • Modify Proportion of Shoulder Width that is Paved: If the Modify Proportion of Shoulder Width that is Paved box has been checked, enter the modified paved shoulder width proportion value in the box that appears. Modified proportions that decrease the width of the shoulder that is paved cannot be entered. • Flatten Roadside Slope: This option will appear only if the existing roadside foreslope is steeper than 1V:6H. If the existing roadside foreslope is 1V:2H, then options of 1V:2H, 1V:3H, 1V:4H, and 1V:6H will be considered. If the existing roadside foreslope is 1V:3H, then options of 1V:3H, 1V:4H, and 1V:6H will be considered. If the existing roadside foreslope is 1V:4H, then options of 1V:4H and 1V:6H will be considered. • Add Centerline Rumble Strip: This option will appear only if no centerline rumble strip is currently present. • Add Shoulder Rumble Strip: This option will appear only if no shoulder rumble strip is currently present. It should be noted that shoulder rumble strips may be selected even where unpaved shoulders are present, because the rumble strip may be placed on the edgeline of the traveled way. • Enhance Striping/Delineation: Select enhanced striping/delineation to consider installing durable pavement markings for both centerline and edge striping as well as installing roadside delineators. • Improve Curve Superelevation: Select improve curve superelevation to consider improv- ing the curve superelevation where needed. Superelevation improvements will only be Figure B-46. Alternatives to Consider for rural two-lane highways.

220 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects considered for curves on which HSM procedures indicate that a crash reduction would be likely to result from the superelevation improvement. • Include Right-of-Way Acquisition Cost: Select this option to include the cost of acquiring right-of-way in the benefit–cost analysis. The tool assumes right-of-way acquisition is needed for all lane and shoulder widening as well as roadside slope flattening. B3.2 Rural Multilane Highway The window in Figure B-47 will appear when the Alternatives to Consider button is clicked for rural multilane undivided and divided highways. Check the box next to each alternative to be considered for improvement. • Widen Lane Width: This option will appear only if the existing lane width is less than 12 ft. Selecting lane widening will result in consideration of all lane width options from the exist- ing lane width to 12 ft, in 0.5-ft intervals. • Widen Shoulder Width: This option will appear only if the existing shoulder width is less than 8 ft. Selecting shoulder widening will result in consideration of all shoulder width options from the existing shoulder width to 8 ft, in 1-ft intervals. On divided highways, only widening of the outside shoulders is considered. • Modify Proportion of Shoulder Width that is Paved: If the Modify Proportion of Shoulder Width that is Paved box has been checked, enter the modified paved shoulder width proportion value in the box that appears. Modified proportions that decrease the width of the shoulder that is paved cannot be entered. • Flatten Roadside Slope: This option will appear only if the existing roadside foreslope is steeper than 1V:6H. If the existing roadside foreslope is 1V:2H, then options of 1V:2H, 1V:3H, 1V:4H, and 1V:6H will be considered. If the existing roadside foreslope is 1V:3H, then options of 1V:3H, 1V:4H, and 1V:6H will be considered. If the existing roadside fore- slope is 1V:4H, then options of 1V:4H and 1V:6H will be considered. Figure B-47. Alternatives to Consider for rural multilane highways.

User’s Guide for Spreadsheet Tool 2 221   • Add Centerline Rumble Strip: This option will appear only if no centerline rumble strip is currently present. This option only applies to undivided roadways. • Add Shoulder Rumble Strip: This option will appear only if no shoulder rumble strip is currently present. It should be noted that shoulder rumble strips may be selected even where unpaved shoulders are present, because the rumble strip may be placed on the edgeline of the traveled way. • Enhance Striping/Delineation: Select enhanced striping/delineation to consider installing durable pavement markings for both centerline and edge striping as well as installing road- side delineators. • Improve Curve Superelevation: Select improve curve superelevation to consider improving the curve superelevation where needed. Superelevation improvements will only be considered for curves on which HSM procedures indicate that a crash reduction would be likely to result from the superelevation improvement. • Include Right-of-Way Acquisition Cost: Select this option to include the cost of acquiring right-of-way in the benefit–cost analysis. The tool assumes right-of-way acquisition is needed for all lane and shoulder widening as well as roadside slope flattening. B3.3 Freeway The window shown in Figure B-48 will appear when the Alternatives to Consider button is clicked for rural and urban freeways. Check the box next to each alternative to be considered for improvement: • Widen Lane Width: This option will appear only if the existing lane width is less than 12 ft. Selecting lane widening will result in consideration of all lane width options from the Figure B-48. Alternatives to Consider for freeways.

222 Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation (3R) Projects existing lane width to 12 ft, in 1-ft intervals. If the lane widening option is selected, the tool will automatically consider both widening lanes by adding width on the median side of the roadway and widening lanes by adding width toward the outside of the roadway. These scenarios may differ in cost; the benefits may differ as well, because a change in median width affects the benefits. Both widening scenarios are considered through the entire analysis process and both are included in the results summary. • Widen Outside Shoulder Width: This option will appear only if the existing outside shoulder width is less than 12 ft. Selecting outside shoulder widening will result in consid- eration of all outside shoulder width options from the existing shoulder width to 12 ft, in 1-ft intervals. • Widen Inside Shoulder Width: This option will appear only if the existing inside shoulder width is less than 12 ft. Selecting inside shoulder widening will result in consideration of all inside shoulder width options from the existing shoulder width to 12 ft, in 1-ft intervals. • Install Center Median Barrier: This option will appear only if no continuous barriers (either centered or offset) are present. Select the barrier type or all barrier types to be consid- ered in the analysis. • Add Inside Shoulder Rumble Strip: This option will appear only if no inside shoulder rumble strip is currently present. • Add Outside Shoulder Rumble Strip: This option will appear only if no outside shoulder rumble strip is currently present. • Include Right-of-Way Acquisition Cost: Select this option to include the cost of acquiring right-of-way in the economic analysis. If right-of-way acquisition costs are selected for con- sideration, the tool assumes that right-of-way acquisition is needed for all lane and shoulder widening toward the outside of the freeway. B3.4 Enter and Retain Comments or Notes Concerning the Project The Existing Conditions worksheet includes a Comments/Notes field into which the user can enter, and retain a record of, any project- or site-specific information that helps explain the issues being addressed with the tool. The information entered in the Comments/Notes field will be saved whenever the Tool 2 workbook as a whole is saved. B4 Run the Analysis Click the Run button in the Alternatives to Consider window to start the benefit–cost analysis. The window shown in Figure B-49 will appear, indicating the number of possible design alter- natives and combinations of alternatives to be analyzed on the basis of the specific alter natives that have been selected. Most analyses are completed within seconds; however, there is a possibility of longer computing times if there are a very large number of design alternatives. Click the OK button to proceed with the analysis. B5 Results When the tool is finished computing benefits and costs for all possible alternatives, the results will be displayed in the Results worksheet. This worksheet will appear automatically.

User’s Guide for Spreadsheet Tool 2 223   The results of the analysis are presented in a summary table, with each design alternative sorted by net benefits in descending order. For each alternative considered, the results sum- mary includes the improvement benefits, improvement costs, benefit–cost ratio, net benefits, and the “after project” condition for each roadway attribute that was considered for improve- ment. Examples of the results worksheets provided by Tool 2 are presented in Tables 51 and 52 in Section 5.7.1.4 and Table 60 in Section 5.7.3. In addition to the values shown in the tables, a comments column is provided in the worksheet so that the user can include a comment or note in any line in the table. The comments or notes will be saved any time the workbook as a whole is saved. For rural two-lane and multilane highways, any superelevation improvements to curves will be shown in the last column of the results summary. For freeway sections, the last column in the results summary indicates any changes that had to be made to median and outside barriers due to widening of lanes and shoulders. The cost of moving barriers is considered in the benefit–cost analysis. The preferred alternative is generally the alternative with the highest net benefits whose improvement cost falls within the available budget for the project. However, the user is not constrained to select the preferred alternative indicated by the tool. The final decision on which alternative(s) to implement for a project always involves an assessment by the highway agency of a broad range of factors, safety cost-effectiveness being only one of those many factors. Figure B-49. Message prior to running the analysis.