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APPENDIX A: USER`S MANUAL RSAP

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1. X Section for Station Range 4444 34 4 62 35 Primary Roadside Profile Shoulder Slope Width 6 5 ft 2 ft 1 ft ft ft ft 150 ft Slope 50 H 1V 200 H 1V 0 1 H 1V H 1V H 1V H 1V 10 H 1V X Section for Alternative Number 3 X Section for Station Range 0 00 12 88 68 Primary Roadside Profile Shoulder Slope Width 6 5 ft 150 ft ft ft ft ft 0 ft Slope 50 H 1V 6 H 1V H 1V H 1V H 1V HAV 0 HIV A 69 The default cross section is also entered on the alternatives page and is shown in Table 4 through Table 6 RSAPv3 has a variety of standard cross sections already defined that are available in a drop down menu listed next to the Default X Section data entry cell Once the alternatives have been defined the X Section Info gt button should be selected If all the segments use the same default cross section for each segment nothing needs to be done on this page Simply proceed to the analysis page If on the other hand the cross section varies by segment within the alternative the x section page can be used to assign particular cross sections to particular segments and alternatives In this example an additional cross section was created for alternatives one and two as outlined in Table 7 This cross section was saved and applied only to the roadway length where the culver headwall is present 1 e 4 44 34 to 4 62 35 E C
2. 86 Highway Characteristics Input Data for the TL 5 Concrete Barrier Example Problem 86 Roadside Input Data for the TL 5 Concrete Barrier Example Problem 87 Cross Section Input Data for the Concrete Barrier Example Problem 87 Feature Collision and Cost Report for the Concrete Barrier Example Problem 89 Segment Cost Summary for the Concrete Barrier Example Problem 90 Benefit Cost Table for the Concrete Barrier Example Problem 91 Blank User Form Project and Traffic Input Data sse 93 Blank User Form Whole Project Characteristics Input Data esse 94 Blank User Form Highway Characteristics Input Data sees 95 Blank User Form Roadside Feature Input Data eee 96 Blank User Form Roadside Cross Section Input Data sss sss sese 97 A 3 A 4 INTRODUCTION RSAP version 3 0 0 RSAPv3 is a major update of the Roadside Safety Analysis Program RSAP which is distributed with the Roadside Design Guide AASHTO06 This updated version incorporates the same basic cost effectiveness analysis procedure used in previous versions however modifies the default data within the software to include new research and incorporates many new algorithms New features of RSAPv3 include the ability to analyze
3. 222 682 1 2 55 222 682 0 2 11 154 1 000 2 770 21 826 Alternative2 1 3 73 21 826 2 770 The benefit cost report is shown in Table 19 for the cable median barrier example The difference in crash costs for alternatives 1 and 2 is 222 682 21 826 200 856 The annualized construction cost for one mile of cable median barrier over the project life is 11 154 the annual maintenance cost e g cable tensioning etc is 1 000 and 2 770 in repair costs are expected each year so the total cost of alternative 2 is 14 924 Alternative 1 has no construction maintenance or repair costs so the benefit cost ratio of alternative 2 with respect to 1 is 200 856 14 924 13 46 This would be a very attractive project since the B C ratio is relatively high for a roadside safety project A 83 Table 19 Benefit Cost Table for the Cable Barrier Example Problem EQUIVALENT ANNUAL INCREMENTAL BENEFIT COST Cable Barrier Example Problem Based on Analysis Run on 8 9 2012 3 17 53 PM RSAP 3 0 0 beta Rev 120803 running in Excel Version 14 0 on Windows 32 bit NT 6 01 Alternative Choice 1 2 5 8 os E 33 82 4 MP v c S ALTERNATIVES 92 az 3 592 lt x ar o g SE 9 Bef le Barri 9 4 efore Cable arrier aa F Installation e After Cable Barrier r 2 A 0 00 E Installation A 84 CONCRETE MEDIAN BARRIER EXAMPLE PROBLEM This example problem considers the us
4. This analysis should take about seven minutes on a typical computer using the setting shown in Figure 42 This example problem is discussed in detail in the Validation chapter of the Engineer s Manual where historic crash data is compared to these RSAPv3 results showing RSAPv3 is a valid roadside safety tool The Feature Report is shown in Table 17 For Alternative 1 no median barrier a total of 2 34 median cross overs are expected i e 1 1704 from the primary left and 1 1710 from the opposing left and a total of 0 21 rollovers i e 0 1042 from the primary left and 0 1051 from the opposing left The total crash cost for Alternative 1 of the terrain rollovers and median cross overs is 222 682 as shown in Table 17 For the second alternative 1 e low tension I RSAP Controls D X 1 mo Ene Weight st HIGHWAY TIE Local H Curve Selection f ALTERNA 5 Score Weight Max Traj at Cutoff each Encr X SECTION gt 0 7 2 Dist between 199 Grade Selection encr locations Score Weight RESULTS pue a Encroachments SETTINGS Primary Right V Primary Left HAZARDS l Opposing Right Speed Limit Selection Iv Opposing Left Score Weight Figure 42 RSAPv3 Analysis Settings for Cable Median Barrier Example Problem cable median barrier installed the total number of median cross overs is reduced to 0 1266 a reduction from the first alternative of nearly 20 times which is consistent with observe
5. a ac 2 vu Lu LL 1 Alternative 1 1 1 1 EdgeOfMedian PL 1 1704 1 1704 0 0000 105 791 0 0 T 1 1 EdgeOfMedian OL 0 0000 0 0000 0 0000 0 0 0 1 1 2 EdgeOfMedian PL 0 0000 0 0000 0 0000 0 0 0 1 1 2 EdgeOfMedian OL 1 1710 1 1710 0 0000 107 217 0 0 ah q 3 Rollover PL 0 1042 0 0000 0 0000 4 958 0 0 T 1 3 Rollover OL 0 1051 0 0000 0 0000 4 717 0 0 2 Alternative 2 2 1 1 EdgeOfMedian PL 0 0638 0 0638 0 0000 3 390 0 0 2 1 1 EdgeOfMedian OL 0 0000 0 0000 0 0000 0 0 0 2 di 2 EdgeOfMedian PL 0 0000 0 0000 0 0000 0 0 0 2 1 2 EdgeOfMedian OL 0 0628 0 0628 0 0000 2 890 0 0 2 1 3 TL3LTCableMB PL 1 5112 0 0907 0 0070 3 232 100 1 209 2 1 3 TL3LTCableMB OL 1 9518 0 1171 0 0089 5 875 100 1 561 2 T 4 Rollover PL 0 0892 0 0000 0 0000 4 226 0 0 2 1 4 Rollover OL 0 0552 0 0000 0 0000 2 213 0 0 A 82 Table 18 Segment and Alternative Cost Summary for the Cable Barrier Example Problem SEGMENT AND ALTERNATIVE COST SUMMARY Cable Barrier Example Problem Based on Analysis Run on 8 9 2012 3 17 53 PM RSAP 3 0 0 beta Rev 120803 running in Excel Version 14 0 on Windows 32 bit NT 6 01 Rate of Return 4 Design Life 25 yrs ANNUAL SEGMENT SUMMARY A P 0 0640 o e o o o n Q 2 o oO o M Q 512 28 8 2 S 78 8 o E o a 2 St o S E v E c c mU ec v o 2 NGS olig Q 2 es lt 2 T S o 2 lt lt 2 E 3 z 8 Z E lt Alternative1 1 0 0 0
6. 34 Figure 21 HIGHWAY worksheet Encroachment review area ALTERNATIVES WORKSHEET The ALTERNATIVES worksheet is where data is entered for the comparison of different roadside design alternatives RSAPv3 allows for the comparison of up to five different roadside alternatives The number of alternatives to consider the agency cost for each alternative and the location and type of roadside hazards specific to each alternative are entered on this worksheet Recall RSAPv3 is specifically designed to consider roadside design alternatives This worksheet allows for considerable variation in the configurations and locations of roadside hazards across all alternatives Perhaps there are small changes between alternatives or perhaps there are large changes between alternatives Maybe some roadside features remain constant throughout all of the alternatives This worksheet provides opportunities to customize roadside designs under consideration and also copy data already entered to minimize re entry of data All of these options are discussed in this section Setting up the Alternatives Although not in the spirit of a benefit cost analysis RSAPv3 can be run with only one alternative in order to examine the expected number of crashes and associated crash costs of a particular roadside design A benefit cost analysis will require at least two alternatives Currently RSAPv3 will evaluate up to five alternatives sim
7. 96 Vertical grade in the primary direction 96 Curve radius in the primary direction ft Curve radius in the primary direction ft Curve radius in the primary direction ft Curve radius in the primary direction ft A 95 Table 31 Blank User Form Roadside Feature Input Data Roadside Features for Alternative Number Default X Section Slopes Construction cost for alternative Maintenance cost for alternative Start End Side L Offset Side L Offset Value Hazard Station or R ft Station or R ft A 96 Table 32 Blank User Form Roadside Cross Section Input Data X Section for Alternative Number X section for Station Range Primary Roadside Profile Shoulder emt Slope Width ft ft ft ft ft ft ft Slope H 1V H 1V HV H 1V H 1V HIV Hv Median Shoulder Shoulder Slope Width ft ft ft ft ft ft O ft Slope H 1V H 1V H 1V H 1V H 1V Hv HIV Opposing Roadside Profile Shoulder m Slope Width ft ft ft ft ft ft ft Slope H 1V H 1V H 1V H 1V H 1V H 1V Hv A 97 REFERENCES AASHTO02 AASHTO06 AASHTOI I AASHTO88 AASHTO89 Bligh08 Mak03 NCHR
8. Example of finding the Station and Offset for a Tree Sign or Pole Terminals Modern crash tested longitudinal barrier terminals are complex devices which are designed for two basic impact conditions 1 end on impacts and 2 length of need impacts The hazard severity included in RSAPv3 represents impacts only at the end of the terminal i e prior to the length of need The station and offset of the traffic end of the terminal should be specified when a terminal is present The length of need of a terminal should be modeled using the w beam guardrail hazard specifying the start and end stations and offsets In other words the length of the terminal is not specified specifically under the terminal hazard The length of need stations and offsets and the terminal end station and offset are coincident and should be entered as such Additionally the length of need and the barrier the terminal is attached to are coincident It is important that coincident points be entered correctly otherwise RSAPv3 will stop the analysis and require the terminal definition on the ALTERNATIVES worksheet be corrected Figure 26 provides an example The photo is taken looking up station 1 e in the primary direction of travel A 43 therefore the direction of offset is Right The distance of offset is measured from the baseline e g the baseline is the centerline of a road to the hazard The width of the terminal head is also requested This value sh
9. NT 6 01 Alternative Choice 1 2 3 4 N 3 2 E 3 2 d re L E Eee o I E o ALTERNATIVES o ES 2c i oe 2 0 ao lt x o p zy 5 7 o 5 ca 0 2 q Fs in G E amp 1 Unprotected Median 1 00 17 76 15 68 10 33 oc 2 W Beam Median Barrier 0 00 EN 2 77 3 TL4NJ Shape Median Barrier 0 00 0 16 4 TL5 Median Barrier 0 00 pest choices MINA The benefit cost report is shown in Table 27 for this example All three median barrier alternatives are highly cost beneficial with respect to alternative 1 all three median barrier options provide a significant cost benefit as compare to no median barrier at all The TL3 w beam barrier has a B C ratio of 17 76 the TL4 barrier has a B C ratio of 15 68 and the TLS barrier has a benefit cost ratio of 10 33 with respect to no median barrier Given these results which is the best alternative to choose The w beam barrier gives the highest B C ratio but is it the best use of funds and the most effective option It is important to remember that the objective of a B C analysis is not to maximize the B C but to identify the best use of funds to achieve the designed goal improved safety in this case A better method for choosing is to use an incremental benefit cost approach In the literature this is also often called a challenger defender method The alternatives were entered in order of increasing cost so alternative
10. The last example i e the concrete median barrier example includes a problem where selecting among several acceptable feasible alternatives is illustrated A 74 Table 10 Benefit Cost Table for the Updated RDG Culvert Example Problem EQUIVALENT ANNUAL INCREMENTAL BENEFIT COST Updated RDG Culvert Example Based on Analysis Run on 8 13 2012 5 18 27 PM RSAP 3 0 0 beta Rev 120803 running in Excel Version 14 0 on Windows 32 bit NT 6 01 With Respect to Alternative Alternative Choice 1 2 3 Ig Uo SE EOD VN o ugs to ONG ES VG 9 s E re 9 2 v ALTERNATIVES 33 55 E 3 3 amp 9 lm 3 8 z SI 55 p Cot ow os Ic l Unprotected Headwall 1 00 0 40 1 27 Install guardrail and crashworthy end treatments 0 00 5 64 Extend culvert and re grade slope 0 00 Best Choice is AAN A 75 CABLE BARRIER EXAMPLE PROBLEM This example problem considers the possible treatment of a wide grassed median with cable median barrier There are two alternatives under considerations the null alternative which would leave the wide grass median unprotected while alternative two would add a low tension cable median barrier The basic project input data is shown in Table 11 The whole project characteristics are presented in Table 12 The specific highway characteristics are shown in Table 13 This information is used to adjust the base encroachment frequency to an encroachment freq
11. described earlier Recall the offset is measured from the center of the hazard perpendicular to the baseline and the direction of offset i e Left or Right of the baseline is specified Hazards which have an associated length e g longitudinal barrier should be entered using the beginning and end Stations and offsets Point hazards e g trees poles signs etc should be entered using a single station and offset and the hazard diameter Point hazards include trees poles bollards the ends of guardrail terminals and other fixed objects which do not have an area or length but which can be represented as a point in space Line hazards include longitudinal barriers the edge of a clear zone the edge of a median and any other objects which can be represented as a simple line One notable change in RSAPv3 from previous versions is culvert ends have been removed from the hazard categories Culverts are complicated structures which cannot be properly modeled as a single roadside hazard but require modeling more like that of a bridge For example the roadside slopes the headwall the presence of a longitudinal barrier and different grading options should be entered individually The ALTERNATIVES worksheet has hazard sensitive menus which aid in data entry for the seemingly endless set of roadside hazards which an errant vehicle may encounter when it leaves the road This large range of hazards can be grouped first into a General type then a s
12. year by GDP Value of Statistical Life 6 000 000 GDP Deflator to construction year Truck Crash Cost Adj Factor Which year to use in cost analysis construction mid life or end of life Motorcycle Crash cost Adj Factor TRAFFIC INFORMATION Construction year ADT vpd Motorcycles FHWA Class 1 Traffic Growth Rate Passenger Vehicles FHWA Class 2 amp 3 96 Which ADT to use construction mid life or end of life A 93 Trucks FHWA Class 4 to 13 Table 29 Blank User Form Whole Project Characteristics Input Data Whole Project Characteristic Value Percent of traffic in the primary direction Percent of traffic encroaching right Highway type i e Divided Undivided or One way Terrain ie flat rolling or mountainous Posted Speed Limit mph User encroachment adjustment A 94 Table 30 Blank User Form Highway Characteristics Input Data Start Station End Station Highway Characteristics Value Access density point mile Total lanes Number of lanes in the primary direction Lane width ft Right shoulder width ft Median shoulder width ft Median width ft Rumble strips True or false Vertical grade in the primary direction 96 Vertical grade in the primary direction 96 Vertical grade in the primary direction
13. 0 15 2 383 123 2 0 01 67 7 3 0 00 31 3 4 0 18 2 856 171 5 0 05 1 070 19 Alternative3 1 0 02 1 094 0 2 0 00 16 0 3 0 00 8 0 4 0 03 873 0 5 0 01 463 0 The alternative and segment information are summarized in the Segment Report shown in Table 9 The total crash cost for each segment and alternative is given in the Annual Segment Summary and the total for each alternative is given to the right Notice the alternative with the highest crash cost is the second alternative protecting the headwall with a guardrail The reason for this is that at this speed and traffic volume while the guardrail is a less severe collision it is A 73 struck more often RSAPv3 predicts that there will be a total of 0 11 terrain rollovers and interactions with the water hazard for alternative 1 but 0 32 collisions with the guardrail and end terminal and 0 07 and terrain rollovers or interactions with the water hazard for alternative 2 The number of rollovers and water interactions has been reduced by about 60 percent so the guardrail was effective at keeping vehicles off the slope and out of the water Unfortunately the number of guardrail collisions was more than three times higher than alternative one so the number of crashes and corresponding crash cost increased The information in Table 9 and Table 10 should be interpreted as follows If the 3 alternative i e re graded slopes traversable culvert and no guardrail is compared to the
14. 2 for the Updated RDG Culvert Example Problem A 70 Initializing segment and hazard data Priority set to High Segment 1 Alternative 1 Primary Right number of trajectories selected 10 minimum trajectory score 0 521775816107234 average trajectory score 0 595574965190047 score gt 0 9 is considered a good score 0 9 score 0 8 is considered acceptable score 0 8 gt score gt 0 7 is of questionable quality 0 7 score is unacceptable score Consider reducing number of trajectories EZ oe o 3 Figure 41 Progress Bar for the Updated RDG Culvert Example Problem With the input provided in the foregoing paragraphs the typical run time for this problem using all the default analysis settings except excluding opposing right and primary left encroachments is 620 seconds 1 e about 11 minutes At the end of the analysis the project switches to the results page first showing the Feature Report a partial view of which is shown in Table 8 The Feature Report contains a great deal of useful information about the expected number and cost of collisions with each feature analyzed For example the portion of the Feature Report shown in Table 8 shows which roadside features in Alternative 1 that were struck Feature 1 of Alternative 1 on Segment 1 is the water hazard that runs along the culvert headwall Segment 1 is the approach to the culvert On average this hazard will be struck 0 0040 times per year fro
15. 2 is the least expensive and alternative 4 is the most expensive The cost order then is 1 2 and 3 In this case all three alternatives have B C ratios much greater than one with respect to the null A 91 alternative i e alternative 1 so they are all feasible alternatives Starting with the first feasible alternative i e alternative 2 the next most costly alternative i e alternative 3 is compared The net benefit of alternative 3 with respect to 2 1 e TL4 concrete with respect to TL3 w beam is 92 935 31 083 61 852 and the incremental net cost difference between alternatives 2 and 3 is 30 369 419 18 044 500 5 028 7 216 i e construction maintenance and repair costs is 30 369 18044 0 500 430 5158 7 097so the incremental B C3 61 852 7 097 8 72 Alternative 2 i e the w beam is said to be the defender and alternative 3 1 e the TL4 concrete barrier is the challenger Since the TLA barrier has an incremental B C ratio greater than 1 with respect to the TL3 w beam it is preferred over the defending TL3 w beam median barrier so alternative 3 is chosen over 2 Now the TL4 barrier i e alternative 3 is the defender and the next most costly alternative 1 e the TL5 barrier in alternative 4 is the challenger The incremental B C ratio for alternative 5 with respect to 4 is 0 16 as shown in Table 27 Since the challenger B C ratio is less than one the defender is still the preferred al
16. CRASHES a E E ay oe x i Glo z E LL OF ms eo N 1 Alternative 1 1 1 1 EdgeOfMedian PL 0 0000 0 0000 0 0000 0 0 0 1 1 1 EdgeOfMedian OL 1 9283 1 9283 0 0000 251 237 0 0 1 1 2 EdgeOfMedian PL 1 9283 1 9283 0 0000 251 237 0 0 1 1 2 EdgeOfMedian OL 0 0000 0 0000 0 0000 SO 0 0 1 1 3 Rollover PL 0 0939 0 0000 0 0000 5 825 0 0 1 1 3 Rollover OL 0 0915 0 0000 0 0000 5 684 0 0 2 Alternative 2 2 1 1 EdgeOfMedian PL 0 0000 0 0000 0 0000 0 0 0 2 1 1 EdgeOfMedian OL 0 0359 0 0359 0 0000 2 609 0 0 2 1 2 EdgeOfMedian PL 0 0359 0 0359 0 0000 2 609 SO 0 2 1 2 EdgeOfMedian OL 0 0000 0 0000 0 0000 0 0 0 2 1 3 TL3WbeamMB PL 2 1493 0 0430 0 0000 40 154 0 2 579 2 1 3 TL3WbeamMB OL 2 1493 0 0430 0 0000 40 154 0 2 579 2 1 4 Rollover PL 0 0636 0 0000 0 0000 3 726 0 0 2 1 4 Rollover OL 0 0623 0 0000 0 0000 3 683 0 0 3 Alternative 3 3 1 1 EdgeOfMedian PL 0 0000 0 0000 0 0000 0 0 0 3 1 1 EdgeOfMedian OL 0 0036 0 0036 0 0000 260 0 0 3 1 2 EdgeOfMedian PL 0 0036 0 0036 0 0000 260 0 0 3 1 2 EdgeOfMedian OL 0 0000 0 0000 0 0000 0 0 0 3 1 3 TLANJShapeMB PL 2 1496 0 0043 0 0367 11 631 0 215 3 1 3 TLANJShapeMB OL 2 1496 0 0043 0 0367 11 631 0 215 3 1 4 Rollover PL 0 0626 0 0000 0 0000 3 672 0 0 3 1 4 Rollover OL 0 0614 0 0000 0 0000 3 629 0 0 4 Alternative 4 4 1 1 EdgeOfMedian PL 0 0000 0 0000 0 0000 0 0 0 4 1 1 EdgeOfMedian OL 0 0000 0 0000 0 0000 0 0 0 4 1 2 Edg
17. cross section data entry is complete press the Analysis tab to move to the analysis phase Note that pressing the analysis button does not change the worksheet but does change the RSAPv3 Controls Dialog Box A 47 Figure 28 RSAP Controls Dialog Box for X Sections Copy Defaults and Assign Typical Sections A 48 4 44 34 4 44 34 4 62 35 4 62 35 4 70 80 4 70 80 7 70 80 7 70 80 12 88 68 amp o e o mn Hav 0 Hiv TotalLanes Number Lanes Prim Lane Width ft Left Shoulders ft Right Shoulders ft Median Width ft inches Figure 29 CROSS SECTION worksheet A 49 DEFAULT X SECTION Ald 1 Angi AlGT START ENDSTA 1 2 3 4 5 cun ea TotalLanes Number Lanes Prim Lane Width ft Left Shoulders ft Right Shoulders ft Median width ft Curb Heiaht inches Figure 30 CROSS SECTION worksheet Assign Typical Section to Alternatives by Segments A 50 Primary Roadside Profile Slope Width 6 5 ft ft ft ft Slope ft ft ft Hiv Hiv Hiv Hiv HV Hiv Hiv Offset 120 15 205 215 215 215 215 115 lem 00 01 0 101 101 101 101 251 Median Profile Shoulder Slope Width off Z Ch Med Width Shoulder mum Slope Width 65 R ft ft ft ft ft ft Hiv Hiv Hiv Hiv Hiv Hiv Offset 120 185 185 85 185 185 1
18. highway types An increase in access density results in an increase in encroachment rates An integer between 0 and 50 which represents the number of access points per mile between the indicated stations should be entered For example if the access density remains relatively constant throughout the project the start and end stations for the entire project should be entered along with the corresponding number of access points per mile If the access density varies considerably over the length of the project the start and end station and the corresponding access density for the first section should be entered and then for each region which has a change in access density per mile The RSAPv3 characteristics keyword for data entry is ACCESS DENSITY Total Lanes Total lanes refers to the total number of lanes in both directions of the roadway The default total number of lanes is four lanes for divided highways two lanes for undivided highways and one lane for one way roads An integer between 1 and 10 represents the total number of lanes between the indicated stations Regardless of the highway type the integer entered is the total number of lanes The RSAPv3 characteristics keyword is LANES TOTAL For example a two lane exit ramp being examined LANES TOTAL 2 A five lane divided highway where both directions are Lane Width Median Shoulder Width Median Width on the same alignment and 3 lanes are in the primary direction and 2 a
19. not use the Gross Domestic Product GDP price deflator over the project life in the Cost Benefit calculations to adjust the crash cost The default value is N for no Not using the GDP during the life of the project means that the VSL is adjusted to the construction year and the construction year VSL is used in the economic analysis Change the value to Y for yes to expand Crash Costs values over the life of the project For example if the crash cost year value is 2009 the construction year is 2013 and the design life is 20 years i e 2023 the crash costs will be 7 019 151 in 2013 when the facility opens and increase yearly until the Crash Costs are 18 711 090 in 2023 A 19 Expand to current year by GDP GDP Deflator Base year for crash cost data Value of Statistical Life Generally the economic analysis is based on deflating all costs to the construction year so the default is no Similar to using the GDP values during the project life as described above RSAPv3 will also expand or not expand the crash cost values to the construction year using the user entered GDP price deflator The default value of Y for yes will expand the crash costs to the construction year Changing the value to N for no will not expand the crash costs of the construction year See the discussion below on Value of Statistical Life VSL for the appropriate expansion of crash cost figures The FHWA periodically issues recommendations for the VSL
20. the last being in 2009 Selecting yes will adjust the value to the construction year and selecting no will leave the value unadjusted The assumed Gross Domestic Project GDP Deflator expressed as a percent for calculating time series costs The default value is 4 A hyperlink is provided within the program which links to the U S Government Printing Office website which has the current federally recommended GDP deflator values The base year for crash cost data is the year associated with the particular VSL At the time of this publication the 2009 crash cost data published by FHWA was the most recent crash cost data available This data has been included as the default year When FHWA updates these values they may be entered and the year of the data specified in this field Older crash cost data may also be entered for a variety of reasons In any case the data year corresponding to the VLS used should be entered in this field This year is used in a number of calculations related to adjusting the crash cost values from the base year to the construction year and over the design life as described above It is also important to record regardless of whether the VSL is adjusted or not the year to which the VSL is tied for future reference The Value of Statistical Life VSL represents the average comprehensive crash cost of a fatal crash Based on new interpretation of the literature FHWA plans to annually release a new VS
21. 0 0000 0 0000 0 0 0 1 2 2 Water PR 0 0000 0 0000 0 0000 0 0 0 1 2 2 Water OL 0 0000 0 0000 0 0000 0 0 0 1 2 3 Water PR 0 0000 0 0000 0 0000 0 0 0 1 2 3 Water OL 0 0000 0 0000 0 0000 0 0 0 1 2 4 Rollover PR 0 0002 0 0000 0 0000 6 0 0 1 2 4 Rollover OL 0 0001 0 0000 0 0000 2 0 0 1 3 1 Water PR 0 0000 0 0000 0 0000 0 0 0 1 3 1 Water OL 0 0000 0 0000 0 0000 0 0 1 3 2 Water PR 0 0000 0 0000 0 0000 0 0 0 1 3 2 Water OL 0 0000 0 0000 0 0000 0 0 0 1 3 3 Water PR 0 0000 0 0000 0 0000 0 0 0 1 3 3 Water OL 0 0000 0 0000 0 0000 0 0 0 1 3 4 Rollover PR 0 0002 0 0000 0 0000 5 0 0 1 3 4 Rollover OL 0 0001 0 0000 0 0000 2 0 0 A 72 Table 9 Segment and Alternative Cost Summary for the Updated RDG Culvert Example Problem SEGMENT AND ALTERNATIVE COST SUMMARY Updated RDG Culvert Example Based on Analysis Run on 8 13 2012 5 18 27 PM RSAP 3 0 0 beta Rev 120803 running in Excel Version 14 0 on Windows 32 bit NT 6 01 Rate of Return 4 Design Life 25 yrs ANNUAL SEGMENT SUMMARY A P 0 0640 n o 2 o vo OQ o o o al g Do 8 2 Uc zg ol g alz Q 9 2 a E S E E EG cc 7 5 bo e s T 5 5 cc x 9 o o 2 o 2 e 5 gg N res o E lt 3 S E 8 gt E E Alternative1 1 0 0 0 5 81 1 005 2 71 0 2 1 509 0 323 6 408 2 0 00 35 0 3 2 532 0 0 2 54 3 0 00 7 0 4 0 05 3 089 0 5 0 01 379 0 Alternative2 1
22. 0 1 27 Install guardrail and crashworthy end treatments 0 00 5 64 Extend culvert and re grade slope 0 00 Best choices IMEI Figure 37 RESULTS worksheet Benefit Cost Table A 60 FEATURE COLLISION AND COST REPORT Updated RDG Culvert Example Based on Analysis Run on 7 25 2012 8 32 33 AM RSAP 3 0 0 beta Rev 120724 running in Excel Version 14 0 on Windows 32 bit NT 6 01 Analysis Time 808 7852 sec 1 Alternative 1 ii 1 Water PR 0 0040 0 0000 0 0000 289 0 0 11 1 Water OL 0 0000 0 0000 0 0000 0 0 0 11 2 Water PR 0 0354 0 0000 0 0000 1 630 0 0 4 2 Water OL 0 0000 0 0000 0 0000 0 0 0 3A 3 Water PR 0 0000 0 0000 0 0000 0 0 se 11 3 Water OL 0 0000 0 0000 0 0000 0 0 0 11 4 Rollover PR 0 0070 0 0000 0 0000 215 0 0 11 4 Rollover OL 0 0037 0 0000 0 0000 84 0 0 i2 1 Water PR 0 0000 0 0000 0 0000 0 0 0 i2 1 Water OL 0 0000 0 0000 0 0000 0 0 0 12 2 Water PR 0 0000 0 0000 0 0000 0 0 0 12 2 Water OL 0 0000 0 0000 0 0000 0 0 0 12 3 Water PR 0 0000 0 0000 0 0000 0 0 0 13 3 Water OL 0 0000 0 0000 0 0000 0 0 0 12 4 Rollover PR 0 0002 0 0000 0 0000 5 0 0 12 4 Rollover OL 0 0001 0 0000 0 0000 2 0 0 1 2 1 Matar DR n nnnn n nnnn n nnnn n n n Figure 38 RESULTS worksheet Feature Collision and Cost Report A 61 EXAMPLE PROBLEMS A series of example problems have been developed to represent a common range of roadside design situations These example probl
23. 00 are accepted Values of 0 indicate that no vehicles are encroaching right and all generated encroachments would be modeled on the left side of the road The number of generated encroachments however is not reduced therefore the number of left side encroachments would be doubled under this scenario Conversely a value of 100 would indicate that all encroachments should be modeled on the right side of the road The default value of 50 percent models half of the encroachments on the right side of the road and half on the left side of the road This value should not be changed unless a study has been conducted or specific information gathered which indicates that the distribution of encroachments is other than 50 50 Highway type includes undivided divided and one way roads Interstate and arterial exit entrance ramps should be modeled as one way roads Divided highways include roadways on the same coordinated alignment Divided highways on separate alignments should be modeled independently as two different one way roads The terrain refers to the overall project and not specific segments The definition is similar to what is used in other highway design manuals like the Highway Capacity Manual Acceptable entries include flat rolling or mountainous This entry adjusts the base encroachment frequency The posted speed limit of the roadway in miles per hour should be entered in this field User Encroachment Adjustment This field shou
24. 2012 Title Units Design Life Construction Yea Rate of Return CRASH COSTS Use GDP values during life Expand to current year by GDP only USCU units atthis time YRS r 96 IGDP Deflator to construction year Base year for crash cost data Value of Statistical Life Reference for VSL Szabat and Knapp Treatment of the Economic Value of a Statistical Life in Departmental Analyses 2009 Annual Revision U S DOT March 18 2009 http www iccess gov usbudge hist html Figure 8 Project Information Data Entry Worksheet BASIC INFORMATION Today s date i e run date 7 20 2012 Title Units USCU only USCU units at this time Design Life Construction Year Rate of Return Figure 9 PROJECT INFORMATION worksheet Basic Information Data Entry Area CRASH COSTS Use GDP values during life Expand to current year by GDP GDP Deflator to construction year Base year for crash cost data 2009 2012 2024 5 2037 Cost Used Value of Statistical Life 6 000 000 6 749 184 6 749 184 6 749 184 6 749 184 Reference for VSL Szabat and Knapp Treatment of the Economic Value of a Statistical Life in Departmental Analyses 2009 Annual Revision U S DOT March 18 2009 Figure 10 PROJECT INFORMATION worksheet Crash Cost Data Entry Area Today s date Title Units Design Life Construction Year Rate of Return Use GDP values during life This field
25. 3 Workflow Diagram tete rente ia 11 Figure 3 Independent Horizontal Alignrrent cai ic 12 Figure 4 Independent Vertical Alignment rut epe eerte i etes dir i aaa 12 Figure 5 Baseline station and Oset er een 13 Figure 6 One way Road Baseline LOCO uie UO C miS tt e ced idi 14 Figure 7 RSAP Controls Dialog BOX npe eret secuit ete eeu eve tetas 15 Figure 8 Project Information Data Entry Worksheet sese 17 Figure 9 PROJECT INFORMATION worksheet Basic Information Data Entry Area 18 Figure 10 PROJECT INFORMATION worksheet Crash Cost Data Entry Area 18 Figure 11 Traffic Information data entry area Gosa Aeg 22 Figure 12 TRAFFIC INFORMATION worksheet Traffic data entry area eccere 23 Figure 13 TRAFFIC INFORMATION worksheet Vehicle Mix data entry area 23 Figure 14 HIGHWAY worksheet Whole Roadway Characteristics eese 26 Figure 15 RSAP Controls Dialog Box for Highway Characteristics eese 29 Figure 16 HIGHWAY worksheet User Entered Characteristics eee 30 Figure 17 ROG Median Width Measurements deoa edi pee eee dpt ec eden ee 32 Figure 18 Example of horizontal curve sign convention esee 33 Figure 19 Example of vertical grade sign convention coooconoccnnncconnnonnnononcnnnnnonnnonanonn ccoo nncnnn conan 34 Figure 20 RSAP Controls Dialog Box for Road Segments Segment P
26. 52 80 00 L 8 barrier 6 wide 0 00 L 20 52 80 00 L 20 Median Edge 0 00 R 20 52 80 00 R 20 Median Edge A 79 Table 16 Alternative 1 and 2 Cross Section Input Data for the Cable Barrier Example Problem X Section for Alternative Number 1 amp 2 X Section for Station Range 04 00 52480 Median Profile Shoulder Shoulder Slope Width 10 ft 10 ft ft ft ft 10 ft 10 ft Slope 50 HIV 6 H 1V H 1V H 1V H 1V 6 H 1V 50 H 1V A 80 RSAPv3 Analysis This example problem concerns the before and after effects of the installation of a median barrier therefore it is only necessary to consider primary and opposing left encroachments Also since the only hazard being examined is a median barrier i e a line hazard the distance between encroachment locations can be increase from every four feet to as much as 1 000 feet Of course in reality traffic barriers have a beginning and an end that should be considered as point hazards and analyzed as such as was the case with the Updated RDG Culvert Example For this example however we are only concerned with the behavior of a section of median barrier not the barrier as a system or a particular run of barrier The analysis settings used are shown in Figure 42 The results of the analysis are presented in Table 17 Table 18 and Table 19
27. 60 mi hr rather than the base line assumed value of 65 mi hr The Special Edge hazard Edge of Median is used to detect the edges of the opposing median This hazard is present in both alternatives since the cable barrier might be penetrated Alternative 2 includes the cable median barrier offset 8 ft from the centerline of the v ditch This problem uses the default cross section All 6 1 which uses 6H 1V slopes in the median to form a v ditch as well as on both roadsides The x section data is already entered for the All 6 1 cross section alternative but its definition is shown in Table 16 A 78 Table 14 Alternative 1 Input Data for the Cable Barrier Example Problem Roadside Features for Alternative Number 1 Construction cost for alternative 0 Maintenance cost for alternative 0 Default X Section All 6 1 Start End STA Side L or R Offset ft STA Side L or R Offset ft Hazard Value 0400 L 20 0 52 80 00 L 20 0 Median Edge 0 00 R 20 0 52 80 00 R 20 0 Median Edge Table 15 Alternative 2 Input Data for the Cable Barrier Example Problem Roadside Features for Alternative Number 2 Construction cost for alternative 174 246 Maintenance cost for alternative 1 000 Default X Section All 6 1 Start End STA Side Lor R Offset ft STA Side L or R Offset ft Hazard Value TL 3 Low tension cable 0 00 L 8
28. 85 185 lem o0 01 01 01 01 01 01 01 Figure 31 CROSS SECTION worksheet Edit Typical Sections A 51 CONDUCTING THE ANALYSIS If all the data input has been filled in properly selecting the Run button will initiate the analysis There are however several analysis settings available which can be used to reduce needless time spent on calculations during the analysis when appropriate The settings can be viewed by selecting See Settings as will be described below Before describing the settings however it is necessary to discuss some of the basics about how the encroachments are modeled in RSAPv3 RSAPv3 searches a trajectory database to identify relevant cases based on similarity to the given road segment characteristics that is the program selects trajectory cases that have characteristics which fall within a specified range of those defined in the current project The characteristics that are currently used in the trajectory selection process include posted speed limit highway grade roadside cross sectional shape and horizontal curve radius The selection methodology involves examining and scoring each individual trajectory case based on a quantitative comparison of the roadway characteristics The individual scores for each of the four criteria are combined into a single representative composite score for the trajectory case and RSAPv3 selects the trajectories with the highest scores for
29. ADT 6412 vehicles day ADT USED BY RSAP 5562 vehicles day VEHICLE MIX Motorcycles M 600 8 00 3 00 2 60 0 90 0 56 Passenger Vehicles c 3 400 14 10 5 40 3 25 1 00 1 00 Trucks nh 40 000 65 00 8 00 5 40 1 20 3 52 Click here for the on line link to the FHWA classification system m Traffic Informatio Figure 11 Traffic Information data entry area TRAFFIC INFORMATION CONSTRUCTION YEAR ADT vehicles day TRAFFIC GROWTH WHICH ADT TO USE MID LIFE ADT 5 662 vehicles day vehicles day END OF LIFE ADT ADT USED BY RSAP vehicles day growth yr Figure 12 TRAFFIC INFORMATION worksheet Traffic data entry area VEHICLE MIX BERE IE za Long Hgt Tue Ee Motorcycles Class 1 Passenger Vehicles Class 2 3 Trucks Class 4 13 NE Na LR ue 0 56 90 0 3 400 14 10 5 40 3 25 1 00 10 0 40 000 5 40 1 20 3 52 Click here for the on line link to the FHWA classification system Figure 13 TRAFFIC INFORMATION worksheet Vehicle Mix data entry area Construction Year ADT Two way average daily traffic ADT of the roadway for the construction year in vehicles per day vpd In the case of one way roads the one way ADT should be entered In the case of divided highways on the same alignment the bi directional ADT should be entered In the case of divided highways on separate alignments separate RSAPv3 analysis are required for each of the independent alignments t
30. APPENDIX A USER S MANUAL RSAP Version 3 0 0 NCHRP 22 27 ROADSIDE SAFETY ANALYSIS PROGRAM RSAP UPDATE RoadSafe LLC 12 Main Street Canton Maine 04221 October 25 2012 TABLE OF CONTENTS LISO EE EE RE EN EN 2 ECTS dE ERE ENE 3 N 5 BT NL 5 o A EE EE EEE 6 General Instrudtbons P 6 Er ER EN 6 Vedr and Saving L siorse E A E 7 Getting Started ds 8 Setting up the Project and Preparing the Data for Analysis eene 9 User Entry ER NE EE qoM MED 13 Locana Pr cp e EU O E RA 13 T p t Mod si EE 14 Entering th AP 16 PROJECT INFORMATION worksheet sse sese eee 16 TRAPRICINFORMATION pork 1 T n i 21 HIGHWAY workshe t ninia neral 25 ALTERNATIVES ST T T A dd 38 Set ng up the ANG 38 Roadside PEI NN P 41 CROSSSSEL LIONS VOR ia 46 Conducting the Amal ysis e 52 Preparing the Report and Interpreting the Results sss sese eee ee eee ee eee 57 Example Problems aba 62 RDG Culvert Example Problem 0 ci 62 RSA vL m C 70 Cable Bre Example Problem etsi Een mt iiio or Fin AH bcm m ep uela pb fes 76 KAP ADA s 8l Concrete Median Barrier Example Problem ct a 85 EEG EEE ceed boi eee dered a TS 88 NN eran nce e o o O eens ee 92 o REE NE EE EE EE 98 A 1 LIST OF FIGURES Figure 1 RSAPV3 Splash Serena oed e ds 8 Figure 2 RSAPv
31. All Flat Start End Offset Station Side Offset ft Station Side ft Hazard Value 0 00 L 0 0 52 80 00 0 0 TL 5 NJ Shape Median Barrier 32 wide 0400 L 13 5 52 80 00 13 5 Median Edge 0 00 R 13 5 52 80 00 13 5 Median Edge Table 24 Cross Section Input Data for the Concrete Barrier Example Problem X Section for Alternative Number 1 X Section for Station Range 0 00 52 80 Median Profile Shoulder Shoulder Slope Width 10 0 ft 3 5 ft ft ft ft 3 5 ft 10 ft plone SO H 1V 0 H 1V H 1V H 1V H 1V 0 H 1V 50 H 1V A 87 RSAPv3 Analysis This example problem concerns the treatment of a median with either a TL 3 w beam median barrier a TL 4 New Jersey Shape concrete median barrier or a TL 5 New Jersey shape concrete barrier compared to leaving the median unprotected Only primary and opposing left encroachments are considered so only the primary left and opposing left encroachments are selected in Figure 43 As with the last example the only hazard modeled is a median barrier 1 e a line hazard therefore the distance between encroachment locations has been increased from the default value of four feet to 1 000 feet to reduce the analysis time at no loss of accuracy since end treatments and other point objectcs are not considered in this analysis The analysis settings used are shown in Figure 43 Alternative 4 from this example problem is discussed also dis
32. FORMATION WORKSHEET A Complete view of the PROJECT INFORMATION data entry area and the RSAP Controls Dialog Box is shown in Figure 8 Basic information about the project is entered on this worksheet Figure 9 and Figure 10 show excerpts from the PROJECT INFORMATION worksheet where the Basic Information and the Crash Cost data are entered The rose colored cells contain RSAPv3 default values which may be edited the yellow cells represent project specific data which must be added all other cells are protected and cannot be edited For example the yellow cell below requests the Project title The project title entered is RDG Culvert Example Problem Each project will presumably have a different title therefore this cell is yellow In addition to the Project title Figure 9 also has data entry areas for the Design life in year the Construction year and the rate of return Default values for these rose colored cells are provided but may be edited by the user to conform to the specific project As the default RSAPv3 provides the 2009 Value of Statistical Life VSL of 6 000 000 and the source of this information More information can be found on the change to VSL in the RSAPv3 Engineers Manual Each of the data entry fields and the data entry requirements shown in these figures are discussed in detail below A 16 Ej RSAPv3 120719 beta RDG Culvert Example RSAP PROJECT INFORMATION BASIC INFORMATION Today s date i e run date 7 20
33. L and move away from using the GDP to inflate crash costs The VSL is to be used in combination with the relative crash costs shown in Figure 10 The most recent VSL released by FHWA at the time of this publication was 6M in 2009 An A 20 option to inflate the VSL using the GDP has been included in the event annual releases of VSL are not forthcoming See the discussion above for Expand to Current Year by GDP The VSL can be thought of as the comprehensive crash cost of a fatal crash After completing data entry in all of these fields pressing the Traffic Info button on the RSAP Controls Dialog Box will initiate the TRAFFIC INFORMATION data entry worksheet TRAFFIC INFORMATION WORKSHEET A Complete view of the TRAFFIC INFORMATION data entry area and the RSAP Controls Dialog Box for this worksheet is shown in Figure 11 Figure 12 and Figure 13 show excerpts from the TRAFFIC INFORMATION worksheet where the project specific Traffic Information and the Vehicle Information is entered As true on every sheet the rose colored cells contain RSAPv3 default values which may be edited or accepted as is The yellow cells require project specific data and all other cells are protected and may not be edited A 21 RSAPV3 120719 beta RDG Culvert Example Updated RDG Culvert Example TRAFFIC INFORMATION CONSTRUCTION YEAR ADT Ivehicles day TRAFFIC GROWTH growth yr WHICH ADT TO USE MID LIFE ADT 5662 vehicles day END OF LIFE
34. P17 43 Task Force for Roadside Safety Roadside Design Guide American Association of State Highway and Transportation Officials Washington D C 2002 Task Force for Roadside Safety Roadside Design Guide gr edition American Association of State Highway and Transportation Officials Washington D C 2006 Task Force for Roadside Safety Roadside Design Guide American Association of State Highway and Transportation Officials Washington D C 2011 Task Force for Roadside Safety Roadside Design Guide American Association of State Highway and Transportation Officials Washington D C 1988 American Association of State Highway and Transportation Officials Roadside Design Guide Washington D C 1989 Roger Bligh and Shaw Pin Miaou Determination of Safe Cost Effective Roadside Slopes and Associated Clear Distances NCHRP Project 17 11 2 National Cooperative Highway Research Program Transportation Research Board Washington D C 2008 Mak K K and Sicking D L Roadside Safety Analysis Program RSAP Engineer s Manual National Cooperative Highway Research Program Report No 492 Transportation Research Board Washington D C 2003 NCHRP 17 43 Long Term Roadside Crash Data Collection Program Virginia Polytechnic Institute In Progress A 98
35. RSAP Controls Dialog Box like the one shown in Figure 7 The ANALYZE tab is used to access the analysis options but does not access a worksheet A 14 The RSAP Controls Dialog Box contains context sensitive prompts and context sensitive button controls to help with data entry This dialog box is consistently displayed on the left side of the screen however it can be moved or resized Hints about the appropriate next step are displayed at the bottom left of the dialog box and the worksheet specific buttons are displayed along the right panel of he bor The left panel of the box provides tabs ars e to navigate between the different worksheets and input tasks For example Figure 7 has a hint prompt at the bottom of the sheet which provides instruction to Change any of the default values in the yellow or rose cells or proceed to the next section by selecting Traffic Info The buttons in the right panel can be used to Start a New Project Open Existing Project Clear User Information or Restore RSAP Defaults Each RSAP Controls Dialog Box provides the option to clear the user information These buttons will only clear the information on the current worksheet they do not clear information on other worksheets Each RSAP Controls Dialog Box also provides a button to restore the RSAPv3 default values The default values are shown in rose colored cells Again this button will only restore the default values on the current worksh
36. RSAPv3 does not automatically define the median edge when a median is indicated in the highway characteristics To define this hazard for divided highways on the same alignment i e baseline in the middle specify the start and end station and offset of the left and right median edges If the median width varies along the project the beginning and ending offset can be set appropriately More dramatic changes should be modeled using multiple median edge segments In the event the highway is on independent alignments and modeled as two one way roads the median edge can also be added to these analyses Water hazards include streams lakes and other bodies of water which an errant vehicle s path may intersect For example an errant vehicle may penetrate a longitudinal barrier such as a bridge rail and the vehicle path may lead to a water hazard next 1 e these lines may be coincident in plan view but have different elevations The errant vehicle may penetrate guardrail traverse a slope then intersect the water hazard The water hazard is defined by a series of lines with stations and offsets For example when a stream crosses under a bridge three water line hazards should be defined on each side of the bridge i e the line parallel A 45 to the bridge rail and the two lines perpendicular to the bridge See Figure 27 for an example 4 bridge 2 2011 Google Technologies P 3 48 33 15 425 N 122527134 TENN elev Figu
37. Table 6 detail the roadside design alternatives under consideration Table 7 provides the roadside cross sections for each alternative Alternative 1 baseline conditions include 1V 4H fill slopes an unprotected headwall and a small stream Alternative 2 installs guardrail and crashworthy end treatments The RDG recommends 300 feet of runout length for this design speed and traffic volume combination This runout length has been provided on both sides of the culvert Additionally crashworthy end treatments are proposed at both ends of the guardrail since this is an undivided highway Alternative 3 proposes to extend the culvert regrade the slopes and install a traversable culvert grate The culvert has been extended outside of the clear zone and the slopes regarded within the clear zone to a 1 V 6H fill slope tapering to the stream bed as shown in Figure 39 The RDG states that the analyses for this example were conducted with all roadside features on the right side of the road AASHTO06 This intent has been carried through to this example problem All features are proposed on the right side of the road information has only been provided for the right side of the road Note that values have been provided for hazards which RSAPv3 prompts for a value to be input These values generally represent the width of the point or line hazard under consideration For example the width of w beam guardrail is typically 12 inches therefore a value of 12 inches is s
38. al number of predicted crashes by feature by segment by encroachment type and by travel direction This report provides the number of crashes predicted to rollover after redirection and penetrate any feature This report also indicates the number of predicted terrain rollover crashes A 57 Figure 35 RSAP Controls Dialog Box for Results and Different Reporting Options UK WN A 0 E WM ra VP w M a 0 05 0 00 0 00 0 05 0 01 0 15 0 01 0 00 0 18 0 05 0 02 0 00 0 00 0 03 0 01 SEGMENT AND ALTERNATIVE COST SUMMARY Updated RDG Culvert Example Based on Analysis Run on 7 25 2012 8 32 33 AM RSAP 3 0 0 beta Rev 120724 running in Excel Version 14 0 on Windows 32 bit NT6 01 Alternative1 1 0 0 0 5 756 2 219 0 2 1 509 0 325 5 835 8 0 3 2 532 0 0 2 796 7 0 3 155 0 368 0 Alternative2 1 963 124 62 57 31 3 2 747 172 1 032 19 Alternative3 1 329 0 18 0 8 0 946 0 494 so Figure 36 RESULTS worksheet Segment and Alternative Cost Summary A 59 EQUIVALENT ANNUAL INCREMENTAL BENEFIT COST Updated RDG Culvert Example Based on Analysis Run on 8 13 2012 5 18 27 PM RSAP 3 0 0 beta Rev 120803 running in Excel Version 14 0 on Windows 32 bit NT 6 01 With Respect to Alternative Alternative Choice 1 2 3 ig Do SE Lo 2zs22 p os LE os o s g be c 2 v ALTERNATIVES 2 5 6 E 3 3 SZ ZE Pa JA A E S Y i Unprotected Headwall 1 00 0 4
39. also have guardrail After entering the roadside hazards as described below press the Copy Alt button and indicate that Alternative 1 should be copied Guardrail may be added to Alternative 2 and the construction cost changed This option will save considerable data entry time Entering the roadside hazards is described below A 38 RSAPV3 120719 beta RDG Culvert Example o E Z ROADSIDE FEATURES FOR ALTERNATIVE NUMBER 1 ROADSIDE FEATURES FOR ALTERNATIVE NUMBER ALTERNATIVE NAME pem X SECTION ALTERNATIVE NAME Install CONSTRUCTION COST ANNUAL MAINTENANCE COST MAINTENANCE COST CONSTRUCTION COST SPECIFIC HAZARD ne TYPE GENERAL HAZARD TYPE a specialEdge Water SpecialEdge Water Water TL3 WbeamGR GenericEnd START STATION START STATION GenericEnd 0 a a Alternatives Severity Figure 22 ALTERNATIVES worksheet A 39 RSAPv3 120719 beta RDG Culvert Example ROADSIDE FEATURES FOR ALTERNATIVE NUMBER ALTERNATIVE NAME DEFAULT X SECTION CONSTRUCTION COST o NNUAL MAINTENANCE COST START STATION 4 3 o uu 2 a ENDSTATION a STATIONS SpecialEdge SpecialEdge SpecialEdge o o width in O 14 4 gt DL Project Information Traffic In
40. anes in the primary direction is half the value entered for LANES TOTAL above when the total number of lanes is an even number When the total number of lanes is an odd number the default value for the number of lanes in the primary direction is half the value of the total number of lanes rounded up to the next integer To change this default enter the RSAPv3 keyword PRM NUM LNS the beginning and ending stations and an integer value between and the total number of lanes For example a five lane divided highway with three lanes on the opposing direction i e decreasing stationing and two on the primary direction would be entered using a combination of LANES TOTAL 5 and PRM_NUM_LNS 2 The presence or absence of shoulder rumble strips The default value is the absence of rumble strips or FALSE for all highway types The RSAPv3 keyword is RMBLSTRIP A value of TRUE indicates that shoulder rumble strips are present for the stations indicated while a value of FALSE indicates there are no shoulder rumble strips A 34 Right Shoulder Width The right shoulder width is assumed to be equal for the primary and opposing direction of travel and the default is 6 ft for all highway types Enter a real number between 0 and 20 feet to represent the right shoulder width Measurements are taken from the solid white edge line SWEL to the edge of road i e curb sidewalk grass etc The shoulder may be paved or gravel If a SWEL is not stri
41. any order as RSAPv3 segments the highway and sorts the hazard data prior to the analysis All of these features are described in more detail below Locating Roadway Features All characteristics and hazards are located using the highway design convention of baseline station and offset This is a little different than RSAP 2 0 3 and earlier versions where the location along the project was identified by the distance in feet from the beginning of the project and the lateral offset to a hazard was defined as the distance from the edge of the travel lane M RSAPv3 uses the method used i by highway designers contractors and highway software where the location is based on the station 1 e 02 75 12 is H 275 12 feet from the starting point fora ___ i project that starts at 0 00 Each undivided and divided roadway has a baseline located at the center and offsets are measured from the baseline to the left i e L or right 1 e R RSAPv3 considers the baseline for one way roadways 1 e ramps divided highways with independent alignments etc to be located at the left edge of travel as shown in Figure 6 For example an undivided two lane rural road would have a baseline that runs along the pavement section centerline as shown in Figure 5 The edge of the right travel lane assuming a 12 foot lane would have an offset of 12 R and the edge of an eight foot shoulder would be an offset of 20 R A small sign positioned two
42. appears after pressing the installation button X InstallRSAPv3 exe is not commonly downloaded and could harm your computer Delete Actions View downloads Select Actions and another discouraging dialog box shown at the right MS gt will appear Select More Options and then choose Run Anyway and the installation will Y This program might harm your computer SmartScreen Filter has little or no information about this unsigned proceed as intended program Running this program might harm your computer Name InstallRSAPv3 exe OPENING AND SAVING A PROJECT PI Generally a new analysis is started by opening the RSAPv3 Excel macro enabled Don trun this program template either by double clicking the desktop icon or clicking the start gt program gt RSAPv3 menu Once RSAPv3 is initiated a blank Y More Options template form with all the macros needed to perform an analysis appears on the screen The template can be navigated to enter the input data run the analysis and view the results Sometimes when a macro enabled template or workbook is opened for the first time after being saved from either the Internet or from a USB drive the following message may appear as the workbook opens gt Delete program What s SmartScreen Filter ensure complete understanding of the risks prior to opening a workbook that contains a program For RSAPv3 click Enable Editing in order to activate the RSAPv3 macro
43. commodate up to 20 different highway segments of any length A 28 Figure 15 RSAP Controls Dialog Box for Highway Characteristics Upon pressing the button circled in red above the User entered Highway Characterics area of this worksheet is revealed for data entry Figure 16 The method used to reference and locate items within RSAPv3 was explained above under Locating Data Each highway characteristic is explained below A 29 RSAPv3 120719 beta RDG Culvert Example Updated RDG Culvert Example WHOLE ROADWAY CHARACTERISTICS PERCENT OF TRAFFIC IN PRIMARY DIRECTION 4 PERCENT OF TRAFFIC ENCROACHING RIGHT z 0 00 ft HIGHWAY TYPE 12 88 68 ft TERRAIN MaxOffset 2 00 00f POSTED SPEEDLIMIT USER ENROACHMENT ADJUSTMENT ACCESS DENSITY LANES TOTAL LNWIDTH MED SHLUR WIDTH MED WIDTH PRM CURV RAD PRM GRADE PRM NUM LNS RMBLSTRIP RT SHLR WIDTH points mi No ET Pa omir2oaoo t m TRUE FALSE fr M gt M Project Information Traffic Information Figure 16 HIGHWAY worksheet User Entered Characteristics The user entered characteristics include the horizontal and vertical alignment the travelled way cross section the presence of a median and the many other highway features If a characteristic is not defined during data entry RSAPv3 uses a default value For example if the lane width is not specified the default lane width of 12 ft for all segments is us
44. ct characteristics are defined below A 25 El RSAPV3 120719 beta RDG Culvert Example A ERES C Updated RDG Culvert Example WHOLE ROADWAY CHARACTERISTICS PERCENT OF TRAFFIC IN PRIMARY DIRECTION PERCENT OF TRAFFIC ENCROACHING RIGHT HIGHWAY TYPE TERRAIN POSTED SPEED LIMIT USER ENROACHMENT ADJUSTMENT E Figure 14 HIGHWAY worksheet Whole Roadway Characteristics Percent of Traffic In the Primary Direction Percent of Traffic Encroaching Right Highway Type Terrain Posted Speed Limit Percent of traffic in the primary direction is similar to the traffic engineering concept of directional distribution of traffic Given an undivided highway with an ADT of 10 000 vpd with baseline stationing that runs from the south to the north i e northbound is the primary direction and where 6 000 vpd travel south the percent of traffic in the primary direction equals 40 That is 6 000 10 000 60 percent of the vehicles are traveling south North is the direction of the baseline stationing so north is the primary direction so 10096 60 40 percent of the vehicles are traveling in the primary direction For one way streets and divided highways on separate alignments 100 percent of the vehicles travel in the primary direction The RSAPv3 default for divided and undivided highways is 50 The percent of traffic encroaching to the right has a default value of 50 percent Values between 0 and 1
45. cussed in the Validation chapter of the Engineer s Manual Historic crash records for the crashes with the median barrier are presented and compared to these RSAPv3 results The results obtained from RSAPv3 were validated using observed crash data from the New Jersey Turnpike On a typical computer this analysis using the setting shown in Figure 43 takes about 2 5 minutes to run As shown in the Segment and Alternative Summary shown in Table 26 the expected crash cost for alternative 1 i e no I RSAP Controls Figure 43 RSAPv3 Analysis Settings for TL 5 Concrete Median Barrier Example Problem median barrier is 513 983 for alternative 2 i e TL3 w beam median barrier is 92 935 for alternative 3 i e TL4 concrete median barrier is 31 083 and for alternative 3 i e TL5 concrete median barrier is 28 475 The fourth alternative using the TL5 concrete median barrier has the lowest crash cost but it is also the most expensive alternative to construct costing about 60 percent more than the TL4 median barrier A 88 Table 25 Feature Collision and Cost Report for the Concrete Barrier Example Problem FEATURE COLLISION AND COST REPORT Concrete Barrier Example Problem Based on Analysis Run on 8 13 2012 10 04 35 AM RSAP 3 0 0 beta Rev 120803 running in Excel Version 14 0 on Windows 32 bit NT 6 01 Analysis Time 139 3438 sec A 89 FEATURE ANNUAL CRASHES ANNUAL COST OF
46. d data in Washington State The number of terrain rollovers decreases to 0 14 a 70 percent decrease These reductions however are compensated for by a total of 3 46 i e 1 51 1 95 cable median barrier crashes with a total crash cost of 10 101 Notice that of the 3 46 cable median barrier crashes 0 0907 0 1171 0 2078 are expected to penetrate the cable median barrier or roughly six percent Of these 0 2078 that penetrate the cable median barrier 0 1266 reach the opposing lanes of traffic 61 percent The total crash cost for all events in Alternative 2 as shown in Table 18 is 21 826 While the total number of crashes increases from 2 55 to 3 73 the total crash cost A 81 decreases from 222 682 to 21 826 because the impacts with the cable median barrier are generally much less severe than either median cross overs or terrain rollovers Table 17 Feature Collision and Cost Report for the Cable Barrier Example Problem FEATURE COLLISION AND COST REPORT Cable Barrier Example Problem Based on Analysis Run on 8 9 2012 3 17 53 PM RSAP 3 0 0 beta Rev 120803 running in Excel Version 14 0 on Windows 32 bit NT 6 01 Analysis Time 37 26563 sec FEATURE ANNUAL CRASHES ANNUAL COST OF CRASHES o a P o w E A g eT 5 F 5 B ix eel cules E s s2 23 s gS de 3 c g E R 29 be 2 6 Y 5 Br 5 sl 58 28 95 3 2 5 A 9 2 to ie o L 2 m u 2 PS LL y y o DE s E a o Ed t
47. dered a good score 0 9 gt score gt 0 8 is considered acceptable score 0 8 gt score gt 0 7 is of questionable quality 0 7 gt score is unacceptable score Consider reducing number of trajectories Figure 33 Progress Bar at the beginning of the analysis number of trajectories selected 10 minimum trajectory score 0 363565028925402 average trajectory score 0 492027333967314 score gt 0 9 is considered a good score 0 9 gt score gt 0 8 is considered acceptable score 0 8 gt score gt 0 7 is of questionable quality 0 7 gt score is unacceptable score Consider reducing number of trajectories K Figure 34 Progress Bar at Completion of Analysis A 56 PREPARING THE REPORT AND INTERPRETING THE RESULTS After the analysis is complete an OK button appears on the Progress Dialog Box RSAPv3 displays the RESULTS worksheet RSAPv3 determines the segment and hazard annual crash costs and the direct costs for each improvement alternative and displays the results in three tables the Feature Report the Segment Report and the B C report The basic concept of benefit cost B C discussed earlier is used to determine the cost effectiveness of the design and choose the preferred alternative The RSAP Controls Dialog Box aids in navigating this worksheet Figure 35 provides an example of the RSAP Controls Dialog Box for the RESULTS worksheet The buttons circled in red navigate between printing the repo
48. e PRODI DeC 72 Table 9 Segment and Alternative Cost Summary for the Updated RDG Culvert Example Problems m 13 Table 10 Benefit Cost Table for the Updated RDG Culvert Example Problem 75 Table 11 Project and Traffic Input Data for the Cable Barrier Example Problem TT Table 12 Whole Project Characteristics Input Data for Cable Example Problem 78 Table 13 Highway Characteristics Input Data for the Cable Example Problem 78 Table 14 Alternative 1 Input Data for the Cable Barrier Example Problem 79 Table 15 Alternative 2 Input Data for the Cable Barrier Example Problem 79 Table 16 Alternative I and 2 Cross Section Input Data for the Cable Barrier Example Problem A E degit dicc A AA Uc cea 80 Table 17 Feature Collision and Cost Report for the Cable Barrier Example Problem 82 Table 18 Segment and Alternative Cost Summary for the Cable Barrier Example Problem 83 Table 19 Benefit Cost Table for the Cable Barrier Example Problem 84 Table 20 Project and Traffic Input Data for the TL 5 Concrete Barrier Example Problem 85 Table 21 Table 22 Table 23 Table 24 Table 25 Table 26 Table 27 Table 28 Table 29 Table 30 Table 31 Table 32 Whole Project Characteristics for the TL 5 Concrete Barrier Example Problem
49. e Re calculate Encroachments button must be selected before moving on to the next input worksheet The road characteristics may be edited modified and changed until the results are satisfactory When the results are satisfactory and the Segment Project button has been selected for the last time Re calculate Encroachments then select the ALTERNATIVES tab on the RSAPv3 Control Dialog Box A 36 RSAP 3 0 0 beta RSAPv3 120719 beta RDG Culvert Example Updated RDG Culvert Example WHOLE ROADWAY CHARACTERISTICS PERCENT OF TRAFFIC IN PRIMARY DIRECTION PERCENT OF TRAFFIC ENCROACHING RIGHT HIGHWAY TYPE TERRAIN POSTED SPEED LIMIT USER ENROACHMENT ADJUSTMENT SB Reena aasa 44434 02192 03509 00975 0 0975 0 0780 aa af 0400 as 2f 44434 46235 1801 00089 001422 0 0040 0000 0002 0002 18 1 3 46235 47080 845 00022 0007 0001 00019 0005 0 0015 az af aoso 74080 30000 01480 03993 00762 00762 01234 01254 3 S 747080 12 868 51788 02555 04090 0099 0090 0 1136 0136 8E S eee Eee S s 0 1 T P ENM E io de le 4 Eu A 1 EN rL q AE MA Ex 00 DB EM E ee ee SA L L L L J ANA AAA AAA 33
50. e Daily Traffic in vehicles day En Length of segment N in miles P Encr The probability a vehicle will encroachment on the segment P CrlEncr The probability a crash will occur on the segment given that an encroachment has occurred P Sev Cr The probability that an crash of severity s occurs given that a crash has occurred and E CC Sev The expected crash cost of a crash of severity s in dollars GENERAL INSTRUCTIONS INSTALLING RSAPV3 RSAPv3 can be obtained either by downloading it from the internet i e http rsap roadsafellc com or using an installation USB drive The drive or zip file contains a A 6 setup program i e InstallRSAPv3 exe that installs the program template example files help files and manuals in the C Program Files directory The install program will also link RSAP to the start menu and install a short cut icon on the desktop for easy access RSAPv3 was written using Microsoft s Visual Basic for Applications VBA and is coded as an extensive series of macros within Microsoft Excel A computer with Microsoft Office Excel version 14 or better is needed to use RSAPv3 RSAPv3 will run under any Windows operating system that will also run Office 2010 RSAPv3 has been successfully tested on Windows XP Vista and Windows 7 operating systems The Windows 7 Trust Settings strongly discourage running installation programs from the internet If you choose to install RSAPv3 from the Internet the following message
51. e of various types of median barriers on an interstate highway with four lanes of traffic The project and traffic input data are presented in Table 20 This example problem shows how a benefit cost approach to median design alternatives can be used to evaluate different barrier test levels This example problem includes four alternatives the null alternative i e alternative 1 is an unprotected flat median alternative 2 is a TL3 w beam median barrier alternative 3 is a TL 4 New Jersey shape concrete median barrier and alternative 4 is a TL 5 New Jersey shape concrete median barrier All three median barriers are located in the center of the median The project characteristics are shown in Table 21 The highway geometry is shown in Table 22 The median characteristics for alternative I are shown in Table 23 and Table 24 Table 20 Project and Traffic Input Data for the TL 5 Concrete Barrier Example Problem User entered values Default values BASIC INFORMATION Project Title Concrete Barrier Example Problem Design Life years Construction Year 2003 CRASH COSTS 25 Rate of Return Use GDP values Base year for crash during life N cost data 2009 Expand to current Value of Statistical GDP Deflator to construction year 4 Which year to use Motorcycle Crash Construction in cost analysis cost Adj Factor TRAFFIC INFORMATION Truck Crash Cost Adj Factor Construction year ADT v
52. eOfMedian PL 0 0000 0 0000 0 0000 0 0 0 4 1 2 EdgeOfMedian OL 0 0000 0 0000 0 0000 0 0 0 4 1 3 TL5NJshapeMB PL 2 1496 0 0021 0 0367 11 630 0 215 4 al 3 TL5NJshapeMB OL 2 1496 0 0021 0 0367 11 630 0 215 4 1 4 Rollover PL 0 0351 0 0000 0 0000 2 607 0 0 4 1 4 Rollover OL 0 0351 0 0000 0 0000 2 607 0 0 Table 26 Segment Cost Summary for the Concrete Barrier Example Problem SEGMENT AND ALTERNATIVE COST SUMMARY Concrete Barrier Example Problem Based on Analysis Run on 8 13 2012 10 04 35 AM RSAP 3 0 0 beta Rev 120803 running in Excel Version 14 0 on Windows 32 bit NT 6 01 Rate of Return 4 Design Life 25 yrs ANNUAL SEGMENT SUMMARY A P 0 0640 E 8 E n 9 2 o oO oO o Q w t v 2 gt 9c m 5 c 9 E 9 e o t O Ge o N E v p fe B ec oO S Bp c v0 E o o 2 3 Fr T De 2 T 2 csaj Z T E o E c lt 2 E 3 o E c 2 Q amp lt Alternative1 1 0 0 0 513 983 1 4 04 513 983 0 2 18 044 500 5 158 92 935 Alternative2 3 30 369 0 430 31 083 1 4 50 92 935 5 158 4 46 583 0 430 28 475 Alternative3 1 4 43 31 083 430 Alternative4 1 4 37 28 475 430 As shown in the Feature Report in Table 25 3 86 cross median crashes could be expected on average per mile per year if there were no median barrier i e alternative 1 A TL3 w beam median barrier alternative 2 is expected to reduce the annual cross median crash
53. ed in the analysis Similarly if the access density is not specified the default access density of zero points mi for all segments is used in the analysis Only values which differ from the defaults need to be entered For example if all lanes in the project are 12 ft wide that information does not need to be entered since RSAPv3 will assume the default values The RSAPv3 defaults for the highway type selected are indicated in the descriptions below and shown on the worksheet to the right of the data input area as shown in Figure 16 Entering a characteristic which matches the default value will not cause any additional adjustments however an additional segment may be added to the analysis For example the default access density is zero The project has an access density of zero Adding access density for a small length of the project and setting the value equal to zero will cause an additional segment to be added to the analysis however will not impact the encroachment rates as the value is equal to the default value This may be useful to consider when the results for a portion of a homogeneous segment are needed These user entered characteristics are discussed below in the order they appear in the software i e alphabetical order of the RSAPv3 keyword The valid options are available in a dropdown menu in the Keyword column of the input form Figure 16 Access Density The default access density is zero access points per mile for all
54. eet To restore the values on other worksheets that worksheet must be active and the appropriate buttons used there In contrast to the other clear buttons the Start a New Project button on the PROJECT INFORMATION tab will clear all the user entered information from all worksheets and restore the RSAPv3 defaults to all worksheets so that a new project can be started with a clean workbook The RSAP Controls Dialog Box hint box is a valuable asset when not sure which step to take next The context sensitive prompts at the bottom of the box assist in program workflow comprehension and provide direction toward the next step The controls in the left panel assist in navigation from one worksheet and input task to the next Figure 7 RSAP Controls Generally the data entry should proceed Dialog Box smoothly using the tabs and buttons in the RSAPv3 Controls Dialog but if the RSAP Controls Dialog Box is inadvertently closed or disappears for any reason it can be reopened by selecting CTRL S on the keyboard All the data entered up until this point will still be in the worksheets so data entry and analysis can proceed as usual A 15 RSAPV3 is optimized for data entry and analysis following the left panel buttons from top to bottom e g PROJECT TRAFFIC HIGHWAY etc The following sections discuss the data entry of information and the default data available in these worksheets ENTERING THE DATA PROJECT IN
55. elines and should be analyzed as two one way highways A one way highway can be a one way street or a ramp or a divided highway on an independent alignment It is represented by one baseline The baseline is located at the left edge of travel The traffic volume is assumed to be distributed 100 percent to the baseline Only two types of encroachments are possible encroachments left and right A 10 PROJECT Basic Information Economic Information and Crash Costs TRAFFIC Traffic Information Vehicle Mix HIGHWAY Whole Project e Road Segments ALTS Roadside and median feature data X SECTION Roadside and median cross section alternatives Figure 2 RSAPv3 Workflow Diagram ANALYSIS e Trajectory Settings RESULTS Cost Benefit Ratio Crash frequency by feature Crash cost by segment E as terdayir gis ve 2011 Google Google earth Eye alt 9353 ft 47 04 41 70 N 122 41 01 41 W elev 94 ft magery Date 8 19 20 ll 1 Googie Google earth 1 Google Eye alt 7653 ft 37 40 37 67 N 118 5622 38 W elev 7646 ft Figure 4 Independent Vertical Alignment USER ENTRY OF DATA Previous versions of RS AP required the highway to be manually segmented into homogeneous segments prior to data entry RSAPv3 accepts highway characteristics in any order and automatically segments the highway into homogeneous segments Roadway characteristic data can be entered in
56. ems are rich in detail and have been used to document the software and provide sample applications for the software These cases include e Updated RDG culvert example problem e Cable barrier example problem and e Concrete median barrier example problem Every effort has been made to present these problems in the same format using the tables and figures presented throughout the User s Manual The basic case information and alternative information therefore has been presented in a standardized format RDG CULVERT EXAMPLE PROBLEM Appendix A of the 2006 RDG presents an example problem to demonstrate the cost effectiveness analysis procedure This problem concerns the hypothetical treatment of a culvert headwall on a resurfacing project The problem has three alternatives for consideration e Alternative 1 Baseline an unprotected headwall e Alternative 2 Install a guardrail and crashworthy end treatments or e Alternative 3 Extend the culvert and re grade the slopes The basic premise of this example has been incorporated as an example problem with some minor changes The highway data project costs and feature designs have been updated to reflect more current design standards and construction costs The three alternatives are shown in Figure 39 The project and traffic input data are presented in Table 1 All three alternatives share the same project characteristics and highway geometry Table 2 and Table 3 Table 4 Table 5 and
57. es to an average of 0 0718 a TL4 concrete median barrier reduces the cross median crashes further to an average of 0 0072 and a TLS concrete median barrier alternatives 4 essentially eliminates cross overs In fact there is still a very small chance of penetrating rolling over or vaulting the TL5 median barrier but it is so small that the value does not print in less than four significant figures Clearly the median barriers are effective and the higher the test level the higher the effectiveness But the almost complete elimination of cross overs comes with an increase in median barrier crashes 4 2986 for all three types of median barriers Notice that the number of impacts with the median barriers is the same for all three alternatives because the barrier is placed in the same location so it is exposed to the same set of encroachments Penetration rolling over or vaulting the barrier is predicted for both all three barriers The TL3 w beam allows 0 086 penetrations rollovers vaults the TL4 concrete barrier allows 1 10 of that i e A 90 0 0086 and the TL5 concrete barrier allows only one quarter that of the TL4 i e 0 0042 since the barrier is taller and stronger Table 27 Benefit Cost Table for the Concrete Barrier Example Problem EQUIVALENT ANNUAL INCREMENTAL BENEFIT COST Concrete Barrier Example Problem Based on Analysis Run on 8 13 2012 10 04 35 AM RSAP 3 0 0 beta Rev 120803 running in Excel Version 14 0 on Windows 32 bit
58. feet from the edge of the right shoulder therefore would have a baseline offset of 22 R 1 e 12 8 2 22 Note that the offset measurement to the hazard i e the sign is taken to the center of the hazard Assigning the width of a hazard will be discussed later 65 12 E Edge of Shoulder Edge of Travel Base Line Figure 5 Baseline station and offset A 13 Baseline and left edge of travel y m 20 1 N k 15 Es Ln i LD o G o I S ve Right edge of travel Figure 6 One way Road Baseline Location Input Modules Project characteristics are entered in five worksheets with assistance from the RSAPv3 Controls Dialog Box Each worksheet has multiple data entry areas The default hazard information is stored on one sheet the analysis results are displayed on another sheet The names and the types of data entered for each data entry worksheet are as follows e PROJECT INFORMATION worksheet Basic Information Economic Information and Crash Costs TRAFFIC INFORMATION worksheet Traffic Information and Vehicle Mix HIGHWAY worksheet Roadway and Road Segment Characteristics ALTERNATIVES worksheet Roadside and median hazard data CROSS SECTIONS worksheet Roadside and median cross section alternatives The data entry worksheets i e PROJECT TRAFFIC HIGHWAY ALTERNATIVES AND X SECTION the default HAZARD information worksheet and RESULTS worksheets are all displayed as tabs in
59. formation Road Segments Alternatives Severity Cross Section Profile Results 1 4 u Figure 23 ALTERNATIVES worksheet Alternative two data entry area highlighted for data entry A 40 Roadside Features Roadside features include anything outside the travelled way which may influence the crash potential of an errant vehicle Items range in scope from the roadside hardware specifically designed for placement on the roadside 1 e guardrail guardrail terminals crash cushions etc to trees and other naturally occurring hazards Other objects such as utility poles signs and mailboxes can be positioned on the roadside RSAPv3 also includes a number of new special edges like the edge of the median to detect median cross overs the edge of a water body as well as the clear zone edge Default hazard severities have been provided with RSAPv3 for roadside hazards These values are stored on the SEVERITY worksheet The RSAPv3 ENGINEER S MANUAL contains a detailed discussion on the development of these severities and provides instructions to collect data and develop severities for new hazards or for hazards using regional data The severity information may be viewed by selecting the Hazard button but the values cannot be changed in the SEVERITY worksheet Instructions for adding or editing hazard information in the SEVERITY worksheet are in the ENGINEER S MANUAL Roadside hazards are located using the baseline station and offset method
60. g 1 the number of trajectories selected per encroachment location 2 the minimum score of the selected trajectory cases and 3 the average score of the selected trajectory cases At the completion of the analysis the progress bar displays an ok button The vertical scroll bar may be used to review all the trajectory selection criteria that were used in the analysis as well as the analysis run time as shown in Figure 34 In this particular example the ten best trajectory cases from the database where selected The minimum trajectory score was 0 36 and the average score was 0 49 These scores are considered relatively low and indicate that the selected trajectories may not be representative of the current roadside section and consequently the results of the analysis may not be reliable Low scores such as these will become less of an issue as more and more trajectory cases are added to the database A 55 RSAPv3 reviews many layers of stored data tables during the analysis which can take a considerable amount of time Simple problems will run in a minute or less but more complicated problems with many alternatives and segments and numerous hazards may take much longer Progress ox Initializing segment and hazard data Priority set to High Segment 1 Alternative 1 Primary Right number of trajectories selected 10 minimum trajectory score 0 363565028925402 average trajectory score 0 492027333967314 score gt 0 9 is consi
61. g Box to initiate the HIGHWAY characteristics worksheet HIGHWAY WORKSHEET The HIGHWAY worksheet is where the horizontal and vertical alignment of the project the lane width number of lanes and other project related highway characteristics are entered Highway characteristics entered on this worksheet are common to all alternatives RSAPv3 is designed to evaluate different roadside designs not different roadway geometric designs RSAPv3 cannot be used for example to look at the difference in crash frequency due to changes in alignment there are other tools like the FHWA s IHSDM software that evaluate different alignment choices In order to compare roadside designs directly to each other the roadway characteristics must be kept the same for all roadside alternatives and the characteristics entered on this worksheet will be common to all alternatives This worksheet has two main data entry areas the Whole Roadway Characteristics and user entered Characteristics The RSAP Controls Dialog Box helps in navigation The Whole Project Characteristics are requested first This data entry area is shown circled in red in Figure 14 The whole project characteristics include the percent of traffic in the primary direction percent of traffic encroaching right the highway type the terrain the posted speed limit and the user encroachment adjustment The RSAPv3 default values shown in the rose colored cells may be accepted as is or edited The whole proje
62. haracteristics Value 0 00 12 88 68 Right shoulder width ft 6 5 0 00 4 70 80 Vertical grade in the primary direction 3 7 70 80 12 88 68 Vertical grade in the primary direction 3 4 70 80 7 70 80 Curve radius in the primary direction ft 1480 4 44 34 4 62 35 Access density 0 Similar to the highway characteristics the alternative data shown in Table 4 through Table 6 may be entered in any order provided the data entered corresponds with the appropriate alternative For example the data entered under alternative I must pertain to alternative 1 The A 65 only default assumption for roadside hazards is that the ground is flat and no hazards are present Every single slope and hazard which should be considered in the analysis must be entered into the alternative worksheets for consideration RSAPv3 will sort the data entered prior to the analysis A 66 Table 4 Alternative 1 Input Data for the Updated RDG Culvert Example Alternative Name Unprotected Headwall Roadside Features for Alternative Number 1 Construction cost for alternative Default X Section Slope All 4H V1 Start End Side Offset Side Offset Station L or R ft Station L or R ft Hazard Value 4444 34 R 19 0 4462 35 R 19 0 Water 4 44 34 R 19 0 4 44 34 R 150 0 Water 4 62 35 R 19 0 4 62 35 R 150 0 Water Table 5 Alternative 2 Input Da
63. he pseudo code and is only useful to those actually modifying the code The purpose of this manual is simply to teach how to use the software The ENGINEER s MANUAL is appropriate to learn how to supplement the default data tables with regional data or new research The ENGINEER S MANUAL also provides specific information regarding which models are used in the program how the models are used and the supporting research BACKGROUND The Roadside Safety Analysis Program RSAP was originally released in 2003 and documented in NCHRP Report 492 Mak03 The basic RSAP procedure was included in the 2002 revision of the AASHTO Roadside Design Guide AASHTO02 RSAP replaced older software implementations of the cost effectiveness analysis of roadside designs including ROADSIDE which was included in Appendix A of the Roadside Design Guide in 1988 AASHTO88 and BCAP which was used in the 1989 AASHTO Bridge Specification for designing bridge railings AASHTOS9 RSAP was an innovative implementation of risk based probabilistic roadside cost benefit design Of course as computer applications became more sophisticated and additional research was performed it became apparent that an updated version was needed both to take advantage of better computing hardware and user interfaces as well as new research in roadside safety This A 5 new version RSAPv3 seeks to improve the user experience by updating the software make the software easier to update and i
64. herefore one way ADT should be entered for each independent analysis Analysis of divided highways is discussed in more detail above under Setting up the Project Traffic Growth Rate Which ADT to use Vehicle Type Vehicle Crash Cost Adj Factor Annual traffic growth rate expressed as a percent Positive and negative values are acceptable The Average Daily Traffic ADT value i e construction year mid life or end of life to be used in determining the encroachment frequency may be specified here The RSAPv3 default value is Mid Life ADT The mid life ADT value represents an approximate average annual value of traffic volume over the life of the project therefore using this value to predict encroachment frequency will predict the average annual encroachment frequency over the life of the project RSAPv3 currently recognizes three vehicles types by default Motorcycles i e FHWA class 1 Passenger Vehicles i e FHWA class 2 3 and Trucks i e FHWA class 4 13 The entered Vehicle type distribution is used in the trajectory module Vehicle characteristics are distributed across the trajectories using the values shown The default values are zero percent motorcycle 90 percent passenger vehicles and 10 percent trucks The values may be changed as appropriate for the project however the total distribution must equal 100 percent to proceed to the next screen Additional types of vehicle may be added but not by the casual u
65. hown The average size of the impact head of guardrail terminals are approximately 24 inches therefore a value of 24 inches is shown A 62 Some hazards do not require values When a value is required for accurate modeling of a hazard RSAPv3 provides a yellow input box for inputting the value If a value is not required it simply cannot be entered Alternative 1 Alternative 3 Figure 39 Alternative Culvert Treatments A 63 User entered values BASIC INFORMATION Table 1 Project and Traffic Input Data for the Updated RDG Culvert Example Default values Project Title Updated RDG Culvert Example Design Life years 25 Rate of Return Construction Year 2012 CRASH COSTS Use GDP values during life Base year for crash cost data Expand to current year by GDP Value of Statistical Life 6 000 000 GDP Deflator to construction year Truck Crash Cost Adj Factor Which year to use in cost analysis Construction Motorcycle Crash cost Adj Factor TRAFFIC INFORMATION Construction year ADT vpd Motorcycles FHWA Class I Traffic Growth Rate Passenger Vehicles FHWA Class 2 amp 3 Which ADT to use mid life A 64 Trucks FHWA Class 4 to 13 Table 2 Whole Project Characteristics Input Data for the Updated RDG Culvert Example Whole Project Character
66. is automatically generated by RSAPv3 It will be regenerated every time the project file is opened with the current day s date This field represents the title of the project This value is carried through on all data entry worksheets and the RESULTS worksheet A value which is unique and representative of the project under evaluation should be used RSAPv3 currently accepts data only in US Customary Units USCU Future updates are planned to incorporate the International system of Units SI The default value is USCU The design life of the project expressed in years A typical value is 25 years for new or reconstruction projects or 10 years for resurfacing projects The design life starts when the project construction is complete and the project is open to traffic The design life is the period of time where the construction cost can be amortized It is presumed that the project will be re constructed at the end of its design life and there will be no salvage value The Construction Year represents the planned year of construction completion when the facility will be opened to traffic The Rate of Return is the ratio of money gained or lost whether realized or unrealized on an investment relative to the amount of money invested expressed as a percentage The default value is 4 This value is also sometimes called the discount rate It is used to amortize the construction cost over the design life of the project RSAPv3 will use or
67. istic Value Percent of traffic in the primary direction 50 Percent of traffic encroaching right 50 Highway type i e Divided Undivided or One way Undivided Terrain ie flat rolling or mountainous Flat Posted Speed Limit mph 45 User encroachment adjustment 1 The ENGINEER S MANUAL provides a discussion on encroachment adjustment factors The values shown in Table 3 are used by RSAPv3 to select the appropriate adjustment factors Highway characteristics need only be entered if the characteristics differ from the default values which are shown to the right of the yellow data entry area Considerable data entry time can be saved by only entering the necessary data Additionally these characteristics need not be entered in any particular order RSAPv3 will sort the characteristics and generate homogeneous segments prior to conducting the analysis Note the last line in Table 3 equals the default value for access density 1 e zero points per mile This value has been added here to artificially include an additional segment without adjusting the base encroachment rate for that segment Alternatives one and two of this example problem include a culvert where the roadside cross section differs This extra segment is necessary in order to assign the different cross section to that segment Table 3 Highway Characteristics Input Data for the Updated RDG Culvert Example Start End Station Station Highway C
68. ksheets and the RSAP Controls Dialog Box provides a step by step walk through the data entry and analysis process Correctly entering data into RSAPV3 is essential to achieving accurate results The cost effectiveness procedure implemented in RSAPv3 generates a cost benefit ratio for roadside design alternatives under consideration The agency costs for each alternative i e construction maintenance right of way etc are entered the crash costs for each alternative are determined by RSAPv3 The alternatives Benefit Cost ratios are then compared to determine the preferred alternative The crash cost of each alternative is determined by 1 estimating the encroachment frequency of homogeneous segments of a project 2 adjusting the encroachment frequency to account for variations from base conditions 3 determining the probability that encroachments will result in roadside crashes and 4 determining the likely crash cost of the roadside crashes Much of this analysis relies on data which is stored within RSAPv3 however the project specific data 1 e agency costs highway characteristics alternative roadside deigns etc are entered for each analysis The following sections discuss setting up the project and preparing the data for analysis entering the data conducting the analysis preparing the report and interpreting the results SETTING UP THE PROJECT AND PREPARING THE DATA FOR ANALYSIS The RSAPv3 input and analysis workflow is show
69. ld be used with extreme caution The default value is 1 0 meaning there are no adjustments made to the encroachment frequency by this factor When historic crash data is available for comparison and or benchmarking the results of an analysis changing this adjustment would be appropriate to achieve results which match the historic data prior to conducting an analysis of future conditions Upon completion of the whole project data entry the Enter Highway Characteristics button shown circled in Red on the RSAP Controls Dialog Box in Figure 15 should be pressed The highway characteristics entered on this worksheet are used to calculate an adjusted encroachment frequency for each homogenous segment of the project A feature new to RSAPv3 is the automatic segmenting of the project Highway characteristics are now entered in any order and RSAPv3 will organize this data into homogenous segments For example all of the vertical alignment data may be entered then the horizontal alignment data then the number of lanes Alternatively a horizontal curve then a portion of vertical alignment then some data on lane widths then more data on horizontal alignments may be entered Regardless of the order of data entry RSAPv3 will create homogeneous segments for analysis Error checking features have been added to ensure that the data entered does not overlap e g conflicting horizontal alignment data cannot be entered for the same location RSAPv3 can ac
70. les FHWA Class 2 amp 3 96 Which ADT to use mid life A 77 Trucks FHWA Class 4 to 13 Table 12 Whole Project Characteristics Input Data for Cable Example Problem Whole Project Characteristic Case 1 Value Percent of traffic in the primary direction 50 Percent of traffic encroaching right 50 Highway type i e Divided Undivided or One way D Terrain ie flat rolling or mountainous Flat Posted Speed Limit 60 User encroachment adjustment 1 Table 13 Highway Characteristics Input Data for the Cable Example Problem Start End Station Station Highway Characteristics Value 0 00 52 80 00 Total lanes 4 0 00 52 80 00 Number of lanes in the primary direction 2 0 00 52 80 00 Median width ft 40 After selecting the Segment Project button the view returns to the road segment data where the table shows that for the one mile long segment project a base encroachment rate of 7 96 encroachments per year were estimated which when adjusted for the highway characteristics becomes 9 39 encroachments yr Since the traffic volume split and encroachment split are both left at the default 50 50 each of the four encroachment types i e primary right primary left opposing right and opposing left are expected to have 2 35 encroachments yr Notice that the only encroachment rate adjustment is for the speed limit which in this example is
71. m the primary right side resulting in an annual average cost of 296 Hazard 2 is the water edge perpendicular to the road first encountered in the primary direction It is expected that 0 0355 vehicles leaving from segment 1 i e the approach will cross this hazard in a typical year resulting in 1 569 of crash cost This report shows which encroachments become involved with which hazards and the costs associated therewith A 71 Table 8 Abridged Feature Collision and Cost Report for the Updated RDG Culvert Example Problem FEATURE COLLISION AND COST REPORT Updated RDG Culvert Example Based on Analysis Run on 8 13 2012 3 13 58 PM RSAP 3 0 0 beta Rev 120803 running in Excel Version 14 0 on Windows 32 bit NT 6 01 Analysis Time 609 207 sec FEATURE ANNUAL CRASHES ANNUAL COST OF CRASHES INDE NE EA E EE T ci 253 E E 2 228 658 J8 E ERE Bata la ggg ig EEFE I onu 2 S T d O es Sse prs ae D 9 S E ce E Q 2 S LL ul Lr a lt te gl Alternative 1 1 1 1 Water PR 0 0040 0 0000 0 0000 2906 0 0 1 1 1 Water OL 0 0000 0 0000 0 0000 0 0 0 1 1 2 Water PR 0 0355 0 0000 0 0000 1 569 0 0 1 1 2 Water OL 0 0000 0 0000 0 0000 0 0 0 1 1 3 Water PR 0 0000 0 0000 0 0000 0 0 0 1 1 3 Water OL 0 0000 0 0000 0 0000 0 0 0 1 1 4 Rollover PR 0 0070 0 0000 0 0000 219 0 0 1 1 4 Rollover OL 0 0036 0 0000 0 0000 88 0 0 1 2 1 Water PR 0 0000 0 0000 0 0000 0 0 0 1 2 1 Water OL 0 0000
72. median crashes the ability to access and edit default data to account for regional differences or new research non linear trajectories the inclusion of new special hazards like bodies of water and edges of medians a new probability of collision model that uses real crash data trajectories from the NCHRP 17 22 data and a new probability of injury method for estimating crash severity This Manual is one of three reports which accompany this software including an ENGINEER S MANUAL and a PROGRAMMER S MANUAL The USER S MANUAL is a reference for program users of all experience levels focusing on how to use the software and access its features This manual provides guidance on the proper entering of data and basic instructions on how to operate the program and perform the analyses The USER s MANUAL includes several example problems that illustrate how data should be set up entered and provides results that can be used to check a user s first runs Details of the procedures the supporting research and data extensive explanations of the analysis algorithms background information explanation of existing software and literature and the potential implementation of this software are provided in the ENGINEER S MANUAL The ENGINEER S MANUAL has information about how to develop and include new severity models or adjustment factors that an advanced user might develop based on their own local data The PROGRAMMER S MANUAL documents the program architecture and t
73. mprove as new research becomes available and integrate improvements to both data and algorithms that have been developed in the 10 years since the original RSAP was released OVERVIEW This software supports the cost effectiveness analysis procedure outlined in Chapter 2 of the 2011 Roadside Design Guide AASHTO11 Cost effectiveness is assessed using a benefit cost B C ratio Any reduction in annualized crash costs is considered a benefit while direct costs 1 e maintenance construction right of way acquisition etc are considered the cost that is the denominator in the ratio The B C ratio is calculated as follows CC CCj BCRj DG DC where BCRj ncremental B C ratio of Alternative j with respect to Alternative i CC CC Annualized crash cost for Alternatives i and j and DC DC Annualized direct cost for Alternatives i and j Calculating the direct costs is relatively straight forward and has been part of publicly funded infrastructure projects since their inception Calculating the crash costs can be complicated and relies on predictive models and crash data RSAPv3 supports the tasks necessary to calculate the crash costs using the encroachment conditional probability model This model includes a series of conditional probabilities as follows E CO n m ADT Ly P Encr P CrlEncr P SeviCr E CC Sevs where E CO n m Expected annual crash cost on segment N for alternative M ADT Averag
74. n in Figure 2 The first five steps in the RSAPv3 workflow require project specific data while the remaining steps rely on data stored within the software The last section of this manual includes blank user forms for gathering project data This manual described the proper entry and analysis of project data to obtain accurate results Prior to gathering entering and analyzing data the first question which must be addressed in what type of highway will be analyzed RSAPv3 bases most of its default information on the highway type chosen where the choices are a divided highway an undivided highway and a one way road Undivided An undivided highway has one baseline down the center of the alignment Traffic moves in two directions and the volume is proportion by the traffic split variable Four types of encroachments are possible 1 primary encroachments left 2 primary encroachments right 3 opposing encroachments left and 4 opposing encroachments right Divided A divided highway may have one or two baselines Each baseline is analyzed separately Highways with dependent parallel vertical and horizontal alignments have one baseline with the baseline at the center of the highway The four encroachments listed for Undivided highways are possible The traffic volume is assigned to each direction using the traffic directional split variable A 9 One way Highways with independent alignments such as shown in Figure 3 and Figure 4 have two bas
75. n order to sufficiently lower the overall composite score and minimize the chance for the trajectory being selected for the analysis The default value is set to 0 7 This criterion is used to assign a weight for each characteristic in calculating the weighted average composite score The default values for each characteristic are shown in Figure 32 The features discussed above have been added to customize analyses and provide some control over the precision of the results and the run times When practical consider the following options to reduce analysis time e When no point hazards are present use longer encroachment increments e Limit the number of trajectories by providing a maximum value for the number of trajectories considered at each encroachment point e Select only the encroachment directions i e Primary Right Primary Left Opposing Right and or Opposing Left that are of interest When satisfied with the setting controls press the Run button to start the analysis A form like the one shown in Figure 33 appears which shows a progress bar and a message box below it The blue progress bar will move from left to right across the screen as the analysis progresses and shows the percent of the analysis done The message box provides information about which section of roadside is currently being analyzed e g Segment 1 Alternative 1 Primary Right and a summary of the corresponding trajectory selection includin
76. nalysis of roadside encroachments The trajectory data was developed using the 890 crash reconstructions in NCHRP 17 22 These trajectory paths are distributed with RSAPv3 and used in the analysis When entering data an appropriate cross section that best represents the design scenario should be selected Figure 28 is the RSAPv3 Control Dialog Box for the worksheet This dialog box provides options to assign and or edit the cross sections This dialog box functions similarly to the other dialog boxes and provides navigational tips for the next option Figure 29 provides a typical view of the entire worksheet Figure 30 provides a larger view of the area where the cross sections are assigned to each segment and each alternative Figure 31 provides a graphical interface to edit the saved typical sections Edits made in this area are saved and referenced when section is specified for any alternative and or segment This graphical interface should be used to edit the slope and width Rollovers on terrain and embankments are not listed as a hazard in the Alternatives worksheet RSAPv3 automatically includes a terrain rollover hazard and bases the probability of a rollover occurring on the cross sectional information provided in this worksheet Unlike earlier versions of RSAP it is not necessary to identify an embankment ditch or slope hazard since RSAPv3 assumes that whenever there is a change is cross section slope there is a chance of rollover After the
77. null alternative i e 4 1 slopes with no guardrail and a headwall Table 9 shows that the reduction in crash costs that could be expected is 5 681 2 454 3 227 Re grading and installing a traversable culvert grate are estimated to have an annualized construction cost of 2 532 The null alternative has no construction cost because it already exists on the site so the benefit cost ratio is 3 227 2 532 1 27 The value of the benefits is 1 27 times greater than the cost of constructing them so this would be a worthwhile project although not dramatically worthwhile Notice that since there is no guardrail in alternative 3 there are no crash repair costs With respect to Alternative 1 Alternative 2 i e installing guardrail actually has a higher crash cost i e 6 408 because as discussed above there are three times more crashes Fortunately guardrail crashes are much less severe so the crash cost does not increase proportionally but it still increases Since the difference in crash costs is negative the B C is 0 40 and the project would not be worth pursuing Since alternative 2 is not worth pursuing there is no need to compare the 3 and 2 alternatives because only the third is feasible The third alternative extending the culvert and re grading the slope would be the preferred alternative with the best B C ratio The next example explores the possibility of installing a cable median barrier which is also a two alternative example
78. ontinues parallel to the road The remaining w beam therefore should be entered with the starting and ending offsets being equal It is important to enter coincident points with the same station and offset If a gap is left in the longitudinal barrier data entry this gap will be modeled without the barrier For example the end of a flared section of guardrail should have an identical end station and end offset as the beginning of the parallel section of guardrail The width of the barrier should be entered in the value field One line hazard category which may not be self explanatory is the special edge category The special edge category is a line hazard category therefore is defined using beginning station and offsets and ending station and offsets Special edges include some imaginary lines and some real lines which have been added to account for roadside hazards which are present but may or may not be engineered For example special edges include an edge of the median an edge of the water a clear zone edge etc Crossing any one of these lines obviously has consequences which should be considered Additionally the adding these features will allow the total crashes i e trajectory path intersections with the feature to be counted and reported in the analysis Median Edge Water New to this version of RSAPV3 is the ability to model median cross over crashes Errant vehicles can only cross this line hazard if it is specially defined
79. ontrols NN e RSAPv3 Analysis The comparison of alternatives focuses on the right side of the primary direction of travel as the alternatives under consideration only propose changes to the right side of the road The primary right and opposing left encroachments therefore are the only encroachments considered in this analysis The default minimum trajectories per encroachment location of 10 and the default distance between encroachment locations of four feet were left unchanged Alternative two has crash worthy end terminals Recall the impact heads of end terminals should be analyzed as point hazards therefore the distance between encroachments should remain at the default setting of four feet to capture all possible encroachments The other default settings available under the Analyze Setting tab Figure 40 were accepted After selecting the analysis settings and clicking Run the progress bar will pop up indicating how many trajectories were used in the analysis and the score the trajectories received This particular example problem is documented throughout the User s Manual A detailed discussion of each step can be found throughout each chapter of the Manual The third alternative regarding the slope and extending the culvert head wall provided the best B C ratio when compared to both an unprotected headwall i e Alterative 1 and a headwall protected Figure 40 RSAPV3 Analysis Settings by guardrail i e Alternative
80. oring process Score Cutoff and Weight For example when a trajectory case has a score lower than the Score Cutoff value for a given roadside characteristic the trajectory will not be selected The weights allow for prioritized consideration of characteristics which impact the trajectory selection The default values are shown in Figure 32 Careful consideration should be given when changing these default values and in general they should not be changed The ENGINEER S MANUAL has a discussion on the formulas used with these values RSAPv3 examines each resulting trajectory path point by point to determine if it intersects a hazard considering all possible encroachment points along the segment at set increments The increment between encroachment points is defined on the RSAPv3 Control Dialog Box shown in Figure 32 where the default value is set equal to 4 ft The effective diameter of a Point hazard is equal to the diameter of the hazard plus the swath width of the vehicle e g swath width is set to 5 4 feet for passenger vehicles thus a four foot increment ensures that even the smallest hazards will have the potential to be struck from at least one encroachment location along the segment if the hazard is within the extents of the trajectory paths A 53 For line hazards 1 e guardrails bridge rails etc however an encroachment increment of four feet is relatively small and may lead to unnecessarily long computational r
81. ould be entered in the value field m AED S AA ES Dog Terminal I ength of need defined as w beam hazard with begin and end station and offset E ne Offset X feet from the Baseline to the Terminal Haza d Figure 26 Example of finding the Station and Offset for a Terminal Line Hazards As discussed above line hazards are any object on the roadside or in the median that can be represented as a line in plan view Line hazards include longitudinal barriers clear zone edges i e tree line fence etc edge of median and other objects which can be represented by a line Longitudinal Barriers Longitudinal barriers include guardrails concrete barrier cable barrier various median barriers etc The start and end stations and offsets of longitudinal barriers must be specified The offset is measured from the baseline to the center line of the barrier A width of the barrier is also specified A longitudinal barrier may or may not be parallel with the road In the event the barrier has a flare the start station and offset and the end station and offset should be entered to represent the flare Barrier sections parallel to the road should be entered with the starting offset and the ending offset as equal In Figure 26 there is a small flare in the length of A 44 Special Edge need section of the terminal This should be entered with the appropriate starting and ending offset The w beam however c
82. pd Motorcycles 47 700 FHWA Class 1 Passenger Vehicles FHWA Class 2 amp 3 Which ADT to Trucks FHWA use mid life Class 4 to 13 Traffic Growth Rate A 85 The alternative input data for alternative 4 1 e the TL 5 barrier is shown in Table 23 The information for alternatives 2 and 3 would be exactly the same except the barrier would be either a TL3 w beam or TL 4 rather than TL 5 concrete median barrier The estimated costs for one mile of median barrier are 281 878 for the w beam 474 425 for the TL4 concrete median barrier and 727 716 for the TL5 concrete median barrier The information in Table 23 would also be the same for alternative I where the median barrier is removed but the edge of median hazards are left in place to indicate median cross overs The default All Flat cross section definition is used for all four alternatives Normally the user need not look at the Hazard tab in the RSAP Controls dialog box but in this case a change will be made to illustrate how local data can be used to improve the accuracy of RSAP On the Severity worksheet the EFCCR values for TL4 and TL5 concrete median barriers are shown as 0 0035 based on several studies from several states In this particular case however data is available for the performance of the concrete median barriers on this particular road so it would be beneficial to take advantage of this local data The EFCCR concrete median ba
83. pecific hazard Figure 24 shows some possible choices After selecting the general type i e Bridge Rails Crash cushions Median Barriers PoleTreeSign Special edge etc the Specific Hazard Type pull down menu and the remaining data entry fields to the right are formatted to accept the appropriate data for either points or lines as described above A 41 SPECIFIC HAZARD GENERAL HAZARD TYPE TYPE ul STATIONS E zZz o B lt B E S E mn E o G E Ek E 9 x a a a a a 74 E FA z E Mm Mm Mm ul a starions f Figure 24 ALTERNATIVES worksheet General Hazard Types Point Hazards As discussed above point hazards are any object on the roadside or in the median that can be represented as a single point in space Generally speaking a point hazard would be any object whose actual length and width are less than about three feet 1 e about half the width of a passenger vehicle Tree Poles Signs The station and offset of a single tree may be specified RSAPv3 will then ask for the diameter of the tree The same procedure is used for other similar objects like poles signs and luminaire supports Figure 25 provides an example The photo is taken looking in the primary direction of travel so the direction of the offset is Right The distance of offset is measured from the baseline e g the baseline is the centerline of an undivided road to the center of the hazard A 42 Figure 25
84. ped the right shoulder width is zero The RSAPv3 keyword is RT SHLR WIDTH The characteristics discussed above are used by RSAPv3 to determine the adjusted encroachment frequency and trajectory paths for each segment After entering these characteristics the next step is to create homogeneous segments and estimate the encroachments for each segment This is accomplished by selecting the Segment Project button circled in red in Figure 20 This will generate homogeneous segments and estimate the encroachments for each segment You must select the SEGMENT PROJECT button in order for RSAPv3 to segment the project and calculate the adjusted encroachment frequency for each segment A 35 RSAP Controls Figure 20 RSAP Controls Dialog Box for Road Segments Segment Project to estimate encroachments After the Segment Project button is selected RSAPv3 calculates the base encroachment frequency applies the appropriate adjustments estimates the adjusted encroachment frequency by segment and displays the results Figure 21 Select the See Road Characteristics button or the See Encr Estimate button to toggle between the segmented highway characteristics and the adjusted encroachment frequency estimates The default whole project characteristics may be restored or the whole project characteristics may be edited by selecting the appropriate buttons If the whole project characteristics are edited after segmenting the project th
85. re 27 Example of Defining a Water Hazard Summary RSAPv3 has an extensive list of pre defined roadside hazards which take the form of points and lines and are located by baseline station and offset In the event a hazard is not pre defined which is suitable to the project needs research can be conducted to generate a new hazard severity for the project or region or a default hazard with similar features can be used As new roadside hardware is developed manufactures may consider conducting in service performance evaluations and developing hazard severities In any case new hazards can be created from crash data and added to RSAPv3 using the specification outlined in the ENGINEER S MANUAL The roadside cross section i e terrain is entered on the next worksheet Upon completing the hazard data entry press the X SECTION tab on the RSAP Controls Dialog Box to initiate the X SECTION worksheet CROSS SECTIONS WORKSHEET The X SECTION worksheet is where data is entered for the comparison of alternative roadside and median cross sections At this point in the data input the number A 46 of highway segments and the number of alternatives have already been defined in prior worksheets however the roadside and median terrain for each segment in each alternative must be added to the model The cross sections may vary by alternative by segment or both The roadside and median cross section input data is used to select trajectory paths in the a
86. re 37 RESULTS worksheet Benefit Cost Table eed tdi BAe 60 Figure 38 RESULTS worksheet Feature Collision and Cost Report esee 61 Figure 39 Alternative Culvert Treatments ee entere DR iovis t dide 63 A 2 Figure 40 RSAPv3 Analysis Settings for the Updated RDG Culvert Example Problem 70 Figure 41 Progress Bar for the Updated RDG Culvert Example Problem 71 Figure 42 RSAPv3 Analysis Settings for Cable Median Barrier Example Problem 8l Figure 43 RSAPv3 Analysis Settings for TL 5 Concrete Median Barrier Example Problem 88 LIST OF TABLES Table 1 Project and Traffic Input Data for the Updated RDG Culvert Example 64 Table 2 Whole Project Characteristics Input Data for the Updated RDG Culvert Example 65 Table 3 Highway Characteristics Input Data for the Updated RDG Culvert Example 65 Table 4 Alternative 1 Input Data for the Updated RDG Culvert Example 67 Table 5 Alternative 2 Input Data for the Updated RDG Culvert Example 67 Table 6 Alternative 3 Input Data for the Updated RDG Culvert Example 68 Table 7 Alternative 1 2 and 3 Cross Section Input Data for the Updated RDG Culvert TE APL EEE dre oum dese na t pto a s etd 69 Table 8 Abridged Feature Collision and Cost Report for the Updated RDG Culvert Exampl
87. re in the opposing direction is LANES TOTAL 5 The default lane width is 12 feet for all highway types This default value can be changed by entering the RSAPv3 Keyword LNWIDTH and an integer between 8 and 20 The entered value should represent the average lane width in feet for all lanes in the range of the designated stations Enter a real number between 0 and 20 feet to represent the median shoulder width Measurements are taken from the solid yellow edge line SYEL to the median treatment i e curb barrier face grass etc If a SYEL is not striped the median shoulder width is zero The RSAPv3 keyword is MED SHLR WIDTH The median shoulder width is assumed to be the same for the primary and opposing direction of travel The default median width for divided highways is 10 ft and is undefined and will result in an error for one way or undivided highways The median width represents the combined width of the median treatment 1 e curb barrier grass etc and the median shoulders see Figure 17 as defined by the Roadside Design Guide AASHTO11 The width of a median protected by concrete barrier with two foot shoulders might be six feet 2 barrier width 2 2 shoulders 6 Therefore the starting and ending station of the median should be entered with the RSAPv3 keyword MED WIDTH and a value of 6 should be entered representing the median width for this example Real number between 0 and 150 are accepted values The defaul
88. rement should be no greater than the length of the smallest hazard Encroachment direction The encroachment directions include Primary Right Primary Left Opposing Right and Opposing Left All four possible encroachments are considered in the analysis by default In some cases the analysis of a particular type of encroachment is all that is desired for the project For example a highway engineer may want to know the best alternative for a median where the roadside in both the primary and opposing directions are to remain unchanged Further the engineer may want the cost benefit analysis to be directly associated with the median i e not influenced by the crash costs of the estimated roadside crashes In such cases it would be appropriate to limit the analysis to the median and pre select the specific encroachment locations i e Primary Left and A 54 Score Cutoff Weight Opposing Left for the analysis using the check boxes on the RSAPv3 Controls Dialog Box shown in Figure 32 Likewise only the roadside on the primary direction may be of interest so the encroachments could be limited to the Primary Right encroachments Choosing to reduce the encroachments considered will significantly reduce analysis runtime This criterion is used to define a cutoff value for each characteristic score When a trajectory case has a score lower than the Score Cutoff value for a given roadside characteristic the score is cut in half i
89. roject to estimate CIICTOAC HIME MIS ua ene le n RR EEUU Orten Ellas T odia ess Mood Lar 36 Figure 21 HIGHWAY worksheet Encroachment review area sese 37 Figure 22 ALTERNATIVES worksheet eee 39 Figure 23 ALTERNATIVES worksheet Alternative two data entry area highlighted for data a Ur EUER 40 Figure 24 ALTERNATIVES worksheet General Hazard Typ8S ooooooccccnoccccnonccononccononcconancninns 42 Figure 25 Example of finding the Station and Offset for a Tree Sign or Pole 43 Figure 26 Example of finding the Station and Offset for a Terminal sss 44 Figure 27 Example of Defining Water Hazard isse teenie 46 Figure 28 RSAP Controls Dialog Box for X Sections Copy Defaults and Assign Typical SECO een m 48 Figure 29 CROSS SECTION worksheet 552 1 aa 49 Figure 30 CROSS SECTION worksheet Assign Typical Section to Alternatives by Segments m p 50 Figure 31 CROSS SECTION worksheet Edit Typical Sections sse eee eee eee 51 Figure 32 RSAP Controls Dialog Box for setting analysis criteria eee 53 Figure 33 Progress Bar at the beginning of the analysis eee 56 Figure 34 Progress Bar at Completion of Analysis sss esse eee 56 Figure 35 RSAP Controls Dialog Box for Results and Different Reporting Options 58 Figure 36 RESULTS worksheet Segment and Alternative Cost Summary 59 Figu
90. rrier on this section of the New Jersey Turnpike was found to be 0 00122 To insert this value go to the severity worksheet press the keys CTRL SHIFT E to go into edit mode Go to the EFCCR values for the TL4 and TL5 New Jersey shaped concrete median barrier and change the value from 0 0035 to 0 00122 When this is complete press CTRL SHIFT E again to exit editing mode and resume RSAPv3 Table 21 Whole Project Characteristics for the TL 5 Concrete Barrier Example Problem Whole Project Characteristic Case 1 Value Percent of traffic in the primary direction 50 Percent of traffic encroaching right 50 Highway type i e Divided Undivided or One way D Terrain ie flat rolling or mountainous Posted Speed Limit mph 65 User encroachment adjustment 1 Table 22 Highway Characteristics Input Data for the TL 5 Concrete Barrier Example Problem Start End Station Station Highway Characteristics Case 1 Value 0 00 52 80 00 Total lanes 4 0 00 52 80 00 Number of lanes in the primary direction 2 0 00 52 80 00 Median width ft 27 A 86 Table 23 Roadside Input Data for the TL 5 Concrete Barrier Example Problem Roadside Features for Alternative Number Construction cost for alternative 727 716 Maintenance cost for alternative Default X Section
91. rts and the three different reporting options e Segment Report Figure 36 e B C Report Figure 37 and e Feature Report Figure 38 Each one of these reports is shown in more details in the figures noted These reports are best used as described here Segment Report The segment report summarizes the predicted number of annual crashes by segment and alternative This report may be used to assess which segment is expected to experience the most crashes and direct improvements toward that segment B C Report The benefit cost report compares the alternatives across the top of the table with the alternatives listed in the left hand vertical axis of the table This report may be used to compare one alternative to another and determine which alternative is the most cost beneficial to implement Alternatives with B C greater than 1 are highlighted in green Red highlighted cells have B C ratios less than 1 The combination with the best B C ratio is highlighted in a brighter green color and a border is drawn around the cell Recall the discussion under setting up the alternatives section of this manual RSAPv3 assumes that the alternatives have been entered with increasing construction costs e g alternative costs the least alternative 2 costs more alternative 3 costs the most Feature Report The feature report is quite detailed and can be very useful for understanding the types and costs of crashes This report may be used to assess the tot
92. s If Enable Editing is not selected RSAPv3 cannot run Once the Enable Editing button has been selected and the file saved this message should not appear again RSAPv3 and Excel do not allow the template to be overwritten When finished with a project the project should be saved as a macro enabled workbook in another location This is the default file type and currently the only file type option available for saving This saved file contains all of the macros used by RSAPv3 therefore it is a record of the version of the software used in the analysis of the project as well as the data used for the analysis This project file may be shared with other individuals who do not have RSAPv3 installed Each individual will have to Enable Editing as described above to use the macros available in any project file A 7 The need to reevaluate a past RSAPv3 project or stop in the middle of data entry may present itself RSAPv3 provides the ability to read and edit saved project files using the open existing project button RSAPv3 can only read files which were created using RSAPv3 As additional versions of RSAPv3 are developed i e RSAPv3 1 v3 2 etc it is anticipated that RSAPv3 will continue to be able to read files created in RSAPv3 Unfortunately the major coding and data changes that have been incorporated into this version have made it impossible to read project files created before the update to RSAPv3 GETTING STARTED On starting RSAP
93. ser Procedures for adding vehicle types are included in the ENGINEER S MANUAL The severity distributions of crashes used within RSAPv3 was developed from police level crash records which represent predominantly passenger cars The average crash costs represented by the VSL represent the general vehicle fleet which is predominantly composed of passenger cars It becomes difficult therefore to distinguish between different crash costs in areas dominated by heavy vehicles or in scenarios where a particular vehicle type is of greater concern e g possibly installing a higher test level barrier if crash costs for all vehicles types are lumped together in the VSL A Crash Cost Adjustment can be supplied for each vehicle type in the right portion of the vehicle mix table A factor of 3 52 is the default value for trucks passenger vehicles should always remain at 1 0 and motorcycles are 0 56 According to these default adjustments a typical truck crash has a crash cost that is more than 30046 greater than the typical passenger car collision and a typical motorcycle crash has a crash cost that is 5696 of a typical passenger car collision This value may be changed if local data are available A value of 1 should be used when no A 24 adjustment is desirable More information on how this value was derived can be found in the ENGINEER S MANUAL Upon completing the data entry in these fields press the HIGHWAY tab on the RSAP Controls Dialo
94. t median width is 30 ft for divided highways and is undefined for one way or undivided highways Travelled Way Shoulder Travelled Way Median Width Figure 17 RDG Median Width Measurements A 32 Primary Curve Radius The radius of horizontal curvature entered in feet with positive values being curves to the right in the direction of increasing stations i e primary direction and negative values being curves to the left in the direction of increasing stations Figure 18 The default value is tangent The RSAPv3 keyword is PRM CURV RAD and real number between 10 000 and 10 000 are accepted Curve radii larger than 10 000 are assumed to be for all intents and purposes to be tangent since the encroachment adjustment factor for radii greater than 10 000 ft is one Positive Curve Radius Negative Curve Radius Figure 18 Example of horizontal curve sign convention Primary Grade The grade of the roadway as a percent The default value is zero percent for all highway types Positive values are up hill in the direction of increasing station and negative values are down hill in the direction of increasing stations Figure 19 The RSAPv3 A 33 keyword is PRM GRADE Real numbers between 20 are acceptable values Negative Grade Positive Grade INCREASING STATION Figure 19 Example of vertical grade sign convention Primary Number of Lanes Rumble Strips The default number of l
95. ta for the Updated RDG Culvert Example Alternative Name Install a guardrail and crashworthy end treatments Roadside Features for Alternative Number 2 Construction cost for alternative 23 568 00 Default X Section Slope All 4H V1 Start End Side Offset Side Offset Station L or R ft Station L or R ft Hazard Value 4444 34 R 21 0 4462 35 R 21 0 Water 4 44 34 R 21 0 4 44 34 R 150 0 Water 4 62 35 R 21 0 4 62 35 R 150 0 Water 0 94 30 R 19 0 8 12 65 R 19 0 TL 3 W Beam 12 wide 0 94 30 R 19 0 Crashworthy Terminal 24 wide 8 12 65 R 19 0 Crashworthy Terminal 24 wide Table 6 Alternative 3 Input Data for the Updated RDG Culvert Example Alternative Name Extend the culvert and re grade the slopes Roadside Features for Alternative Number 3 Construction cost for alternative 39 560 00 Default X Section Slopes All 6H V1 Start End Side Offset Side Offset Station L or R ft Station Lor R ft Hazard Value 4 50 00 R 50 0 4 50 00 R 150 0 Water 4 56 00 R 50 0 4 56 00 R 150 0 Water 4 50 00 R 50 0 4 56 00 R 50 0 Water A 68 Table 7 Alternative 1 2 and 3 Cross Section Input Data for the Updated RDG Culvert Example X Section for Alternative Number 1 amp 2
96. ternative The TL4 concrete median barrier therefore is the preferred alternative since it is the overall best use of funds even though the TLS concrete median barrier has a somewhat smaller annual crash cost The reason the TL4 barrier is preferred over the TL5 is that while there is a 2 608 crash cost reduction going from TLA to TL5 the construction cost to achieve this benefit is 16 214 which is not a good use of funds SUMMARY The example problems presented above serve several purposes ranging from testing the user interface to providing instruction on implementation of the software and examples of some typical roadside safety benefit cost applications The problems demonstrate the data entry of geometric features roadside features and different analysis options The discussion provided above should also help users in understanding how to interpret the results of the analysis and make appropriate design decisions based on the analysis results Blank user forms have been provided on the following pages to assist in compiling the data necessary for conducting an analysis These forms are shown in Table 28 through Table 32 A 92 Table 28 Blank User Form Project and Traffic Input Data User entered values BASIC INFORMATION Default values Project Title Design Life years Rate of Return Construction Year CRASH COSTS Use GDP values during life Base year for crash cost data Expand to current
97. uency which meets the project characteristics The alternative input data shown in Table 14 and Table 15 as well as the median cross section data shown in Table 16 is used to assess the probability of a crash given an encroachment Note that only median cross section data is shown in Table 16 This example problem concerns the possible treatment of a median with low tension cable barrier The analysis therefore need only be conducted for primary and opposing direction left encroachments Excluding the right side encroachments will allow the results to represent a comparison of an unprotected median to a protected median without the confusion of extraneous right side encroachments A 76 User entered values BASIC INFORMATION Table 11 Project and Traffic Input Data for the Cable Barrier Example Problem Default values Project Title Cable Barrier Example Problem Design Life years 25 Rate of Return Construction Year 2005 CRASH COSTS Use GDP values during life Base year for crash cost data 2009 Expand to current year by GDP Value of Statistical Life 6 000 000 GDP Deflator to construction year 4 Truck Crash Cost Adj Factor Which year to use in cost analysis Construction Motorcycle Crash cost Adj Factor TRAFFIC INFORMATION Construction year ADT vpd Motorcycles FHWA Class I Traffic Growth Rate Passenger Vehic
98. ultaneously Generally alternative 1 represents the current site conditions or null condition of the site if nothing is done RSAPv3 does not assume this in analyzing the data but it is good practice to establish the baseline conditions as alternative 1 It is useful though not essential to organize the alternatives in increasing construction cost order RSAPv3 does not require this but the results are easier to interpret if the alternatives are arranged by increasing construction cost Figure 22 and Figure 23 provide examples of the ALTERNATIVE worksheet Particular attention should be paid to the RSAPv3 Controls Dialog Box Figure 22 does not have any data entry areas highlighted in yellow First an alternative must be selected on the RSAPv3 Controls Dialog box After an alternative is selected the data entry area is yellowed as shown in Figure 23 and data entry is permitted The RSAP Controls Dialog Box may be used to switch between alternatives copy alternatives and delete alternatives An option is offered to Copy Alt or Delete Alt After completing data entry for an alternative the copy alt button may be used for instances with a considerable amount of the same roadside features are present in more one alternative For example maybe the Null alternative is an unprotected culvert headwall and Alternative 1 is to protect the headwall with guardrail Both alternatives will have the same roadside features except Alternative 1 will
99. un times with no increase in accuracy when for example e Many trajectory paths are selected for the analysis and or e There are many hazards defined along the roadside segment and or e The segment length is relatively long If the problem is composed only of line hazards that span the entire segment 1 e guardrails and bridge rails the distance between encroachments can be increase to 1 5 of the segment length which will greatly decrease the run time This setting can also be used to vary the precision of the analysis Again perform a quick and dirty approximate analysis by setting the distance between encroachments to a large number like 4 of the segment length After experimenting with the solutions when a precise final answer is desired the encroachment distance can be set back to 4 ft Min Trajectories at each Encr Location The minimum number of trajectories used at each encroachment location The default value is 10 Max Traj at each Encr Location The maximum number of trajectories used at each encroachment location The default value is 40 Distance Between Encr Locations The default encroachment increment is 4 feet Four feet is currently the suggested maximum encroachment increment when point hazards are present 1 e smaller values could be considered Consider increasing this value when the hazards on the roadside or median include only line hazards or changes to the roadside cross section The encroachment inc
100. use in the analysis RSAPv3 selects only those trajectories that have a composite score of 0 93 or higher or until the minimum number of desired trajectory cases are obtained The minimum number of trajectories is defined on the RSAPv3 Control Dialog Box shown in Figure 32 The default minimum number of trajectories is set to ten but can be changed in this box Although the accuracy of the analysis is expected to improve as the number of applicable trajectories cases increase the analysis time will also increase For some road segments there may be a relatively large number of trajectory cases with a composite score higher than 0 93 The maximum number of trajectory cases can also be set on the RSAP Controls Dialog Box for this reason The default maximum value is forty which should provide sufficient accuracy with acceptable analysis time These values can also be used to perform a quick and dirty analysis to gain insight and then changed when a more precise answer is needed For example in a first run of a length RSAPv3 problem the minimum number of trajectories may be set to 5 and the maximum to 10 and run the problem If a more precise answer is desired the problem can be re run with the minimum at 10 and the maximum at 40 A 52 RSAP Controls Figure 32 RSAP Controls Dialog Box for setting analysis criteria There are two additional settings on the RSAPv3 Control Dialog Box which can be used to adjust the trajectory sc
101. v3 a splash screen is displayed shown in Figure 1 This splash screen provides important information about the version of RSAPv3 and the version of MS Excel and Windows installed on your computer RSAPv3 has been developed for continual updating of the supporting data and research using the analysis Projects which use RSAPv3 for analysis of roadside alternatives should note the version used in the project report which documents the analysis Noting the version of the software is one way to identify exactly which version of the software was used in your analysis a ps M 9 Loading RSAP v 3 0 02 Rev 120115 120113 0958 tee ia Roadafe u c Windows 32 bit NT 6 01 Rsap RozdSafeLLC com Figure 1 RSAPy3 Splash Screen The splash screen disappears after a few seconds and the program opens to the PROJECT INFORMATION worksheet A pre made Excel worksheet i e Project Information will appear on the right 2 3 of the screen and the RSAPv3 control dialog box will appear at the left 1 3 of the screen RSAPv3 is comprised of a series of data entry and data storage worksheets and a Dialog Box to aid User Interface with the software Data is entered and displayed through a series of worksheets which include e Project Information Traffic Information Highway Alternatives Cross sections Analyze Results Settings and Hazards The work flow process for preforming an analysis follows the same order as the wor

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