Like many other transportation agencies, the Ministry of Transportation Ontario (MTO) is also using the same work zone closure strategies and standards that it has used for decades. However, the lane closure strategies should incorporate the impacts of construction duration and inconvenience to the road users and find the balance where users face minimal inconvenience while contractors have the appropriate amount of time to finish the work and produce a high quality product. In-order to evaluate and assess the appropriate time for lane closures, it is important to estimate the capacity of the lanes. The capacity estimates can help in determining the optimized time for lane closures to minimize the user delays while providing sufficient time for contractors to achieve the desired productivity and quality of work. There are different models, computer Software and wide variety of studies to evaluate and estimate the Workzone Capacity and associated User Delay Costs at workzones. These costs are primarily affected by traffic flows, vehicle speeds, and work zone capacities. In-view of the above, this study is designed to estimate freeway capacity of construction workzones and discuss the associated user delay costs and economic issues. For this study, the capacity at the work zones was measured as the mean queue discharge flow rate during forced-flow conditions. Forced-flow conditions were defined as congested conditions during which a sustained queue formed. There are several studies and approaches for collecting traffic volume data for estimating workzone capacity. For this study, it was decided to utilize a manual counting method for volume data. This would help provide the visual confirmation of queuing and intensity of work activity at workzones. Six sites located in Southern Ontario, were selected for this study. The data from these sites is used to develop a mathematical model for estimating workzone capacity for Ontario.

Like many other transportation agencies, the Ministry of Transportation Ontario (MTO) is also using the same work zone closure strategies and standards that it has used for decades. However, the lane closure strategies should incorporate the impacts of construction duration and inconvenience to the road users and find the balance where users face minimal inconvenience while contractors have the appropriate amount of time to finish the work and produce a high quality product. In-order to evaluate and assess the appropriate time for lane closures, it is important to estimate the capacity of the lanes. The capacity estimates can help in determining the optimized time for lane closures to minimize the user delays while providing sufficient time for contractors to achieve the desired productivity and quality of work. There are different models, computer Software and wide variety of studies to evaluate and estimate the Workzone Capacity and associated User Delay Costs at workzones. These costs are primarily affected by traffic flows, vehicle speeds, and work zone capacities. In-view of the above, this study is designed to estimate freeway capacity of construction workzones and discuss the associated user delay costs and economic issues. For this study, the capacity at the work zones was measured as the mean queue discharge flow rate during forced-flow conditions. Forced-flow conditions were defined as congested conditions during which a sustained queue formed. There are several studies and approaches for collecting traffic volume data for estimating workzone capacity. For this study, it was decided to utilize a manual counting method for volume data. This would help provide the visual confirmation of queuing and intensity of work activity at workzones. Six sites located in Southern Ontario, were selected for this study. The data from these sites is used to develop a mathematical model for estimating workzone capacity for Ontario.

Från slutet av 1990-talet har en stor mängd av de icke-separerade 13 meter breda vägarna byggts om till mötesseparerade vägar, där trafiken i varje riktning separeras med en mittremsa. Mötesseparerade vägar har varit ett mycket lyckat projekt för trafiksäkerheten och bidragit med en stor minskning av svårt skadade och döda i trafiken. Det finns många mötesseparerade vägar i Sverige. Vid olyckor på 2+1-vägar blir det svårt för trafiken att vända på vägen vilket leder till stopp och gör det även svårt för Blåljusmyndigheten samt bärgningsbilar att ta sig fram. Dessa olyckor leder till förseningstimmar och i sin tur till samhällskostnader. Det här examensarbetet är skrivet för Trafikverket för att granska 2+1-vägar i Trafikverkets Region Öst. Rapporten tar fram och jämför minskning av förseningskostnader efter en ombyggnad från 2+1- till 2+2-väg, rapporten tar även fram och jämför förseningskostnaden med investeringskostnaden för ombyggnationen. Resultatet för den här studien har framförts genom litteraturstudier, analys av data från Trafikledningen, webbverktyg och genom användning av Microsoft Excel för kalkylering av förseningstimmar och -kostnader för utvalda vägar och sträckor. Resultatet från rapporten visar om det är värt att undersöka en 2+1-väg för ombyggnation från 2+1- till 2+2-väg ur förseningskostnadsperspektiv. Detta redovisas genom en generell jämförelse per mil 2+1-väg baserad på väg 50, 55 och 56 i Trafikverkets Region Öst. Rapporten innehåller även en analys över de fem mest drabbade olycksplatserna på E18:s 2+1 sträckor. Analysen av dessa visade att alla fem sträckor låg mellan Köping och Västerås i Västmanland. / From the late 1990s, a large part of the non-separated 13-meter-wide roads have been reconstructed into meeting separated roads, where traffic in each direction is separated by a middle strip. Meeting separated roads have been a very successful project for road safety and have contributed to a large reduction in severely injured and casualties in traffic. There are many meeting separated roads in Sweden. In the case of accidents on 2+1-roads, it becomes difficult for the traffic to turn around on the road, which leads to a stop and makes it difficult for the emergency services and tow trucks to reach the scene of the accident. These accidents lead to delay hours and, in turn, to community costs. This thesis is written for the Swedish Transport Administration to review 2+1 roads in the Swedish Transport Administration’s Region East. The report produces and compares the reduction of delay costs after rebuilding a road from 2+1- to 2+2-standard, the report also presents and compares the delay cost with the investment cost for the reconstruction. This study is based on literature studies, analysis of data from the “Traffic Management”, internet-based programs and through the use of Microsoft Excel for calculating delay hours and -costs for selected roads and routes. The result of the report shows whether it is worth investigating in a reconstruction from 2+1- to 2+2-road from delay cost perspective. This is presented through a general comparison per Scandinavian mile of 2+1-road based on roads 50, 55 and 56 in the Swedish Transport Administration’s Region East. The report also contains an analysis of the five most affected accident sites on the E18's 2+1-routes. The analysis of these accident sites showed that all five were between Köping and Västerås in Västmanland county.