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Transportation Research Procedia 40 (2019) 1103–1110

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13th International Scientific Conference on Sustainable, Modern and Safe Transport

13th International 2019),
(TRANSCOM Scientific
HighConference on Sustainable,
Tatras, Novy Smokovec –Modern and Safe
Grand Hotel Transport
Bellevue,
(TRANSCOM 2019),Slovak High Tatras, Novy
Republic, Smokovec
May – Grand Hotel Bellevue,
29-31, 2019
Slovak Republic, May 29-31, 2019
Social costs of the road project in the operation phase
Social costs of the road project in the operation phase
Martina Margorínová ∗, Mária Trojanová
a a
Martina Margorínováa∗, Mária Trojanováa
a
University of Žilina, Faculty of Civil Engineering, Department of Construction Management, Žilina, 010 26, Slovakia
a
University of Žilina, Faculty of Civil Engineering, Department of Construction Management, Žilina, 010 26, Slovakia

Abstract
Abstract
The project of road is defined by sequences of phases, which create the life cycle of road. At each phase of the life cycle are arisen
specified
The projecttypes of costs.
of road At the
is defined operation phase
by sequences arisewhich
of phases, significant
create capital
the life costs, which
cycle of road.are
At necessary
each phasefor the life
of the roadcycle
management,
are arisen
maintenance
specified andofrepairs
types costs.ofAtroads. Besides ofphase
the operation the capital
arise costs, the social
significant costs
capital are also
costs, whicha part
areofnecessary
the operation costs.
for the roadThe social costs
management,
are monetizing
maintenance andnegative
repairs ofimpacts
roads.from the of
Besides road
thetraffic
capitaltocosts,
the road users,costs
the social society
are and
alsoenvironment. The capital
a part of the operation andThe
costs. social costs
social of
costs
the monetizing
are road operation are a impacts
negative part of the
fromeconomic
the roadevaluation of the
traffic to the roadroad infrastructure
users, society andprojects. Maintenances,
environment. The capitalrepairs and works
and social costs on
of
roads
the limit
road the roadare
operation operation.
a part ofWork constraints
the economic on the road
evaluation create
of the roadso-called work zones.
infrastructure Negative
projects. impacts of
Maintenances, road and
repairs zones to road
works on
users and
roads limitsociety
the roadareoperation.
not part ofWork
the economic
constraintsevaluation of road
on the road projects
create in Slovakia.
so-called work zones.TheNegative
main negative
impactsimpact of work
of road zoneszones to
to road
the road
users andusers is the
society are loss of travel
not part of thetimes. For this
economic reason, of
evaluation was made
road a procedure
projects for calculating
in Slovakia. and monetizing
The main negative impact oftravel
worktime costs
zones to
due road
the to work
userszones.
is theTheloss main purpose
of travel times.ofFor
thisthis
procedure
reason, iswaseffective
made aplanning
procedure of for
road works with
calculating andthe aim of reduction
monetizing negative
travel time costs
impact
due to the zones.
to work road users. This quantification
The main purpose of this procedure
procedure of is
travel time costs
effective due to
planning of work
road zones
works was
withapplied
the aimtoof
practical
reductionexample.
negative
impact to the road users. This quantification procedure of travel time costs due to work zones was applied to practical example.
© 2019 The Authors. Published by Elsevier B.V.
© 2019 The Authors. Published by Elsevier B.V.
Peer-review
© under responsibility
2019 The Authors. Published byof the scientific
Elsevier committee of the 13th International Scientific Conference on Sustainable,
B.V. committee
Peer-review under responsibility of the scientific of the 13th International Scientific Conference on Sustainable,
Modern and Safe Transport (TRANSCOM 2019).
Modern and Safe Transport (TRANSCOM 2019). committee of the 13th International Scientific Conference on Sustainable,
Peer-review under responsibility of the scientific
Modern and Safe Transport (TRANSCOM 2019).
Keywords: social costs, road project, road operation phase, work zone, travel time costs
Keywords: social costs, road project, road operation phase, work zone, travel time costs

1. Introduction
1. Introduction
The social costs are a significant part of economic evaluation of road infrastructure projects. At present, the
The social
economic roadcosts are a issignificant
evolution processed part of economic
for projects of new evaluation
roads andofcomplex
road infrastructure projects.
reconstruction. At cases,
In these present,
is the
economic
necessary road evolution
evaluate severalis variants
processed
of for projects
road of and
projects newchoose
roads and
the complex reconstruction.
most effectiveness In these
variant. cases, is the
The effectiveness
necessary
evaluation evaluate several
is based on variants
the life of road
cycle costs projects
of road andwhich
project, choose
arethe most toeffectiveness
divided variant.
capital and social TheIneffectiveness
costs. terms of the
evaluation is based
road life cycle is theonmost
the life cycle costs
significant phaseoffor
road project,
society thewhich are divided
operation phase. to capital and social costs. In terms of the
road life cycle is the most significant phase for society the operation phase.
* Corresponding author.
E-mail address: martina.margorinova@fstav.uniza.sk
* Corresponding author.
E-mail address: martina.margorinova@fstav.uniza.sk

2352-1465 © 2018 The Authors. Published by Elsevier B.V.

Peer-review©under
2352-1465 responsibility
2018 The of the scientific
Authors. Published committee
by Elsevier B.V. of the 13th International Scientific Conference on Sustainable, Moder n and
Safe Transport
Peer-review (TRANSCOM
under 2019).
responsibility of the scientific committee of the 13th International Scientific Conference on Sustainable, Moder n and
Safe Transport (TRANSCOM 2019).

2352-1465  2019 The Authors. Published by Elsevier B.V.

Peer-review under responsibility of the scientific committee of the 13th International Scientific Conference on Sustainable, Modern and
Safe Transport (TRANSCOM 2019).
10.1016/j.trpro.2019.07.154
1104 Martina Margorínová et al. / Transportation Research Procedia 40 (2019) 1103–1110
2 Margorinova, Trojanova/ Transportation Research Procedia 00 (2019) 000–000

In this phase arise two types of costs: capital and social costs. Capital costs are amount of financial flow required
to management, maintenance and repairs of road during its operation. The social costs evaluate negative impact to
road users, society and environment. These include travel time costs, vehicle operating costs, accident costs, noise
costs, air pollution costs, etc. The road use requires its management, maintenance and repairs. The road maintenance
and repairs cause constraints on road. These constraints create work zones on road. Work constraints on the road
negatively affects the road operation and causes additional social costs to road users. At present, the social costs due
to work zones are not evaluated in Slovakia. The main negative impact of work zones to road users is a loss of travel
time. The main purpose of evaluating the social costs of work zones is mainly effective planning of repairs and
maintenance on roads. In this paper is processed an example for evaluation travel time costs due to work zone at
highway, in case, when is the one lane closed. The quantification and valuation were processed in Excel.

2. Life cycle of road communication and its costs

The project of road communication can be characterized by a life cycle. The life cycle of road communication
project (fig.1) is defined by sequence of phases, which has its start and end. The life cycle of road begins with pre-
project preparation and ends with liquidation or reconstruction. [1]

Fig. 1. Life cycle of road communication

For society is the most important operation phase of road communication, which is defined by road use of motorized
and non-motorized traffic. In this phase arise capital and social costs. Capital costs are necessary for road management,
maintenance and repairs. Social costs evaluate and monetize negative impact to road users, society and environment.
Social costs divide to user and external costs. In the picture 2 are listed costs of road operation phase. [2][3]

Fig. 2. Total costs in the road operation phase

 Martina Margorínová et al. / Transportation Research Procedia 40 (2019) 1103–1110 1105
Margorinova, Trojanova / Transportation Research Procedia 00 (2019) 000–000 3

The costs quantification in the road operation phase can be express according equation 1:

TCOP =  CCOP +  UC OP +  EC OP (1)

where: TCOP Total costs in the road operation phase [€]

CCOP Capital costs in the operation phase (management, maintenance and repair costs) [€]
UCOP User costs in the operation phase [€]
ECOP External costs in the operation phase [€]

The user costs evaluate negative impacts from road transport to road users. The user costs are divided to vehicle
operating costs (fuel, oil, lubricants, service costs, etc.) and travel time costs. The external costs evaluate negative
impacts to society and environment. These costs include noise costs, air pollution costs, costs for biodiversity loses,
etc.[2][4][5][6]
It was processed life cycle costs analysis of the road projects according several sources of domestic and foreign
literature. This analysis showed, that there is dissonance in the social costs division. On the basis was processed the
proposal of the social costs division. This proposal is listed in the picture 3.

Fig. 3. The proposal of social costs division

The CBA (Cost benefit analysis) methodology, software HDM-4 (The Highway Development and Management
system) and ISEH (Integrated system of design and economic assessment) are used to for evaluation social costs in
Slovakia. In the table 1 are stated components of social costs, which individual tools are able to quantify and monetize.

Table 1. Tools for social costs quantification and monetization in Slovakia

Social cost component CBA methodology HDM-4 ISEH

Travel time cost ✓ ✓ ✓

Vehicle operating cost ✓ ✓ ✓
Accident cost ✓ ✓ -
Air pollution cost ✓ - -
Climate changes cost ✓ - -
Noise cost ✓ - -
1106 Martina Margorínová et al. / Transportation Research Procedia 40 (2019) 1103–1110
4 Margorinova, Trojanova/ Transportation Research Procedia 00 (2019) 000–000

The valuation of social costs is a part of economic evaluation of road projects. The economic evaluation is processed
for complex road projects like a construction or reconstruction. The aim of the road projects evaluation is an assessment
of their effectiveness. According this assessment is chosen the most effective variant for realization. Apart of
construction and reconstruction projects, in abroad are valued some components of social costs due to working
constraints on road. The work constraints on road create work zones. [2][7]

3. Work zones

The work zone is a place on the road, where is performed repair or maintenance. Works on the road cause traffic
constraint which have negative impact on road users. The maintenance and repair costs are a part of capital costs. The
negative impact of work zones on road users is not evaluated in Slovakia. This evaluation must be processed separately.
In abroad are evaluated four types of social costs components due to work zones. These are listed in figure 4. [8]

Fig. 4. Evaluated social costs components due to work zones in abroad

An important component of social costs for road users is travel time costs. The travel time has a significant impact
on road users when deciding on road category. At present, there is no methodology or software for evaluating negative
impacts due to work zones in Slovakia. From this reason it was processed the proposal of travel time cost evaluation
due to work zones. The purpose of this assessment is to effective planning maintenance and repairs on roads.

4. Quantification of travel time costs due to work zones

Traffic constraints due to work zones can be different. It depends mainly on the works extent of maintenance and
repairs. Some work zones require traffic constraints, other require bypass for heavy vehicles or exclusion whole traffic
to the bypass. It is also necessary to distinguish between different categories of roads. The most significant negative
impacts due to work zones are on highways, motorways and I. class roads. Below is listed the quantification of travel
time costs due to the work zone on highway. The quantification is based on conditions according figure 5 - work zone
in one lane. This type of work zone affects only one direction of traffic on highway.

Fig. 5. Work zone in one lane on highway, [9]

 Martina Margorínová et al. / Transportation Research Procedia 40 (2019) 1103–1110 1107
Margorinova, Trojanova / Transportation Research Procedia 00 (2019) 000–000 5

The basic input data for the evaluation travel time costs due to work zone are: length of work zone, traffic volume,
capacity of one lane, price of travel time, duration of work zone, speed limit with and without work zone. To evaluation
of travel time costs is necessary to quantify a time loss, which have vehicles due to traffic constraints. The time loss
is the difference between time with constraints and without constraints i.e. with and without work zone. The basic
calculation of travel time without constraints is quantified according equation (2).[10]

LWZ
TTWWZ ,n = (2)
vn

where: TTWWZ,n travel time without work zone for type vehicle n [h]
LWZ length of work zone [km]
vn speed of vehicle type n [km/h]
n type of vehicle (passenger car, coaches, heavy vehicles, etc.)

Time calculation due to work zone crate several kind of time losses. Belongs here time needed to vehicle
deceleration to work zone speed, time needed to pass work zone and time needed to acceleration to allowed speed of
road communication. Besides these times, in the work zone can arise travel losses due to traffic thickening and
congestions. Time losses due to work zone are quantitated according equation (3). [10]

k
TTWZ ,n =  ( DTn + PT n + ATn + TL) (3)
i =1

where: tWWZ,n travel time with work zone during one day for vehicle type n [h/day]
DTn deceleration time to work zone speed vwz for vehicle type n [h]
PTn passing time needed to pass work zone for vehicle type n [h]
ATn acceleration time needed to accelerate from work zone speed vwz to allowed speed for
vehicle type n [h]
TLn travel losses due to traffic thickening or congestions for vehicle type n [h]
The times needed to deceleration before work zone and acceleration after work zone are quantified according
equations (4) and (5). [11]

3,6 * (vWWZ ,n − vWZ ,n )

DTn = (4)
a0 + a1(3,6 * vWWZ ,n ) + a 2 * 3,6 * (vWWZ ,n − vWZ ,n )

3,6 * (vWWZ ,n − vWZ ,n )

ATn = (5)
a0 + a1(3,6 * vWWZ ,n ) + a 2 * 3,6 * (vWWZ ,n − vWZ ,n )

where: DTn deceleration time for vehicle type n [s]

ATn acceleration time for vehicle type n [s]
vwz,n vehicle speed in work zone for vehicle type n [m/s]
vwwz,n vehicle speed without work zone for vehicle type n [m/s]
a1-a2 prediction coefficients for vehicle speed changes for vehicle type n [-]

In case, when the one lane is closed and the traffic is lead just in one lane fig. 5), it can be arisen the time losses
due to traffic thickening and congestions. Calculation of these time losses is different in cases, when is the traffic
volume lower or higher than capacity of one lane. The calculation of time losses, when is the traffic volume lower
than capacity, are quantified according equation (6). [10][13]
61108 Martina Margorínová
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ProcediaProcedia 40000–000
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Fa i
TLi = * Fa i (6)
Fc * ( Fc − Fa i )

where: TLi travel losses at hour i [h]

Fai hour traffic volume in passenger car equivalent (pce) at hour i [pce/h]
Fc hour capacity in passenger car equivalent per 1 lane [pce/h]

According equations (7) and (8) are calculating time losses, in case, when is the traffic volume higher than capacity.
[10]

Qi = Qi −1 + Fa i − Fd (7)

TLi = Qi −1 + 1 * ( Fa i − Fd ) (8)
2

where: TLi travel losses at hour i [h]

Fai hour traffic volume in passenger car equivalent at hour i [pce/h]
Fd hour traffic volume of departure vehicles during congestion [pce/h]
Qi total vehicle queue at the end of hour i [pce]

In the example of the travel time costs calculation, which was processed in Excel software, the work zone length
was 1,05 km and work zone duration was 3 and 5 days. Speed in the work zone was reduced at 60 km/h. Daily traffic
volume and its recalculation to the passenger car equivalents are listed in the table 2. [12]

Table 2. Data about daily traffic volume and its recalculation to passenger cars equivalents
Traffic recalculation to the
Recalculation coefficients to
Type of vehicle volume equivalents of passenger
passenger car equivalents
[veh./day] cars [pce/day]
passenger cars 11000 1 11 000
motorcycle 100 1 100
coach 432 1,5 648
N1: heavy vehicle up to 3,5 t 1120 1,5 1 680
N2: heavy vehicle from 3,5 t to 7,5 t 792 1,5 1 188
N3: heavy vehicle from 7,5 t to 12 t 862 2,5 2 155
N4: heavy vehicle over 12 t, heavy 2500 6 250
2,5
vehicles with trailer
∑ vehicles: 16806 ∑ equivalents of passenger cars: 23 021

The first step was the quantification of travel time without work zone for each vehicle type. The traffic volume was
divided to individual types of vehicle due to better accuracy of quantification, because maximum the speed limit is
different for individual vehicle types. The second step was the quantification of travel time with work zone, which
include time to acceleration, deceleration and time needed to pass the work zone. Time losses due to traffic thickening
and congestion were calculated with passenger cars equivalents. These equivalents were divided to parts of the day.
In the table 2 is listed recalculation of traffic volume to the passenger cars equivalents. The daily traffic volume was
divided to 6 parts of the day for better capture traffic peaks. In the table 3 are listed the parts of day with distributed
intensity.
 Margorinova, Trojanova / Transportation Research Procedia 00 (2019) 000–000 7
Martina Margorínová et al. / Transportation Research Procedia 40 (2019) 1103–1110 1109

Table 3. The traffic volume in the individual parts of day

00-06 06-09 09-14 14-18 18-22 22-00 together

6% 16% 32% 29% 15% 2% 100%

1381 3683 7367 6676 3453 460 23 021

The time losses due to traffic thickening and congestions were 4 124,23 hours per one day. Quantified travel losses
due to work zone were divided to the individual vehicle types. The additional travel time, which was caused by work
zone, were computed by difference of times with and without work zone. For travel time costs valuation have been
divided the time losses according the purposes of travel i.e. business travels, travel to work and private travels. Then,
the time losses were multiplied by average occupancy and price of travel time. In addition, for heavy vehicles are
valued costs connected with transport of goods i.e. costs of goods delays. All economic data were taken from the CBA
methodology for Slovakia. For comparison, the travel time costs were quantified for work zone´s duration 3 and 5
days of. In the table 4 is listed quantification of travel time costs for both cases.

Table 4. The quantification of travel time costs due to work zone duration 3 and 5 days

Vehicle type Travel time costs– Travel time costs Travel time Travel time Total costs – work Total costs –
business travels [€/day] - travel to work costs – private costs zone duration: 3 work zone
[€/day] travels [€/day] together days [€/3 days] duration: 5 days
[€/day] [€/5 days]
passenger cars 2 491,42 6 860,10 12 671,28 22 022,80 66 068,39 110 113,98
motorcycle 12,58 34,65 64 111,23 333,68 556,13
coach 586,54 3 574,13 4 942,98 9 103,65 27 310,94 45 518,23
Travel time costs of driver The costs of transporting goods Total costs
Heavy vehicles
[€/day] [€/t] [€/day]
N1 9 326,34 124,65 9 450,99 28 352,96 47 254,94
N2 3 960,51 309,66 4 270,18 12 810,53 21 350,89
N3 7 114,39 1 166,98 8 281,36 24 844,09 41 406,82
N4 22 509,14 5 343,75 27 852,89 83 558,67 139 264,45
Total travel time costs due to work zone : 243 279,26 405 465,44

The amount of travel time costs was 243 279,26 € for work zone duration 3 days. For work zone duration 5 days
were amount of travel time costs 405 465,44 €, which is about 162 186,18 € more. Based on quantified results (tab.
4), we can state, that the traffic constraints on the road have a significant impact to road users. The constraint due to
work zone caused higher amount of travel time costs to users. From this reason, the travel time costs quantification
due to work zones should be a part of maintenance and repairs planning, with the aim of minimizing road user’s
constraints.

5. Conclusion

For the society is the most important operation phase from the life cycle phases. In this phase arise apart capital
costs also social costs. Social costs valuate negative impacts due to road operation to road users, society and
environment. The social costs are a part of economic evaluation of construction and reconstruction road projects. In
the road operation phase arise another negative impacts to the road users due to work constraints. The work constraints
on the road create the work zones. The work zone is a place on the road, where is performed maintenance or repair
works. The work zones have a negative impact to road users mainly to travel time.
1110 Martina Margorínová et al. / Transportation Research Procedia 40 (2019) 1103–1110
8 Margorinova, Trojanova/ Transportation Research Procedia 00 (2019) 000–000

The presented travel time costs quantification was processed for work zone on the highway, where was the one
lane closed. For comparison, the travel time costs quantification was processed for work zone duration 3 and 5 days.
The amount of travel time costs was quantified to 405 465,44 € for work zone duration 5 days. This amount is higher
about 162 186,18 €, than in case the work zone duration was 3 days. On this basis, we can state, that shortening of
work zone duration has a significant impact to road users travel time costs.
The maintenance and repairs activities of road communications are necessary to ensure road operation. These
activities should be planned effective, which means the activities will be done in an optimal time with a low operation
costs as possible. The operation costs needed to maintenance and repairs are significantly increased, after the optimal
time. From these reasons it is necessary to plan these activities. Besides of the operation costs, the social costs caused
by work constraints are also significant. The quantification of travel time costs due to work constraints i.e. work zones
should be part of effective planning maintenance and repairs. The part of travel time costs quantification should be
serve to reduction negative impact to road users.

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