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HIGHWAY 10 CORRIDOR STUDY - FINAL REPORT <br />Table 7. Preliminary Evaluation Summary <br />Criteria <br />Alt i Signals <br />Alt 2 Hybrid <br />Alt 3 Grade - <br />Separated <br />Improves Existing <br />• <br />and Future Safety <br />U) <br />Access Spacing <br />• <br />Compliance <br />Improves Peak Hour <br />Mobility on Hwy 10 <br />Continuity with Hwy <br />• <br />10 to the East <br />2 <br />Improves Mobility <br />• <br />Crossing Hwy 10 <br />Improves Mobility <br />Accessing Hwy 10 <br />Y <br />Improves Mobility <br />m <br />Crossing Hwy 10 <br />Minimizes <br />• <br />Construction Costs <br />Minimizes Right -of- <br />• <br />Way Impacts <br />More detailed evaluation was also completed for each alternative for the following criteria. The <br />results are summarized below. Additional information is available in Appendix& <br />Benefit Cost Analysis <br />A benefit cost analysis is used to evaluate the cost-effectiveness of an investment. Projects are <br />considered cost-effective if the benefit -cost ratio is greater than 1.0. The larger the ratio number, the <br />greater the benefits per unit cost. <br />A preliminary benefit cost analysis was completed to for each grade -separation location. The CMF <br />Clearinghouse was used to identify appropriate Crash Modification Factors (CMFs) for the safety <br />improvements at two locations identified for future grade -separation. MnDOT's traffic safety benefit - <br />cost spreadsheet was utilized to calculate preliminary benefit -cost ratios for each alternative. The <br />results of the preliminary benefit -cost analysis are shown in Table Band Table 9. Supporting <br />documentation can be found in AppendixC <br />a GHH'4Y <br />Page <br />_ I , <br />�FRIOOR�� <br />