Lari, Adeel

This ramp control project extends along southbound I-35E from Little Canada Road to Maryland Ave. (see map on page 5). Pre-timed ramp control signals were activated at Maryland Ave. and Wheelock Pkwy. in October, 1970. Traffic responsive ramp control signals were activated at Roselawn Ave., T.H. 36 (leg and loop of cloverleaf) and Little Canada Road in November, 1971. At the same time the pre-timed ramp control at Maryland Ave. and Wheelock Pkwy. was revised to include traffic responsive features. Each ramp controller operates on an isolated basis with no interconnect to other interchanges. The system usually operates from about 7:00 to 8:00 A.M., Monday thru Friday. This report presents an evaluation of the first seven years of system operation. The following data were gathered: 1. Freeway volumes, speeds, travel times, and accident experience. 2. Entrance ramp volumes, delays, and ramp control violation rates. 3. Alternate route volumes and travel times. 4. System maintenance records. 5. Information on comments from drivers.

Studies have determined that an audible signal is usually more effective and causes a quicker reaction from drivers than a visual sign. This had led to the use of of a device commonly known as rumble strips to induce visual as well as audible and tactical stimuli to inattentive drivers.

This study documents the operational experience of the I-94 Lowry Hill Tunnel Traffic Management System situated in Minneapolis, Minnesota. This system is comprised of a computerized vehicle detection system, a status display map, a closed circuit television system, changeable message signs, and lane control signals. Results of the study indicate that drivers do respond to information conveyed via lane control signals by shifting from incident to non-incident lanes. The effectiveness of the changeable message sign was, however, not adequately documented in this study. In the opinion of the traffic management system operations personnel, the CCTV is an indispensable tool for immediate detection of the incident, quick response to emergencies, and for having credibility with State Patrol forces.

In June, 1977 the Federal Highway Administration (FHWA) and Mn/DOT signed a Memorandum of Understanding agreeing Eo cooperate in a demonstration of the use of highway advisory radio (HAR) as a part of the I-35W traffic management system. FHWA agreed to furnish the major system components and provide technical Information and consultation to Mn/DOT, and Mn/DOT agreed to install, operate and evaluate the system. This work was accomplished under the terms of the Minnesota Basic Agreement (DOT-FH-ll-8565) as Task Order No. 5, The system was developed on a 1.26 mile (2.03 Km) section of I-35W in Richfield, and became operational in December, 1977. The purpose of this report is to present detailed information on the HAR system, and to document the results of the evaluation study.

Mn/DOT (Minnesota Department of Transportation) activated a traffic management system on a three mile section of I-694 in August 1980. System elements include vehicle detectors, ramp control signals, a changeable message sign, and monitor and display devices. Evaluation of this system was complicated by a reconstruction project on I-694. Study results showed that there were improvements in traffic flow and accident experience even though peak period volumes increased substantially. These improvements are attributed to the combined effects of the traffic management system and the reconstruction project. Despite the improvements, there is a need for additional capacity in the I-694 corridor, and projects intended to accomplish this are briefly described.

This report presents an evaluation of the first five years of operation for the I-35W traffic management system, which extends along a 17 mile section of freeway south of downtown Minneapolis. The system was developed as part of the I-35W Urban Corridor Demonstration Project which combined the benefits of traffic management with express bus transit service.

The objectives of this study were to document from actual measurements the changes in auto occupancy rates over the last six years (1974 through 1979), to establish a broader base to measure future changes in auto occupancy rates, and to attempt to measure the daily variations in auto occupancy rates while eliminating seasonal variations by collecting data every spring.

The I-35W traffic management system has been in operation for over seven years. The purpose of the project was to implement and evaluate the Bus-on-Metered Freeway System. A number of reports have been published documenting the design details, system hardware and software, system operation and evaluation of the Bus-on-Metered Freeway concept. A listing of these reports is presented in the Appendix. Appendix also includes a list of reports dealing with incident detection and/or incidents impact on capacity. One of the specific objectives within the system framework was to quickly detect incidents occurring on the freeway and provide information to the appropriate response agency so that freeway capacity reducing and hazard causing incidents could be removed as soon as possible. The purpose of this study is twofold: first, available incident records accumulated on the I-35W freeway traffic management system will be analyzed to develop a comprehensive view of the types and quantities of incidents that have occurred. Second, the incident data base and companion volume and occupancy data will be used to determine the impact of "typical" incidents and the impact of the total incident problem. Included in the report is an analysis of incident types detected, mode of incident detection, duration of incidents, and incident response activities.

Planning and environmental studies involving managed lanes still have difficulty determining how to effectively evaluate project alternatives from an equity perspective. To most people, “equity” is ubiquitous with income, but this is a narrow focus that limits the scope of what can be considered equity, and indeed this can be true when it comes to managed lanes. As the Minnesota Department of Transportation analyzes the expansion of E-ZPass corridors, it is imperative it evaluates project alternatives from an equity perspective. The results of this study suggest that E-ZPass lane users are more racially diverse than users in the travelsheds. In two out of the four E-ZPass lane corridors, a higher proportion of E-ZPass lane users have household incomes below $100,000 compared to the travelsheds. Overall, there is a lower percentage of people with disabilities among E-ZPass lane users than those in the travelsheds. These results are driven by the makeup of E-ZPass lane users. In addition, this research project demonstrates the feasibility of incorporating quantitative and qualitative equity measures into the alternatives analysis process. The demonstration shows that the quantitative measures are all feasible with existing tools, provide meaningful information to the alternatives analysis process, and can be put into practice immediately.

In 1992 the ABC Ramps were completed in downtown Minneapolis as part of the I-394 construction project. The purpose of the ramps is to have programs that support efforts to reduce congestion and improve air quality by reducing SOV trips from the I-394 corridor. At the time the ramps were built; the ramp goals were aligned with the city of Minneapolis' parking system goals and the I-394 Corridor Management Plan. Since that time; however; the transportation modes; technologies; and plans surrounding the ramps have changed as well as the travel behaviors of the users. As the ramps reach the midpoint of their design life; this study examined the programs; policies; and goals developed for the ramps to ensure they continue to address current transportation challenges and align with regional stakeholder's goals and emerging trends; behaviors; and technology. The project culminated in a series of recommendations with implementation strategies for the ABC ramp management to improve its practice towards reducing congestion and improving air quality in downtown Minneapolis through innovative programming and marketing.