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1.0 INTRODUCTION

This report presents the test plan for collecting and analyzing safety data for the National Evaluation of the Minnesota Urban Partnership Agreement (UPA) under the United States Department of Transportation (U.S. DOT) UPA program. The data will be used in examining the safety analysis contained in the Minnesota UPA National Evaluation Plan. This test plan is one of 11 test plans identified in the Minnesota UPA National Evaluation Plan.

The test plan begins with a brief overview of the Minnesota UPA projects, the safety analysis, and the relationship between the analysis areas and the test plans outlined in the Minnesota UPA National Evaluation Plan. The test plan presents the sources and availability of the safety data needed in the evaluation. Potential risks associated with the data and the data collection activities are discussed, and the data analysis techniques are described. The schedule and responsibilities for collecting, analyzing, and reporting on the safety analysis are also presented.

1.1 The Minnesota UPA

Minnesota was selected by the U.S. DOT as an Urban Partner to implement projects aimed at reducing congestion based on four complementary strategies known as the 4Ts: Tolling, Transit, Telecommuting/Travel Demand Management (TDM), and Technology. Under contract to the U.S. DOT, a national evaluation team led by Battelle is assessing the impacts of the projects in a comprehensive and systematic manner in Minnesota and other sites. The national evaluation will generate information and produce technology transfer materials to support deployment of the strategies in other metropolitan areas. The national evaluation will also generate findings for use in future federal policy and program development related to mobility, congestion, and facility pricing.

The Minnesota UPA partners include the Minnesota Department of Transportation (Mn/DOT), the Twin Cities Metropolitan Council, Metro Transit, the City of Minneapolis, Minnesota Valley Transit Authority (MVTA), and Anoka, Dakota, Ramsey, and Hennepin counties. The Center for Transportation Studies and the Hubert H. Humphrey Institute of Public affairs at the University of Minnesota are also partners in the UPA.

The Minnesota projects are focused on reducing traffic congestion in the I-35W corridor and in downtown Minneapolis. ITS technologies underlie many of the Minnesota UPA projects, including those focused on tolling, real-time traffic and transit information, transit signal priority, and guidance technologies for shoulder-running buses. Figure 1-1 highlights the general location of the various Minnesota UPA projects, which are described below.

  • High Occupancy Toll (HOT) Lanes. The HOT lanes on I-35W represent a major component of the Minnesota UPA. This element includes expanding the existing HOV lanes to HOT lanes and constructing new HOT lanes. The HOT lanes will be dynamically priced. The existing HOV lanes on I-35W from Burnsville Parkway to I-494 will be expanded into dynamically priced HOT lanes. A new dynamically priced HOT lane will be added on I-35W from I-494 to 46th Street as part of the reconstruction of the Crosstown Commons Section.
  • Priced Dynamic Shoulder Lane (PDSL). The second tolling element of the Minnesota UPA is the implementation of a PDSL on I-35W in the northbound direction from 46nd Street to downtown Minneapolis. The PDSL also incorporates active lane management techniques and technologies, including speed harmonization.
  • Auxiliary Lanes. An auxiliary lane and collector ramp is being constructed on I-35W in the northbound direction from 90th Street and I-494. An auxiliary lane is being constructed on I-35W in the southbound direction from 106th Street to Highway 13.
  • Park-and-Ride Facilities. A total of six new or expanded park-and-ride facilities will be constructed as part of the Minnesota UPA. Two of the park-and-ride facilities are on I-35W north of downtown Minneapolis, one is on I-35W south of downtown Minneapolis, and three are on Cedar Avenue. The following describes the general facility locations and the anticipated number of parking spaces. A new 500-space parking ramp will be constructed adjacent to the existing 1,000-space parking lot at 95th Ave along I-35W North in Blaine. A new 460-space parking ramp will be constructed along I-35W North in Roseville. A new 750-space parking ramp will be constructed along I-35W south in Lakeville. A new 120-space parking lot with an enclosed passenger waiting facility will be constructed along Cedar Ave at Highway 13 in Eagan. A new 200-space parking lot will be constructed along Cedar Avenue at 180th Street in Lakeville. A new 500-space parking ramp, a 250-space surface lot, and a side platform station will be constructed along Cedar Ave at 155th Street in Apple Valley.
  • New Buses. A total of 27 new buses will be purchased as part of the Minnesota UPA. These vehicles include a mix of standard, hybrid, and coach buses. The buses will be used to operate new and expanded express bus service.
  • Downtown Minneapolis Dual Bus Lanes on Marquette and 2nd Avenues. Double contraflow bus lanes are being constructed on Marquette and 2nd Avenues in downtown Minneapolis. Called the MARQ2 project, the lanes replace existing single contraflow lanes on each avenue. The project also includes construction of wider sidewalks, and improved lighting, landscaping, and passenger waiting areas.
  • Transit Advantage Bus Bypass Lane. A “Transit Advantage” bus bypass lane/ramp has been constructed to facilitate the movement of northbound buses at the Highway 77/Highway 62 intersection. A new bus-only left-turn lane has been constructed and new traffic signals have been installed to allow buses to make a left turn from Highway 77 to Highway 62.
  • Cedar Avenue Lane Guidance System. A lane guidance system for shoulder-running buses will be developed, implemented, and operated on Cedar Avenue. The system includes lateral guidance assistance, collision avoidance, and AVL technology. Lane assistance feedback will be provided to the bus operator through a “heads up” windshield display, a vibrating seat, and an active steering wheel.
A map shows the highway network in and around Minneapolis and Saint Paul. It shows the track of Route 35 with its splits into Route 35E and Route 35W; Route 94 with its splits into Route 494 and Route 694, Route 169, Route 77, Route 55, Route 61, and Route 394. HOT lanes are labeled along most of Route 35W and along a portion of Route 77. Cedar Avenue Lane Guidance is indicated along a portion of Route 77. PDSL is indicated along the central urban portion of Route 35W, with the MARQ2 Project indicated at the intersection of Route 35W with Route 394. Locations of Park and Ride Lots are also shown along Route 35W and Route 77.

Figure 1-1. General Location of Minnesota UPA Projects

  • Real-Time Transit Information and Real-Time Traffic and Transit Information. Real-time transit information, including next bus arrival information, will be provided along the MARQ2 lanes in downtown Minneapolis and park-and-ride facilities. Dynamic message signs along I-35W will display real-time traffic and transit travel times to downtown Minneapolis.
  • Transit Signal Priority. Transit signal priority will be implemented along a contiguous stretch of Central Avenue north of downtown Minneapolis, and at selected locations around two park-and-ride facilities.
  • Telecommuting. The telecommuting element of the Minnesota UPA focuses on increasing the use of Results Only Work Environment (ROWE), telecommuting, and flexible work arrangements throughout the region, including increasing the number of teleworkers and/or workers on flexible schedules in the I-35W corridor by 500 individuals. ROWE provides employees flexibility in the work location and hours by focusing on performance and results rather than presence at the office during standard work hours. ROWE is used extensively at Best Buy Corporation, headquartered in Minnesota. The UPA telecommuting component seeks to increase its use by other businesses in the region. The telecommuting element is funded entirely with state funds.

The Transit Advantage project became operational in December 2008. The majority of projects will be in operation by December 2009. The I-35W HOT lanes in the Crosstown Commons Section, the Cedar Avenue Lane Guidance System, and the Cedar Avenue Transit Station are scheduled for completion by October 2010.

1.2 Minnesota UPA National Evaluation Plan and Use of Safety Data Test Plan

The Minnesota UPA National Evaluation Plan focused on the 12 analysis areas outlined in the National Evaluation Framework (NEF)1 and 11 test plans. Table 1-1 presents the relationships among the analysis areas and the test plans. The safety data test plan provides major input to the safety and cost benefit analyses. It also supports the technology analysis. Table 1-2 presents the safety data elements and the related measures of effectiveness and hypotheses/questions.

The remainder of this report is divided into three sections. Chapter 2.0 presents the data sources and data availability for evaluating the safety impacts of the Minnesota UPA. Potential risks associated with the safety data and data collection activities are discussed. Chapter 3.0 describes the analysis techniques for examining the safety data and assessing the measures of effectiveness. Chapter 4.0 presents the data collection schedule and responsibilities for completing the safety analysis.

Table 1-1. Relationship Among Test Plans and Evaluation Analysis
Evaluation Analysis
Minnesota UPA Test Plans Congestion Analysis Tolling Analysis Transit Analysis Telecommuting/ TDM Analysis Technology Analysis Safety Analysis Environmental Analysis Equity Analysis Goods Movement Analysis Business Impact Analysis Non-Technical Success Factors Analysis Cost Benefit Analysis
Traffic System Data Test Plan Major Input Supporting Input Supporting Input Supporting Input Major Input Supporting Input Supporting Input Supporting Input Major Input Supporting Input empty cell Major Input
Tolling Test Plan empty cell Major Input empty cell empty cell empty cell empty cell Supporting Input Supporting Input Supporting Input empty cell empty cell Major Input
Transit System Data Test Plan Supporting Input Supporting Input Major Input Supporting Input Major Input Supporting Input Supporting Input Supporting Input empty cell empty cell empty cell Major Input
Telecommuting Data Test Plan empty cell empty cell empty cell Major Input empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell
Safety Test Plan empty cell empty cell empty cell empty cell empty cell Major Input empty cell empty cell empty cell empty cell empty cell Major Input
Surveys Test Plan Major Input Major Input Major Input Major Input Major Input Major Input Major Input Major Input Major Input Major Input Major Input empty cell
Transportation Modeling Test Plan empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell Major Input
Environmental Data Test Plan empty cell empty cell empty cell empty cell empty cell empty cell Major Input Supporting Input empty cell empty cell empty cell Major Input
Content Analysis Test Plan empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell Major Input empty cell
Cost Benefit Analysis Test Plan empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell empty cell Major Input
Exogenous Factors Test Plan Supporting Input Supporting Input Supporting Input Supporting Input Supporting Input Supporting Input Supporting Input Supporting Input Supporting Input Supporting Input Supporting Input Supporting Input

Major Input — Major Input Supporting Input — Supporting Input


Table 1-2. Safety Test Plan Data Elements Use in Testing Evaluation Hypotheses/Questions
Minnesota Safety Data Element Minnesota UPA Measure of Effectiveness Minnesota UPA Hypotheses/Questions*
  1. Mn/DOT CAD system; incident type
  • Percent change in crash rate by type and severity
 MNSafety-1
MNSafety-2
MNSafety-3
MNSafety-4
MNCBA-1
  1. Mn/DOT CAD system; incident start time
  • Percent change and change in variance in incident duration, incident frequency, and time to normal flow
 MNTech-2
  1. Mn/DOT CAD system; incident end time
  • Percent change and change in variance in incident duration, incident frequency, and time to normal flow
 MNTech-2
  1. Mn/DOT CAD system; response times
  • Percent change in time to clear incidents
 MNSafety-1
MNSafety-2
MNSafety-3
MNSafety-4
  1. Mn/DOT CAD system; incident clearance time
  • Percent change in time to clear incidents
 MNSafety-1
MNSafety-2
MNSafety-3
MNSafety-4
  1. Mn/DOT CAD system; time to clear lanes
  • Percent change in time to clear incidents
 MNSafety-1
MNSafety-2
MNSafety-3
MNSafety-4
  1. DPS Crash Database: severity of crash
  • Percent change in crash rate by type and severity
 MNSafety-1
MNSafety-2
MNSafety-3
MNSafety-4
MNCBA-1
  1. DPS Crash Database: crash type
  • Percent change in crash rate by type and severity
 MNSafety-1
MNSafety-2
MNSafety-3
MNSafety-4
MNCBA-1
  1. Traffic.com/NAVTEQ Incident and Event Database: Incident Type
  • Percent change in crash rate by type and severity
 MNSafety-1
MNSafety-2
MNSafety-3
MNSafety-4
MNCBA-1
  1. Traffic.com/NAVTEQ Incident and Event Database: Incident Start Time
  • Percent change and change in variance in incident duration, incident frequency, and time to normal flow
 MNTech-2
  1. Traffic.com/NAVTEQ Incident and Event Database: Incident End Time
  • Percent change and change in variance in incident duration, incident frequency, and time to normal flow
 MNTech-2
*Listed are acronyms corresponding to hypotheses/questions to be addressed with data from this test plan. An explanation of these acronyms can be found in Appendix A, which contains a compilation of the hypotheses/questions for all the analysis areas from the Minnesota UPA National Evaluation Plan.

1 The document is available online at following website: http://ntl.bts.gov/lib/30000/30700/30764/14446.pdf

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