By Joseph Palmersheim

It’s a “pause” for celebration.

This summer marks the 50th anniversary of MnDOT’s first use of freeway ramp meters. The initial two-week test in 1969 deployed meters on southbound Interstate 35E at Maryland Avenue, Wheelock Parkway and Roselawn Avenue. Now, a half-century later, there are more than 460 freeway ramp meters throughout the Twin Cities metro area.

“MnDOT was an early adopter of this technology,” said Brian Kary, director of traffic operations at the Regional Transportation Management Center. “The first was Chicago in 1963. Los Angeles did it in 1967. We were one of the first cities out there that were doing it.”

Ramp meters serve an important function by relieving congestion on the freeway, Kary said. They reduce mainline congestion while ensuring wait times are no longer than four minutes per vehicle on local ramps and two minutes per vehicle on freeway-to-freeway ramps. While the first meters operated using timers, newer meters can respond to real-time conditions and operate only when needed. Metering rates will update every 30-seconds based on traffic data.

“Ramp metering intends to keep the mainline flowing at 45 mph or better,” Kary said. “People sometimes complain – ‘Why am I sitting here at the meter when there is no congestion?’ The reason there is no congestion is the metering is working. Metering improves the efficiency of the mainline by keeping traffic moving, which improves freeway capacity and reduces crashes.”

An article in the October 1969 issue of Minnesota Highways, the then-Highway Department’s employee newsletter, described the initial test carried out during peak morning-hour traffic. Traffic volumes and times on the section of freeway were recorded, along with those from three alternate routes for comparison. Aerial photographs from one of the Highway Department’s airplanes were also used.

“Preliminary analysis of the data confirms … that the quality of traffic flow had been improved during the metering operation,” according to the article.

Glen Carlson, who retired from MnDOT in 2003, served as the first director of the Traffic Management Center. He recalled that the first test timers were pre-timed by hand. The feedback for correction was as simple as adjusting the algorithm after seeing traffic stop three miles down the line from the ramp meter.

“The human brain was the computer on that first project,” he said.

MnDOT installed the first permanent ramp meters in October 1970 on southbound I-35E at Maryland and Wheelock, and on southbound I-35W at 31st and 36th streets in Minneapolis. The original Traffic Management Center opened in 1972 in downtown Minneapolis at the corner of 11th Street and 4th Avenue. These days, the Regional Transportation Management Center operates out of Water’s Edge in Roseville. The newer facility, shared by MnDOT and the Department of Public Safety, opened in 2003.

So what happens without meters? A bill passed by the Legislature in 2000 required MnDOT to do a shutdown study of the ramp meters for a six-week period. When meters shut down in in October 2000, freeway capacity decreased by 9 percent, travel times increased by 22 percent, freeway speeds dropped by 7 percent and crashes increased by 26 percent.

“Turning them off seemed to prove the point that they worked,” Carlson said.

MnDOT currently operates 461 ramp meters. Kary said the system “grew quite a bit” in the 1990s, going from around 100 meters in the 1980s to close to 400 by the end of the next decade.

“Now, only Los Angeles has more ramp meters than we do, with more than 1,000,” Kary said. “We were an early adopter of this technology, and we continue to be a leader.”

Carlson, who worked at MnDOT as a student worker in 1956 before joining full time in 1964, looks back on the ramps with satisfaction.

“I felt they’ve done a lot of good,” he said. “Studies showed we prevented a lot of crashes, and the freeways can carry a little higher volume.”

By Emma Olson, District 4 public affairs coordinator

District 4 is nearing completion of the construction project on Hwys 55, 59 and 79 in Elbow Lake.

The work includes resurfacing all three highways, replacing the medians on Hwys 59 and 79, partially reconstructing Hwy 55 for ADA accessibility and storm sewer upgrades, making sidewalk improvements and installing new lighting.

In addition to weekly project emails, updates in the newspaper and public information meetings, the district hired a business liaison as part of the communication and engagement plan.

“We’ve had a lot of success using business liaisons in the past, most recently last year during the Glenwood complete streets project,” said Project Manager Lori Vanderhider. “The individual hired by the contractor for that work is often well connected and lives and works in the community, making them a credible on-site resource for residents and businesses.”

All the efforts appear to be working too, as MnDOT and the contractor agreed to cancel the scheduled weekly public meetings due to low (zero) attendance.

“No news is good news in this situation,” Vanderhider said. “There have been very few complaints, and anything that’s come up has been handled quickly by MnDOT or the contractor. The community has been very understanding of the work. They know there’s an end in sight.”

Benefits of the $2.6 million project include a smoother road surface, and increased safety and mobility for pedestrians and motorists. Crews expect to wrap up by mid-July.

For more information about the project, visit the Elbow Lake project website.

By Mike Dougherty, District 6 communications and public engagement director

The historic Hwy 43 through-truss bridge reopened with the snip of a ribbon on July 1.

About 150 people turned out for the midday ribbon-cutting celebration on the Mississippi River bridge with Gov. Tim Walz leading the list of speakers who marked the day. The ceremony opened with a presentation of the colors by American Legion Post 9 and the Cotter School Brass Quintet performing the national anthem.

The $145.9 million project broke ground in July 2014. The new bridge, upriver from the existing 1942-era bridge, opened to traffic in August 2016. Traffic to the older through-truss bridge closed in early September 2016.

“This is what I mean when I talk about 'One Minnesota,'” Walz said. “This bridge is not only about the economy of Winona, but the economy of Worthington and Warroad. This is the expectation that people have on how local government is supposed to work.”

Winona Mayor Mark Peterson emceed the event and offered his praise.

“There have been challenging discussions, sometimes heated, but always because of the passion behind those views,” he said. “What is remarkable, and I think laudatory, is that we are all here celebrating a momentous day. It shows how everyone can work together for the public good. A bridge is a wonderful symbol of that spirit.”

First District U.S. Rep. Jim Hagedorn recounted the history of transportation on the river in Winona and said this project adds another chapter. State Reps. Jeremy Miller and Gene Pelowski, both of Winona, talked about the discussions and debates that led to the project and applauded the teamwork that finished it. Peterson said the project blended the old with the new.

“We have a new crossing for commuters and commerce in our community, which also connects our trails for people and bicycles,” Peterson said. “Underneath we have a new plaza area that will bring our community together for many types of events and gatherings.”

Amy Spong, deputy state historic preservation officer, talked about the bridge’s importance. Former Winona poet laureate Ken McCullough reinforced Spong’s words with a reading a poem written for the occasion. The poem ended with: “Thanks to those of us who worked together to preserve this bridge to our heritage. Now, we’ll always smile when we see her and flush with pride when we cross her span.”

By Joseph Palmersheim

Several MnDOT districts will have new district engineers on July 15.

New library materials highlighting supplemental guides for engineering exams are now available.

New Library Materials is a compilation of new titles and other resources added to the library collection during the previous month. If you would like to be added to the distribution list or have any questions, email library.dot@state.mn.us or send requests via the Ask a Librarian webpage.

By Rich Kemp

Ben Sandoz is a graduate engineer 2 in District 8. Learn more about the Graduate Engineer and Land Surveyor Program below.

MnDOT’s Graduate Engineer and Land Surveyor program started in the 1970s. Its mission is to recruit and retain civil engineers and land surveyors; provide comprehensive, professional, on-the-job training through development and educational programs; and meet the staffing needs of MnDOT. Top engineers who have gone through the program include Deputy Commissioner and Chief Engineer Sue Mulvihill; Assistant Commissioner Operations Jody Martinson; Assistant Commissioner Engineering Services Nancy Daubenberger; and Assistant Engineering Services Division Director Chris Roy.

To become a graduate engineer 2/LSIT, candidates must have:

• A bachelor’s degree in civil engineering, land surveying or equivalent
• Two years professional-level civil engineering/land surveying experience
• A passing score on the Fundamentals of Engineer/Fundamentals of Land Surveying exam
• A master’s degree in civil engineering, land surveying or equivalent counts as one year of experience

Contact Desiree Doud at 651-366-3375 for more information.

Do you or a co-worker have an interesting job to share with readers? Send us your ideas, and we’ll contact you for more information. 

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