This research is focused on: (1) drivers' compliance with the system, (2) delays and travel times on approaches to work zones, (3) optimal configuration of the system, and (4) warrants for the system's use. The simulation and field studies indicate a significant reduction in the number of merging maneuvers near work zones after the IMLS is applied. Also, the travel time on continuous lanes is reduced. The increased fairness of the system improves the perception of the traffic conditions among the majority of drivers. A slight reduction in the capacity of the merge point is the second finding of the field observations. This finding should be confirmed through long-term measurements of capacity during regular use of the IMLS units.The final report is divided into two parts. Part I presents the performed research, including the simulation model development and simulation experiments. Part II contains the system description, guidelines for its use, and rules for its setting. The system description includes presentation of the concept and the system components. The guidelines for the system use provide the traffic conditions where the system is expected to provide benefit. Finally, the manual gives a set of simple rules useful in setting all the system parameters to achieve the maximum reduction in the travel time in the continuous lane. DOT F 1700.7 (8-69) (TRB, 1975; TRB, 1996). Evidently, the assumption requires the qualification that speed is a function of density, but only at equilibrium. Because equilibrium can rarely be observed in practice, a satisfactory speeddensity relationship is hard to obtain, and it is often assumed or inferred theoretically. Higher-order Continuum ModelsThe higher order models take into account acceleration/deceleration and inertia characteristics of traffic mass by replacing the equilibrium speed-density relationship with a momentum equation (Whitham, 1974; Payne, 1979 where v is the viscosity coefficient. (Whitham, 1974; Payne, 1979 -v,) Cl dk,where U, is the equilibrium speed and T is the relaxation time. Typically, the value of U, is calculated using an empirical speed-density relationship developed from field data.The left-hand side of the above equation gives the acceleration/deceleration rate of the flow observed at location x. The acceleration/deceleration rate is a sum of several components:

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