Annual Minnesota Transportation Performance Report

2011 Cover Photo: David Gonzalez, MnDOT October 2012

Dear Citizens of Minnesota,

I am pleased to share the 2011 Minnesota Transportation Performance Report.

This is our fourth annual report. It describes the major elements of Minnesota's transportation system, the institutions that man- age them, and the spending and investment flowing to each. We measure our performance, and for many areas, show whether we are meeting our targets.

The Association of Government Accountants honored MnDOT with its Gold Certificate of Achievement in Performance Reporting for the 2009 and 2010 reports. MnDOT is a national leader in performance measurement. We rely on data to guide and prioritize transportation investment decisions.

In 2011, traffic injuries and fatalities declined dramatically in Minnesota. Snow removal performance was excellent, reflecting a combination of good operations management and a milder than average winter. Freeway congestion in the Twin Cities metro area eased slightly and use of express buses improved. Clearance time for urban freeway incidents was quicker than in any year in the recent past. These improvements give the public a transportation system that is more dependable, safe and efficient.

State highway pavement condition declined in 2011 after improving in 2010. Major increases in state bonding and economic stimulus funds contributed to the temporary improvement. Pavement condition is predicted to continue to decline, although MnDOT’s Better Roads program will slow the deterioration by improving more than 500 miles of poor roads.

MnDOT continues to deploy risk assessment and risk management to identify potential challenges and shortfalls. By identify- ing the likelihood and consequences of serious risks, MnDOT can better prioritize its spending and protect the public from the challenges of an uncertain future. We do know that the transportation system is a major contributor to your quality of life. How well we manage spending, assets, employees, customer relationships and risks will determine how well we meet your future transportation needs.

This report is designed to give you a clear, unvarnished picture of the state's transportation system. While we would prefer that all the news were good, we are committed to candor and objectivity. You, the customers we serve, deserve an accurate depic- tion of the state's transportation system, including its challenges and its needs. We hope the information in this report helps you participate more effectively in determining the transportation system we will share in the future.

Sincerely,

Thomas K. Sorel, Commissioner

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p. 4 Annual Minnesota Transportation Performance Report

2011

Minnesota Department of Transportation

Prepared by The Office of Capital Programs and Performance Measures 651-366-3798

October 2012 Minnesota Department of Transportation 395 John Ireland Boulevard Saint Paul, Minnesota 55155 Phone: 800-657-3774 800-627-3529 (TTY, Voice, ASCII) www.mndot.gov

p. 5 Contents

Introduction...... 7 Performance Highlights...... 8 Minnesota 2011 Transportation Results Scorecard...... 10 • Traffic Fatalities...... 12 • Bridge Condition...... 14 • Pavement Condition...... 16 • Snow & Ice Management...... 18 • Bridge Safety Inspection...... 20 • Customer Satisfaction...... 22 • Air Transportation...... 24 • Port Shipments...... 26 • Rail Shipments...... 28 • Interregional Corridors...... 30 • Aviation Access...... 32 • Congestion...... 34 • Incident Clearance...... 36 • Metro Area Transit: Rail & Express Bus...... 38 • Bus Service Hours...... 40 • Access...... 42 • Biking, Walking & Public Transit...... 44 • Fuel Use...... 46 Measure Explanations and System Definitions...... 48 Revenue and Investment Overview...... 50 Transportation Systems in Minnesota...... 52

Source: MnDOT Introduction

Good transportation systems are essential to relied upon to deliver Minnesota’s transportation sys- Corps of Engineers, local government airports, port Minnesota’s economic competitiveness and quality of tem.” Nearly 8 in 10 agree that “MnDOT considers authorities, and transit operators. Minnesota's trans- life—supporting thriving communities and successful customer concerns and needs when developing trans- portation system is summarized on page 52. businesses. This fourth annual Minnesota portation plans.” These results are very important to Portions of Minnesota's transportation systems are Transportation Performance Report describes trends MnDOT and the agency works to improve them. showing their age and need maintenance or replace- in the condition and service levels provided by Next year’s Performance Report will reflect priorities ment—putting pressure on limited state, local and Minnesota’s transportation systems. The report also identified in the Minnesota GO 50-Year Vision for federal financial resources. At the same time, summarizes the plans, investments, strategies and Transportation and the 2012 Statewide Multimodal expanded transportation options are being developed innovations MnDOT and its partners are using to opti- Transportation Plan. The Minnesota GO Vision estab- to relieve pressure on highways and to meet citizen mize performance. Eighteen performance measures lishes the following eight guiding principles for mak- demands. These options include light rail and com- track progress on nine policy goals from the ing future policy and investment decisions for all muter rail, express buses and bus rapid transit, Minnesota Statewide Transportation Policy Plan forms of transportation throughout the state: MnPASS freeway lanes, bicycle facilities, accessible 2009-2028. pedestrian facilities, and intercity passenger rail. The • Leverage public investments to achieve multiple MnDOT has used measurement tools to evaluate its report provides available performance data for these purposes services and to guide its plans, projects and invest- options. • Ensure accessibility ments since the 1990s. Performance information, citi- • Build to a maintainable scale zen input and legislative direction are used to make 2011 Results Scorecard • Ensure regional connections investment choices and trade-off decisions within The Minnesota 2011 Transportation Results • Integrate safety available resources. Scorecard on pages 10-11 summarizes progress for • Emphasize reliable and predictable options nine policy goals. MnDOT has primary responsibility MnDOT conducts an annual Omnibus survey to mea- • Strategically fix the system for the measures highlighted by the MnDOT logo in sure Minnesotan's satisfaction with MnDOT's major • Use partnerships the far right column. services (snow plowing, smooth roads, signage, etc.). The new federal transportation bill—Moving Ahead This information helps MnDOT understand its cus- Measures with performance targets have a green, for Progress in the 21st Century—will change perfor- tomers, improve its services and make appropriate yellow or red symbol showing results. MnDOT uses mance measurement and reporting at MnDOT. This investment decisions. Over the past two years, performance targets to meet citizen expectations, bill establishes a National Highway Performance MnDOT has studied what Quality of Life means to stimulate innovation, and calculate needed invest- Program with goals and performance measures for Minnesotans. This study identified transportation as ment levels for transportation services. MnDOT uses the National Highway System. Minnesota can antici- one of the 11 major factors contributing to QOL and surveys and interviews with citizens to help set pate a smooth transition because the state has ranked specific transportation products and services targets for snow removal and pavement smoothness. extensive experience measuring what matters and that contribute to QOL and the satisfaction scores for MnDOT uses national engineering and safety stan- using data to make informed decisions. each. This information is used to inform MnDOT's dards to set bridge condition targets. service delivery and future investment decisions. Scope: Minnesota and MnDOT MnDOT is committed to ongoing, open communica- The state transportation system is operated by Learn More MnDOT and partners including the Metropolitan tion with citizens to meet expectations and build Statewide Multimodal Transportation Plan trust. Since 2009, MnDOT has measured citizens’ Council, other metropolitan and regional planning and individual modal plans trust and confidence with the agency. Citizens have organizations, the Metropolitan Airports Commission, www.minnesotagoplan.org/index.html shown high levels of confidence for the past three the Department of Public Safety, railroads, port oper- www.dot.state.mn.us/planning/program/index years—with 85% agreeing that “MnDOT can be ators, the Federal Aviation Administration, U.S. Army

Source: MnDOT

p. 7 deficient or functionally obsolete in 2011—less MnDOT continues performance gains in making than half the U.S. average. state highway facilities accessible. MnDOT com- pleted 52 accessible pedestrian signal installations Performance MnDOT expects to continue strong performance in at state highway intersections in 2011 and expects bridge inspection and has set an aggressive inspec- to complete an additional 75 in 2012. The 2011 tion goal of 100 percent on-time inspection. All Highlights installations brought the share of the system with Minnesota bridges receive their required safety APS to 21 percent of 1,179 locations, up from 16 inspections and in 2011, 96 percent of inspections Minnesota’s transportation system showed some percent in 2010. MnDOT expects to meet its long- were completed on time. The delay in inspections in positive performance results in 2011: range target of 100 percent by applying new road 2011 was due to a three-week government shut- design ADA accessibility standards to all construc- • Fatalities fell to below 400 – the first time this down during the inspection season. Increased fund- tion projects and investing $2.5 million per year in has happened since 1944. ing, staffing, and equipment has driven significant dedicated funds through 2015. New measures will • State bridge condition remained good, exceed- improvement in on-time inspections over the past track improvements to curb ramps, sidewalks, and ing or close to targets. five years. MnDOT is rolling out new measures to rest areas. • Snow and ice removal on state roads met its ensure that priority bridge repairs are completed on on-time target the last three winters. time. 2011 Weaknesses • Interregional highway travel connections per- Snow and Ice—MnDOT’s snow and ice operation, Pavement—State highway pavement condition formed well above target. covering more than 30,000 lane miles, met its per- declined in 2011 after improving temporarily in • Clearance time for Metro urban freeway inci- formance targets for clearance time to bare lanes 2010. Past gains were the result of major increases dents improved, meeting target for the first 88 percent of the time in the winter of 2011-2012, in state bonding and in federal economic stimulus time since 2000. exceeding its annual target of 70 percent. funds—along with increased patching, which has a At the same time there were also performance chal- very short-term benefit. lenges: Statewide travel connections are strong— Interregional Corridor travel speeds exceed Pavement condition is predicted to continue to dete- • State pavement condition declined in 2011 MnDOT targets. Ninety-eight percent trips on IRCs riorate under the regular investment program for after improving temporarily in 2010 due to outside the Twin Cities metro area can be driven at 2012-2015. MnDOT’s Better Roads program is slow- major increases in investment. Pavement con- average speeds near 55 or 60 miles per hour. The ing the increase in poor pavements over the next dition is predicted to continue to decline, IRC system accounts for only 2 percent of all the four years by adding $357 million toward pavement although MnDOT’s Better Roads program will roadway miles in the state but carries about 30 per- preservation to improve close to 700 miles of roads. slow the deterioration by improving nearly 700 cent of statewide travel. Also, in response to the new federal transportation miles of poor roads. bill, MnDOT plans to invest an additional $100 mil- • Twin Cities metro area freeway congestion Local airports support passenger service, private lion in pavement projects in 2014-2016. This is pre- dropped slightly in 2011 from its 2010 level, and corporate aircraft, package delivery and freight, dicted to result in 8.6 percent poor pavement overall but is expected to resume its long-term growth agriculture, medical, law enforcement and emergen- in 2016, which falls within the 5-9 percent range trend as economic activity grows. cy services. There are 113 publicly owned airports that represents an acceptable risk. with paved and lighted runways within 30 minute The mixed trends in 2011 continue to reflect the drive time of about 71 percent of Minnesotans. trade-offs between growing challenges and limited 2011 Challenges Eighty-six percent of local airport pavement is in resources. good condition—exceeding MnDOT’s target. As a Metro freeway congestion—Peak period conges- 2011 Strengths result of special bond funds in 2010 for airport run- tion (speed below 45 mph) on Twin Cities metro area freeways dropped slightly in 2011, from 21.5 Safety—Fatalities on Minnesota’s state and local way rehabilitation, 14 airport runways in poor condi- tion will be improved within the next two years. percent of the system in 2010 to 21 percent. A con- roads fell again in 2011 to 368 — the lowest num- tributing factor in the decrease was the completion ber of fatalities in a generation. Fatalities have 2011 Performance Gains of the Crosstown project at I-35W and Highway 62. declined 44 percent from the 2002 peak. Minnesota Clearance time for Twin Cities urban freeway Even so, congestion in 2010 and 2011 represent the had the 3rd lowest fatality rate among all states in incidents improved in 2011 to 33 minutes, coming highest levels in the last 10 years and congestion is 2010 (most recent data available)—35 percent in under the 35 minute target for the first time in 10 expected to increase as economic activity increases below the national average. State, federal, local years. Clearing incidents quickly helps reduce con- in the future. and private agencies along with supportive legisla- gestion and secondary crashes—MnDOT works tion have reduced fatalities for seven categories tar- To mitigate congestion and move more people, with the Minnesota State Patrol, local police, tow- geted by TZD—under 21, unbelted drivers, speed- MnDOT and the Metropolitan Council have agreed ing companies and other emergency responders to ing-related, run-off-the road, alcohol-related, inter- to pursue an arsenal of strategies: swiftly clear incidents. section crashes, and head-on and side-swipe crash- • A larger system of MnPASS priced lanes to es. Metro Area Transit—Trips on expanding rail and provide a reliable, congestion-free alternative, express bus lines increased almost 20 percent from Bridges—85.4 percent of state bridges on principal • Active traffic management with dynamic sign- 2006 to 2011 and constitute 26 percent of all transit arterials are in good or satisfactory condition— ing, variable speed limits and dynamic shoul- trips. Counting all forms of public transit in the exceeding MnDOT’s target of 84 percent. The share der lanes to increase throughput, capacity and metro area, including regular route and dial-a-ride rated poor was 3.3 percent in 2011. Bridge improve- reliability on existing roads, buses, 2011 ridership totaled 94 million trips. This ment is expected to near the 2 percent target by • Quick clearance legislation passed in 2010 to represents a slow but sustained rebound from the 2015 as a result of the estimated $2.1 billion 2008- speed removal of crashes, 2009 decline due to the recession. 2018 state-funded bridge program. Minnesota had • Expanded express bus service and lightrail the 4th lowest share of bridges rated structurally transit, and

p. 8 • Lower-cost, high benefit road projects and Minnesota relies on fuel taxes for a major share of Minnesota’s water transportation system is vital to selected major capacity expansions. transportation funding. State fuel tax revenue is agriculture, energy and mining. After rebounding in expected to be flat from 2013 to 2015. 2010, annual shipments to and from Minnesota Greater Minnesota Bus Service—Greater ports declined slightly in 2011. Taconite shipments Minnesota is projected to add nearly half a million Economic Competitiveness on Lake Superior increased by about 25 percent residents by 2025. Meeting the need for transit ser- National and global connections—MnDOT’s from 2010 to 2011, but grain and coal shipments vice in rural areas and in growing urban areas like goals include supporting Minnesota’s economy and declined offsetting that increase. Lack of federal Rochester, Mankato and St. Cloud is a challenge for quality of life. Citizens and the economy benefit funds to dredge ports and rivers and aging under- local public transit providers and MnDOT. Total when transportation assets are maintained in good sized locks downstream from Minnesota limit the hours of bus service in 78 counties have slowly physical condition: crashes are reduced, travel times tonnage carried by Great Lakes ships and trended upward since 2005 but are still well below are improved, and there is adequate capacity to Mississippi River barges. the target level of service. With future projections move business travelers and freight. Minnesota has of flat revenues and inflation, MnDOT expects a Minnesota freight rail shipments decreased by more strong air, rail and waterway systems to support widening gap between the target and the level of than 10 percent from 2008 to 2009. While more commerce, but any shifts in indicators should be service. recent data is not yet available, other indicators watched closely. point to a slight increase in tonnage in 2010 and Transportation fuel use—Minnesota transporta- Minnesota has nearly universal access to airports 2011 due to the end of the recession in the rail tion fuel consumption has been relatively flat for the for private and commercial aviation, and scheduled industry. 2012 volumes are projected to return to past three years after a long period of steady air service to 138 nonstop destinations in the nation record 2006 levels. To maintain competitiveness, growth. Transportation fuel consumption and travel and the world from Minneapolis-St. Paul—ranking MnDOT’s Statewide Freight and Passenger Rail Plan reflect broad economic conditions along with fuel 10th among U.S. metro areas. Available seat miles recommends addressing rail bottlenecks and efficient vehicles and other factors. To meet the (total available airline seats times miles flown) fell upgrading deficient track to handle higher speeds goal set in the Next Generation Energy Act goal of significantly during the last decade—MSP ranks and heavier rail cars. reducing greenhouse gas emissions, transportation 17th in the nation, down three places from 2001— fuel use would need to decrease by 4% by 2015. In but demand for air travel fell far less. Seat miles 2010 Minnesota ranked 23rd among the states in available in Duluth increased 80 percent from 2001 per capita gasoline use for transportation. to 2010, and stayed nearly steady for Rochester.

Source: MnDOT

p. 9 DRAFT: April 3, 2013 12:59 PM

Minnesota 2011 Transportation Results Scorecard

Green: At or above target Yellow: Moderately below target Red: Seriously below target MnDOT Primarily Target Responsible Measure Score Result Target Trend Analysis traveler safety 509 454 Better Final 2011 data indicate 368 fatalities—the lowest number of 419 408 Minnesota Traffic Fatalities: All 368 400 by 368 fatalities in a generation. Annual fatalities are down by 141 since state and local roads in 2011 2010 2007. Comparison—3rd lowest state in 2010, with fatality rate 2007 2011 35% below U.S. average. infrastructure preservation

88.9% 88.5% Bridge Condition: % Good and 85.4% 87.4% Better In 2011 bridges on principal state roads in Good or 84% 86.9% 85.4% Satisfactory, State principal arterials 2011 Satisfactory condition fell to 85.4%, which is still meeting target. The percent rated Poor increased slightly to 3.3%, but 2007 2011 is projected to improve and be close to the 2% target in 2015.

3.5% Better Comparison—Minnesota has the 4th lowest percentage 3.3% of bridges rated structurally deficient or functionally obso- Bridge Condition: % Poor, 3.3% 3.1% 3.2% 3.2% 2% State principal arterials 2011 lete—less than half the national average—according to 2011 rankings by Better Roads magazine. 2007 2011

5%-9% 6.9% 6.6% Better 4.6% 5.2% State pavement condition declined in 2011 after improving Pavement: Ride Quality Poor, 6.6% perfor- 4.4% slightly in 2010. Overall, 6.6 percent of state highway miles All state highways, % of miles 2011 mance were in poor condition in 2011. Both principal arterial pavement band 2007 2011 measures fell short of their targets.

5.5% Better 4.8% MnDOT’s Better Roads program will slow the deterioration Pavement: Ride Quality Poor, 4.8% 3.4% 3.7% 2% 2.6% of pavements by improving nearly 700 miles of poor roads. State principal arterials, % of miles 2011 Additionally, increased pavement investment in response to 2007 2011 the new federal transportation bill is predicted to result in 8.6 percent poor in 2016. This falls within the 5-9 percent range for poor pavement that represents an acceptable risk. MnDOT is committed to keeping poor pavements within this acceptable Pavement: Ride Quality Good: 67.3% 70.2% Better 70% range, though this will take significant investment in the years State principal arterials, % of miles 2011 66.3% 67.0% 67.3% 63.7% to come. Another pavement quality measure, appearing in the 2007 2011 Minnesota Dashboard, is discussed in the Pavement section.

maintenance 88% Snow and Ice­: Frequency of Achiev- 79% 79% During 2011-12 winter season, MnDOT achieved target 88% 75% Better ing Bare Lane Within Target Hours, 70% 68% clearance times 88% of the time, exceeding its 70% target. 2011-12 all storms and routes MnDOT has met its system-wide target in all but one of the last 2007-8 2011-12 five years.

In 2011, 100% of bridges with safety inspections due 99.4% Bridge Safety Inspections: % Com- 96.2% 96.2% Better received inspection, and 96.2% were inspected within the 100% 94.1% pleted On Time­, all state bridges 2011 86.3%89.2% required time period (calendar due date + 30 days). The delay in inspections in 2011 was due to a three-week government 2007 2011 shutdown.

Customer Satisfaction with State Overall customer satisfaction with road maintenance fell

5.9 6.4 Better Highway Maintenance: on a scale 7.0 6.2 in 2011 to its lowest rating ever measured. This result is cor- 2011 6.0 6.1 from 1 to 10 5.9 related strongly with pavement ride quality. Note: there was no 2006 2008 2011 survey in 2007.

p. 10 Measure Score Result Target Trend Analysis national and global connections 19.4 Airline Annual Available Seat Miles 21.2 Annual available seat miles for Minneapolis-St. Paul Airport have billion tracking 20.9 Better from MSP on scheduled commercial N/A 20.6 19.5 19.4 fallen since 2007, reflecting the impact of a poor economy on air miles indicator flights travel. 2010 2006 2010 Waterway tonnage declined slightly in 2011. Northbound shipments

Port Shipments to and from MN 70.4 80.1 Better tracking 75.2 71.9 70.4 of cement and salt increased, southbound shipments of grain and Great Lakes & river ports: annual N/A million indicator coking coal fell and southbound shipments of asphalt grew signifi- tonnage tons 52.3 2007 2011 cantly. Comparison—Minnesota ranked 23rd of the 50 states. 203

Shipments on Minnesota Railroads: Better Freight rail shipments decreased in 2009, the most recent year million tracking 238 236 annual tonnage from, to and through N/A 228 232 with data. Comparison, Minnesota ranked 13th of the 50 states tons indicator 203 Minnesota by tons of freight carried by rail (2009 data). 2009 2005 2009 statewide connections *projected Interregional Corridors: Greater 98% Better 98% of major interregional routes in Greater Minnesota MN, % of Miles +/- 2 mph of Target 95% 2011 98% 98% 98% 98%* 98%* can be driven within 2 mph of the corridor target speed. This Speed (55, 60 or 65 mph) or faster 2009 2010 2011 2015 2021 performance is predicted to continue through 2021. 113 local paved and lighted airports provide ready access to 71% Aviation Access: % of Minnesota Prior to 2010, MnDOT measured the of Minnesotans for shipping, recreation, medical services, law population within 30 minute drive 71% tracking % of residents within 20 miles of an N/A enforcement, agriculture, and fire fighting. Improved GIS technol- time of an airport with paved and 2010 indicator airport. The new measure is based ogy has allowed a more precise, though significantly different lighted runway on drive time. measure from that used in 2006-2009. twin cities mobility

Twin Cities Urban Freeway Better Metro congestion fell in 2011 to 21.0%, from 21.5 % in 21.0% tracking 21.5% System Congestion­: % of miles N/A 20.9% 21.0% 2010. A contributing factor was the completion of the Crosstown 2011 indicator 18.2% below 45 mph in AM or PM peak 17.3% Project at I-35W and TH 62. Congestion is expected to grow as 2007 2011 economic activity increases. Better 33 Clearance Time for Metro Urban 35.0 37.3 37.1 37.7 33.0 2011 average clearance times decreased, coming in under minutes Freeway incidents: 3 yr. average minutes 35.3 the 35 minute target for the first time since 2000. 2011 2007 2011 Twin Cities metro area rail and express transit ridership grew Annual Rail and Express Bus Transit 24.4 tracking 23.9 24.0 24.4 Better by more than 13% from 2007 to 2011, surpassing overall transit Ridership: Express buses (all provid- N/A million 22.7 indicator growth of 5.5%. Ridership growth was distributed equally ers), light rail, commuter rail 2011 21.5 2007 2011 between rail and express bus transit. greater minnesota metropolitan and regional mobility 1.6 in 2015 Apart from a small drop in 2008, Greater Minnesota bus service 1.08 hours were between 1.04 and 1.08 million hours per year from 1.60 mil- Greater Minnesota Bus Service million Better 2007 to 2011. This trend of little or no growth is expected to con- lion hours 1.08 Hours: Public transportation hours 1.04 tinue, due primarily to flat revenue projections and inflation. With 2015 1.03 1.03 2011 1.01 transit need projected to increase, MnDOT expects a widening 2007 2011 gap between need and the level of service. community development and transportation

ADA: Accessible Pedestrian Signals, 100% Better Compliant signals increased in 2011 to 21%. Dedicated 21% 21% 27%* % of state highway intersections N/A by 10% 16% funds of $2.5M/yr and new road design guidelines will gradually 2011 increase the percentage of state road intersections with acces- with APS 2030 2009 *planned 2012 sible signals, and improve curb ramps and sidewalks.

Bike, Walk and Transit Share of 7.5% Better In major metropolitan areas, bicycle commuting, walking and tracking 7.6% 7.5% 7.5% commuter trips: large Minnesota TBD share public transit combined grew from 7% to 7.5% from 2006 to 2010. indicator 7.0% 7.1% metro areas 2010 Public transportation showed the most growth at nearly 18%. 2006 2010 energy and the environment

Better Fuel consumption fell slightly in 2011, but has been relatively flat 3.04 Transportation Fuel Consumption: tracking 3.25 the last three years. Overall, fuel consumption in 2011 was down N/A billion 3.16 Billions of gallons sold in Minnesota indicator 3.05 3.08 8.4% from a 2004 high of 3.32 billion gallons. Comparison—in 2011 3.04 2007 2011 2010 Minnesota was 23rd in gasoline use for transportation.

p. 11 Minnesota traf c fatalities on all state and local roads Traffic 2008 TZD Target (500)

2010 TZD Target Fatalities (400) 657 655

Traveler Safety 567 559 494 510 Measure 455 421

Total traffic fatalities and serious injuries from 411 Better 368 vehicle crashes Source: MinnesotaSource: Department of Public Safety System 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 All state and local roads (141,000 miles) Traffic fatalities by category 2002-2011 (crashes can be counted in more Why this is important than one category) Nationally, vehicle crashes are the leading Category 2002 Total Preliminary 10 Year Percentage cause of death for people younger than 35, and 2011 Total Change the fifth leading cause of death overall. On an Single vehicle run-off-the-road 158 110 -30% average day in 2011, at least one person died Unbelted 299 120 -60% on Minnesota highways and more than three Under 21 160 60 -63% were seriously injured. Serious injuries prevent walking, driving or continuing other activities of Speed related 184 80 -57% daily life, creating significant costs for families Alcohol related 239 136 -43% and for society. MnDOT and its partners have Intersection related 255 133 -48% made reducing fatalities and associated severe Head-on/sideswipe 115 83 -28% injuries one of their highest priorities. Source: MnDOT Office of Traffic, Safety and Technology

Our Progress What We Are Doing Fatalities from Minnesota traffic crashes Minnesota’s Toward Zero Deaths partnership and Engineering—Roadway safety enhancements with decreased for the fourth straight year in 2011 to MnDOT's Strategic Highway Safety Plan establish a high return on investment, such as rumble strips, 368. This is the first time Minnesota had fewer goals and strategies for reducing fatal and serious intersection lighting, and improved signing, reduce than 400 traffic fatalities since 1944. This is crashes. March 2013 will mark the culmination of a highway injuries and deaths. To prevent deadly substantial progress toward the target of fewer three-year, $3.8 million dollar effort to provide each crossover crashes, cable median barriers have been than 350 fatalities by 2014. Serious injuries of the eight MnDOT Districts and 87 counties with installed statewide on 289 miles of vulnerable four- have also been on the decline since 1999; there their own safety plans. Minnesota’s TZD partner lane divided roadways, with an additional 77 miles were 1,159 in 2011. Minnesota has set a target organizations are aiming for targets of 350 or fewer planned. A primary focus is placed on engineering of fewer than 850 serious injury crashes by fatalities and 850 or fewer serious injuries by 2014. solutions for crash types that are most likely to 2014. Minnesota has reduced fatalities caused The departments of Public Safety, Transportation, result in fatal and serious injury crashes, such as by seven categories of crashes that have been and Health lead the TZD initiatives. Other part- angle crashes at intersections and run-off-the-road identified for aggressive strategies in the state’s ners include the Federal Highway Administration, crashes in rural areas. highway safety plan and by recent laws passed Minnesota county and city engineers, the Center Enforcement—The State Patrol and local law by the Legislature. However, bicycle and pedes- for Transportation Studies at the University of enforcement are emphasizing enforcement of DWI, trian-related fatalities have not followed the Minnesota, and other traffic safety partners. seat belts and speed laws. The High Enforcement of same decreasing pattern. Strategies Aggressive Traffic program is a three-year effort to reduce the number of speed-related crashes. It will In order to promote projects that will introduce be evaluated in 2012. Enforcement has tradition- safety strategies across jurisdictions, all MnDOT ally been considered an effort exclusive to police districts will have a completed safety plan by the officers. However, others can assist in enforcing end of 2012, and all counties by March 2013. The good driving behaviors. For example, employers can plans will identify strategies based on local crash institute policies such as prohibiting cell phone use trends. In the past, the focus has been on reactive while driving a company vehicle. improvements to locations with a history of crashes. Current strategy, developed through the SHSP, Education—Helping drivers understand the risks takes a proactive approach to identify and improve associated with behaviors, such as not wearing road segments and intersections with a high risk seat belts and drinking and driving, can help reduce of future crashes. The major TZD strategies can be fatalities and injuries due to those factors. Recent summarized as the Four Es: practice has been to incorporate education and

Source: MnDOT enforcement activities to heighten the awareness

p. 12 Serious traf c injuries on all Minnesota state and local roads How We Decide MnDOT's Office of Traffic, Safety and Technology coordinates planning, strategies, performance measures and decision-making cri- teria across the state. MnDOT district traffic safety engineers, planners and local road TZD Target authorities play an integral role in the decision- 2,807 2,772 (1,200) 2,424 making process. MnDOT’s State Aid for Local 2,019 1,844 Transportation Division provides outreach to 1,736 1,553 1,271 1,191 1,159 local road authorities for safety projects. Many Better safety features are built on state and local road- ways as part of larger construction projects. The

Source: MnDOTSource: Of ce of Traf c, Safety and Technology 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 funding for these safety features is included in overall construction costs. Funding by source for HSIP projects, 2012-15 STIP planned safety MnDOT uses the State Highway Investment Plan state fiscal years 2005-2011 investments ($millions) to fund safety strategies. Since about half of Total state State fis- HSIP and federal fatalities occur on local roads, about half this funds money is targeted to counties and cities. cal year funds (mil- 79.6 (millions) lions) MnDOT solicits local safety projects in greater 2007 $14.0 $73.1 Minnesota through regional Area Transportation 2008 $15.0 $56.6 Partnerships. Cities and counties submit propos- 45.6 48.0 2009 $25.1 $40.3 als for projects that are competitively selected 25.7 2010 $26.9 $36.6 by an expert committee at MnDOT. The Source: MnDOT OCCPM Metropolitan Council administers the process in 2011* $17.3 $19.0 2012 2013 2014 2015 the Twin Cities metro area. * The definition of safety as an investment category was nar- rowed in 2011. Source: MnDOT Office of Traffic, Safety and Technology High Return On What We Are Doing (Continued) Investment Safety of key messages. For example, an annual public • Lower cost, high benefit safety features safety announcement detailing the importance of can be standalone HSIP projects, project origi- Examples seat belt use is paired with special enforcement nating from District Safety plans or standalone MnDOT achieves significant safety benefits by activities focused on enforcing the seat belt laws. bicycle/pedestrian treatments. Of the $144M in installing rumble strips at a cost of $4,000 per identified safety treatments in the completed mile allowing for hundreds of miles of safety Emergency medical and trauma services— District Safety Plans, 75 percent ($108M) are improvements compared to the $15-$25 million The Minnesota Department of Health is working lower-cost, high benefit safety solutions and 25 per mile cost of a rural interchange. Similarly, with Minnesota hospitals and health care provid- percent ($36M) are investments considered to MnDOT improves traveler safety by installing ers on new services to transport crash victims be Roadway Infrastructure with low-cost safety cable median barrier for $150,000 per mile com- rapidly to the right type of care facility to address improvements. pared to $4-$8 million per mile for four lane their injuries. Additionally, the statewide trauma • Sustained crash reduction treatments highway expansion. system will provide an opportunity to evaluate the address spot locations that show, through long- effectiveness of the care people receive after a term historical crash data, significant infrastruc- motor vehicle crash has occurred. ture-based high crash totals. Typical engineer- For Comparison The Four Es are vital to moving Minnesota toward ing/infrastructure solutions provide benefits In 2010, Minnesota's fatality rate per 100 million zero deaths. Recent efforts have focused on a beyond solving the relevant safety issue. vehicle-miles traveled was 3rd lowest of the 50 combination of activities across each of the Four • HSIP investment in reduction of driver states, according to USDOT. Minnesota's 2010 Es. This approach is expected to continue the behavior-based crashes are investments fatality rate was 0.73, 35% lower than the reduction of fatal and serious injury crashes in the focused on the “Four E’s” (engineering, educa- national rate of 1.13. future. tion, enforcement & emergency medical and trauma services), to reduce crashes in which Investment/Spending driver behavior is a contributing factor (93 per- Learn More There are four categories of Investments intended cent of all crashes). MnDOT Office of Traffic, Safety and to reduce the number of traffic fatalities and seri- The Highway Safety Improvement Program was Technology ous injuries: established as a core federal program in 2005. HSIP www.dot.state.mn.us/trafficeng/safety • Roadway infrastructure with low-cost is intended to significantly reduce fatalities and seri- Minnesota Department of Public Safety ous injuries on all roads. HSIP funds are distributed Office of Traffic Safety safety improvements are typically part of a www.dps.state.mn.us/ots pavement preservation project. Some exam- across the MnDOT districts based on total fatalities Toward Zero Deaths Initiative and are divided between MnDOT and local agen- ples are: rumble strips, centerline stripes, www.minnesotatzd.org safety edges, and pavement markings. cies.

p. 13 Percent of bridges in good and satisfactory condition by principal arterial square footage 89.0 Bridge 88.7 88.9 88.5 87.4 86.9 85.4 86.6 88.1 88.7 Condition Good and Satisfactory Target ≥84% 53.9 55.2 53.4 53.2 53.8 53.3 54.1 55.1 55.5 55.7 Infrastructure

Preservation Better 34.8 33.7 35.1 34.2 33.1 32.1 32.5 33.0 33.2 33.3 Measure Source: MnDOT Bridge Of ce Structural condition of bridges 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 System Good Predicted Good* Satisfactory Predicted Satisfactory* Bridges over 20 feet and on state highway prin- cipal arterials (2,530 bridges), which comprise *Predicted Condition based on the 2012-15 STIP 85 percent of all state bridges, measured by deck area Percent of bridges in fair and poor condition Why this is important by principal arterial square footage Fair and Poor Target ≤16% Bridges provide critical economic links across Minnesota. Timely maintenance and replace- 12.6 13.1 14.6 13.4 11.3 11.1 11.5 11.9 11.3 ment of bridges reduce long-term costs and 11.0 ensure safety. Preserving the structural integrity of Minnesota’s bridges is a top priority for 7.7 8.0 8.3 9.1 9.9 11.3 10.5 9.5 9.1 8.9 MnDOT. New directives and funding from the 2008 Legislature support this goal. Better Poor Target <2% 3.6 3.2 3.5 3.3 Source: MnDOT Bridge Of ce 3.1 3.2 2.9 2.4 2.2 2.1 Our Progress 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 Fair Predicted Fair* In 2011, 85.4 percent of state principal arterial bridges were in good or satisfactory structural Poor Predicted Poor* condition, exceeding the target of 84 percent. *Predicted Condition based on the 2012-15 STIP Another 14.6 percent were in fair or poor condi- tion—well within the performance target of 16 percent or less. What We Are Doing MnDOT is carrying out a major bridge program If it is a bridge with high traffic volumes, heavy MnDOT has set a goal that the share of princi- to accelerate replacement and repair of a signif- truck traffic or long detours, the cost of closing pal arterial bridges in poor structural condition icant number of state bridges through 2018. The it is higher for the public and MnDOT. Therefore, be 2 percent or less. The poor share improved to 2008 Legislature provided new funding through in 2010, with MnDOT’s support, the Legislature a new low of 3.1 percent in 2007, rose slightly Chapter 152 allowing approximately 40 fracture added new criteria for prioritizing bridges that to 3.5 percent in 2009, and then was reduced to critical bridges and 80 structurally deficient will be used to guide the selection and schedul- 3.3 percent in 2011. Improvement to near the bridges to be replaced or repaired. Twenty other ing of bridges for repair or replacement. target level of 2 percent is predicted based on bridges not included in the count either already the aggressive 2012-15 construction program. Prioritization also will include input from MnDOT had work underway before the Chapter 152 pro- Poor condition bridges are termed “structurally district bridge engineers and planners. Based on gram started, or are not required to be deficient” by the US Department of traditional structural ratings and the new risk- addressed by the program but have work Transportation. They are safe to drive on, but are based criteria, MnDOT will use this new Bridge planned by 2018. By the end of the 2012 con- approaching the end of their useful lives. Unsafe Replacement and Improvement Management struction season, 77 bridges in the program will bridges are closed promptly. model for planning and programming projects in be substantially complete. the future. MnDOT, like other departments of transporta- Bridge life cycle tion, has long used the national system of rating Strategies Year 0 Year 80 bridges good, satisfactory, fair or poor for their • Bridge preservation—MnDOT manages preventive preventive structural condition based on a numeric scale. state bridges to meet performance targets, maintenance maintenance However, on rare occasions, other factors could to ensure safety and to extend the life of also put a bridge at risk, requiring closure for bridges in good or satisfactory condition

Better Condition repairs—such as geometric factors, a bridge’s within the normal 70- to 80-year life cycle. repair & replace fracture critical nature and other special vulner- • Bridge improvement—MnDOT rehabilitates Source: MnDOT rehabilitation abilities, or scouring from excessive river flows. bridges to get full, efficient use during their

p. 14 How We Decide

The MnDOT Bridge Office guides inspection, main- tenance and construction of bridges, and oversees the design of new state highway bridges. Actual inspection, construction, reactive and preventive maintenance are carried out by MnDOT's eight districts. The Bridge Office collaborates with dis- trict bridge engineers, planners and maintenance engineers to identify both near-term and long-range bridge maintenance, repair and replacement needs, and cost-effective and safe solutions. Local com- munities may also participate in decisions affecting them. The Bridge Office provides guidance to districts on whether a bridge should be replaced or repaired based on factors such as age, structural condition rating, repair and reconstruction history, and the traffic level affected by any construction activity. The districts use this guidance along with their own hands-on knowledge to formulate a strategy to address bridge needs across their district. Bridge, safety, pavement, mobility and other needs are considered and scheduled according to available funding. Projects are selected by the districts and ultimately are approved for funding by MnDOT's executive-level Transportation Program Investment Committee and the commissioner. In 2008 the Legislature set strong priorities and guidelines in law for replacement or repair of bridges with fracture critical designs and bridges rated as structurally deficient. Legislative criteria

Source: MnDOT require MnDOT to classify all bridges in the program into three tiers. In general, all bridge projects within a higher tier must be addressed before starting proj- What We Are Doing (Continued) ects in a lower tier. Once the Bridge Replacement service life. The condition of a bridge will $50 million in 2001. Under the Chapter 152 and Improvement Management tool is calibrated, decline over its first 40 years of use until Bridge Program, MnDOT is investing an estimat- the rankings will also be used for making invest- rehabilitation is needed. A rehabilitation ed $2.1 billion through 2018 for state bridges ment decisions. project brings a bridge back into good con- using about $1.2 billion in regular state and fed- dition until it gradually deteriorates over eral funds and $900 million in bonds sold by the For comparison the years and replacement is necessary. state. In December 2009, an additional $30.3 Minnesota has the 4th lowest percentage of bridges million in bridge projects were funded through classified as either structurally deficient or function- Sustainability the American Recovery and Reinvestment Act, ally obsolete—less than half the national aver- To best manage the state's available funds for with the majority of work completed as of this age—according to a 2011 ranking published by bridges, MnDOT plans repair and rehabilitation date. Better Roads magazine. projects to minimize costs over the life of the bridge while maximizing the safe and useful life Bridge construction spending of the bridge. Once a bridge reaches poor condi- (millions) Learn More tion, based on federal rating definitions, replace- 424 MnDOT Bridge Office ment is most often the best solution. However, www.dot.state.mn.us/bridge replacement is often scheduled to coincide with Nancy Daubenberger–[email protected] 283 269 MnDOT Office of Capital Programs and other projects in a highway corridor. Therefore, 241 lower-cost improvements are often used to safe- Performance Measures 120 Trunk Highway Bridge Improvement Program ly extend the life of the bridge. 128 75 www.dot.state.mn.us/planning/program/pdf/ CH152AnnualInventoryReport2012.pdf Investment/Spending Source: MnDOT Bridge Of ce 65 2008 2012 2015 Minnesota Office of the Legislative Auditor MnDOT's investment in bridges has increased Predicted spending based on the 2012-15 STIP 2008 Legislative Auditor’s Report, State Highways and significantly in the last decade from less than Bridges: www.auditor.leg.state.mn.us/ped/2008/trunkhwy.htm

p. 15 Percent good pavement ride quality state principal and non-principal arterials Pavement Principal Arterial Target ≥70% Condition Infrastructure 68.3 66.6 70.2 67.8 68.7 67.3 67.0 66.3 63.7 61.1 60.2 56.8 58.8 Preservation 59.1 59.8 58.6 60.5 60.5 68.9 55.3 Better Measure Percent of roadway miles in good and poor con- dition Source: MnDOT Materials Of ce System 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 *Predicted Condition based Principal arterials Principal arterials predicted* State highway principal arterials (7,570 roadway on the 2012-15 STIP Non-principal arterials Non-principal arterials predicted miles, 53 percent of total—the highest traffic * volume roads) State highway non-principal arterials (6,740 roadway miles, 47 percent of total) mostly in Greater Minnesota Why this is important Preserving the functional and structural integrity of Minnesota’s highways is a priority for MnDOT. Timely repair and replacement reduce long-term costs. Also, MnDOT customer research has found that Minnesotans’ satisfac- tion with overall state highway maintenance is greatly affected by highway smoothness.

Source: MnDOT Our Progress What We Are Doing The share of miles on state principal arterials (the MnDOT is committed to keeping poor pavements in MnDOT's objective is to preserve the structural highest traffic volume roads) with a good quality the 5-9 percent range, though this will take significant integrity of its pavements in good condition and ride decreased from 70.2 percent in 2010 to 67.3 investment in the years beyond 2016. minimize the share in poor condition by doing percent in 2011, falling below the target of 70 preventive maintenance, rehabilitation and To ensure alignment with our customers’ expectations, percent. The share of principal arterials rated poor replacement at the right times. Once pavements market research was conducted in the fall of 2010 to increased from 3.7 percent in 2010 to 4.8 percent are in poor condition, the options for cost effec- test our technical classifications for pavement quality. in 2011. Pavement condition on non-principal arte- tive repair are limited. To minimize life-cycle Customers were driven over varying pavement sections rials also declined in 2011 compared to 2010. costs, pavement engineers recommend the most and asked to evaluate each for smoothness and rough- cost-effective treatment for every segment of Overall, 6.6 percent of state highway miles were in ness. This research confirmed that customer ratings state road to help achieve the twin objectives of poor condition in 2011, compared to 5.2 percent in and technical measures yielded similar results. smooth ride and maximum service life. 2010. This falls within the range of 5 to 9 percent Pavement quality targets will be reevaluated in the poor that MnDOT has determined represents an near future to reflect MnDOT’s risk assessment results, Strategies acceptable risk. customer expectations, the update to the 20-year State MnDOT is continually pursuing better ways to In 2011, the Better Roads program was developed Highway Investment Plan, and the new federal trans- get more value for each dollar invested in pave- in response to a risk assessment which found that portation bill. This bill establishes a National Highway ment and to build longer lasting pavements. deteriorating pavement is MnDOT's most serious Performance Program that includes minimum standards Strategies include: problem. The program is slowing the increase for the condition of Interstate highway pavements. • Low-cost maintenance and repair— in poor pavements over the next four years and The Minnesota Dashboard, which tracks how all state Using recycled materials, innovative improving nearly 700 miles of roads. agencies are performing and identifies areas in need of pavement designs (such as thin concrete In response to changes in funding programs and improvement, includes a pavement performance indi- overlays and full-depth reclamation), or additional performance requirements in the new cator. The percent of pavement in good condition deploying low-cost preventive maintenance federal transportation bill, MnDOT plans to add reported in this dashboard combines principal and non- treatments (such as chip seals and micro- or upgrade $100 million of Interstate pavement principal arterials in good condition and scores moder- surfacing). projects in 2014-2016. This increased investment is ately below target. predicted to result in 8.6 percent poor in 2016.

p. 16 Percent poor pavement ride quality state principal and non-principal arterials How We Decide Decisions to invest in state highway pavements are guided by a combination of each MnDOT district’s hands-on knowledge, common state- wide policies, performance measures and tar- gets in the Statewide Transportation Plan and 20-year Highway Investment Plan and MnDOT executive level guidance. 10.2 11.2 6.5 5.9 8.5 6.8 8.6 9.6 10.1

5.2 MnDOT's Materials Office in Maplewood mea- sures the physical condition of state roads every Better Principal Arterial Target ≤2% year and provides the data to districts. District pavement engineers and planners analyze the 5.7 2.3 2.6 3.4 5.5 3.7 4.8 4.3 4.0 4.8

Source: MnDOT Materials Of ce data, evaluate the percentage of highways in 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 good and poor condition and recommend a pave- *Predicted Condition based Principal arterials Principal arterials predicted* ment investment goal. Districts with a higher on the 2012-15 STIP Non-principal arterials Non-principal arterials predicted* percentage of roadways failing to meet targets are expected to invest more if funds are avail- able. Percent poor pavement ride quality All state highways—performance band 5% to 9% Districts annually update four-year construction programs. They identify potential pavement proj- ects, perform field reviews and exercise engi- neering judgment to narrow options. They then select projects and scope them to establish a 7.3 8.3 3.7 4.4 4.6 6.9 5.2 6.6 6.8 6.9 definitive cost. Other needs, such as safety, are

Better added if consistent with the purpose of the proj- ect. When funds are limited, districts may choose short-term repairs over major rehabilita- Source: MnDOT Materials Of ce tion of a roadway. 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 *Predicted Condition based on the 2012-15 STIP What We Are Doing (Cont.) • Performance-based design—Focusing Investment/Spending projects to cost-effectively meet pavement MnDOT invested an average of $247 million per and safety performance needs. year on pavement preservation between 2002 • Alternate Bidding—Providing two com- and 2011. Spending in the 2012-2015 STIP, parable repair strategies in the construc- which included the $357 million Better Roads tion plan so the contractors can bid the program, averaged $355 million per year on most cost-effective solution, whether it is pavement preservation. As of September 2012, asphalt or concrete. in response to the new federal transportation • Research—MnDOT is a lead partner bill, MnDOT plans to add or upgrade $100 mil- in the MnROAD facility, located on I-94, lion of interstate pavement projects in 2014- near Albertville. MnROAD is a world-class 2016. Significant investment will be needed Source: MnDOT research facility dedicated to testing new after the next four years to manage pavements and innovative construction and pavement and keep the percent poor in the 5-9 percent materials. Learn More range in the future. MnDOT Office of Materials and Road Sustainability Research www.dot.state.mn.us/materials/index.html MnDOT is a leader in the use of recycled products. Pavement preservation spending ($millions) 483 Keith Shannon—[email protected] Specifications allow the use of recycled asphalt 149 MnDOT Pavement Condition Information and concrete back into the roadbed and pavement. 370 367 352 323 318 31 www.dot.state.mn.us/materials/pvmtmgmt.html Manufactured scrap and tear-off shingles are 86 265 Statewide 20-year Highway Investment 220 75 allowed in the asphalt pavement specifications. 334 321 Plan 2009-2028 Standards allow the use of warm mix asphalt con- 232 190 www.dot.state.mn.us/planning/stateplan/down- struction, which decreases the amount of fuel used loadinvestmentplan.html to prepare the mixture. Fly ash, a waste product Source: MnDOT Materials Of ce 2008 2015 20-year State Highway Investment Plan Historic spending 2008-11 generated from the combustion of coal, can be 2013-2032 (under development) Planned regular program spending (2012-15 STIP) www.dot.state.mn.us/planning/statehighwayinvest- used in concrete to decrease the use of cement Planned Better Roads spending (2012-15 STIP)* mentplan/index.html and to avoid sending the ash to landfills. *Does not include program delivery

p. 17 Frequency of achieving bare lane within targeted number of hours Snow & Ice Management Target ≥70% Maintenance Measure 85% 79% 79% 79% 88% 75% 76% 78% 75% Frequency of achieving bare lane within target- 68% ed number of hours Better System State highways (approximately 30,000 lane miles) Source: MnDOT Of ce of Maintenance Why this is important 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 The safety of Minnesota’s traveling public is the primary goal of MnDOT’s snow and ice removal operations. Citizens expect to be able to carry out normal activities through most weather events and to have transportation facilities that safely accommodate travel shortly after the event has passed. Effective snow and ice man- Source: MnDOT agement also reduces congestion caused by weather. Our Progress What We Are Doing In the 2011-2012 season MnDOT met its target Snow and ice services are delivered on more range for snow and ice clearance time 88 per- than 30,000 lane miles of state highway by more cent of the time, exceeding its 70 percent target. than 1,700 snowfighters in eight districts. This is the best performance since the depart- MnDOT puts a high priority on meeting snow ment started recording data of this type. The and ice performance targets. To counteract rising chart above shows the frequency that MnDOT fuel and material costs, MnDOT uses technology achieved bare lanes within the targeted number to increase efficiency. The department regularly of hours, for all events and all routes from 2002- tests and adopts innovative strategies to moni- 03 to 2011-12. MnDOT has met its target nine tor road conditions, prevent ice build-up, and out of the last 10 seasons. Despite a lighter than remove snow and ice. Additionally, MnDOT’s normal winter, MnDOT districts deployed snow- maintenance research program continually plows 28 times compared to the 31 times on brings forth new ways to improve maintenance average for the previous four winters. operations. MnDOT groups all state roads into one of five Strategies categories based on traffic volume and has a MnDOT uses three effective techniques to inhib- target clearance time for each. The Snow and it ice formation and improve the roadway sur- Ice Route Classifications table shows each cate- face for plowing: gory, along with average daily traffic volumes, target clearance times and average clearance • Anti-icing—Prevents frost and bonding times for the 2011-12 winter season. MnDOT between snow and ice and the pavement met all targets in the 2011-12 season, and his- surface. Anti-icing chemicals are primarily torically has met targets for each roadway cate- liquids applied before or early in a gory as measured as an average regain time for snowfall. all storms over the entire season. Temperatures, • Pre-wetting—Adds salt brine or other duration of snowfall, and other highly variable commercial chemical solutions to the salt conditions mean that MnDOT may not meet tar- and sand mixture. This causes the mixture gets for every storm. to stick to the road. • De-icing—Uses chemical or mechanical means to break the bond that has formed between ice and the pavement surface.

MnDOT continues to advance the use of Automatic Vehicle Locating technologies in win- Source: MnDOT Source: MnDOT

p. 18 Targets And Results By Roadway Category, 2011-12 How We Decide Average Daily Target Clearance 2011-12 Average Roadway Category Performance management tools are well estab- Traffic Time Clearance Time lished in MnDOT snow and ice services with a Super Commuter Over 30,000 0 to 3 hours 0.6 hours strong statewide structure of measures and tar- gets. These targets were developed cooperative- Urban Commuter 10,000 to 30,000 2 to 5 hours 2.5 hours ly by MnDOT’s districts in the 1990s based on Rural Commuter 2,000 to 10,000 4 to 9 hours 4.0 hours past experience and customer research conduct- Primary Collector 800 to 2,000 6 to 12 hours 5.5 hours ed most recently in 2007. Secondary Collector Under 800 9 to 36 hours 8.0 hours District maintenance engineers and supervisors Source: MnDOT Office of Maintenance who understand local conditions make opera- tions decisions such as scheduling plows and drivers. They, along with snowplow drivers, evaluate results after snow events. One evalua- tion tool is post-storm mapping, such as the map from District 1 to the left. MnDOT managers receive monthly district and statewide reports on results and expenditures throughout the win- ter season. MnDOT supervisors and maintenance engineers work together to compare practices and imple- ment technology, innovations, and best practic- es. Key to MnDOT’s success at meeting its Source: MnDOT plowing targets is its extensive training, use of technology, and the commitment of its work What We Are Doing (Continued) force. MnDOT recently added simulation training ter snow and ice services. AVL, a global posi- ty of the winter. Funding for winter services as a way to keep snowfighters up-to-date on tioning based system, allows tracking of comes directly from each district’s operating their skills. District staff receive technical assis- resources, including chemical and material budget. In severe winters, districts may redirect tance from MnDOT’s Office of Maintenance, usage, as well as monitoring truck deployment. summer maintenance dollars to winter snow- which also provides support services to districts MnDOT is accelerating deployment of the plowing activities. Increasing prices for com- for contracts for salt, chemicals and equipment; Maintenance Decision Support System. MDSS is modities, such as salt and diesel fuel, have also training for snowfighters; equipment purchasing; an in-cab expert computer system that provides affected snow and ice expenditures. MnDOT and snow plow fabrication. AVL connectivity and real-time weather fore- spent $45.9 million on snow and ice control dur- casts, and aids snowfighters in making decisions ing the 2011-12 winter season, down from a about chemical type and application rates. record total of more than $81 million last year. Another technique MnDOT uses to control snow Due to the lighter than normal winter, the and ice on roadways is living snow fences, department was able to redirect some funding, which are plantings of trees, shrubs and native that would typically have been spent on snow grasses located along highways. Properly and ice services toward salt purchases for next designed and placed, these living barriers trap year, and critical equipment purchases. snow as it blows across fields before it reaches the highway. There are approximately 245 living Snow and ice expenditures snow fences averaging one-fourth of a mile long (in $millions) 81.1 adjacent to MnDOT maintained highways. 67.5 Sustainability 56.6 59.2 45.9 MnDOT is committed to the proper use of winter chemicals, providing extensive operator training, Source: MnDOT investments in new technology such as MDSS, 2007-08 2011-12 Source: MnDOT and research of new chemical materials. This focus has resulted in a strong downward trend MnDOT statewide sand use Learn More in the use of sand. Introducing less sand, salt (thousands of tons) MnDOT Office of Maintenance www.dot.state.mn.us/maintenance/ and other chemicals into the environment con- 111 trols costs and supports MnDOT’s best practices 91 Steven Lund—[email protected] Minnesota Department of Transportation for environmental stewardship. 57 42 Snow and Ice Facts— Investment/Spending 26 www.dot.state.mn.us/workzone/snowicefacts.html Highway Systems Operations Plan

Funding for snow and ice is a top priority for all Source: MnDOT www.dot.state.mn.us/planning/program/hsop.html districts and fluctuates depending on the severi- 2003-04 2011-12

p. 19 Bridge Safety Inspections Maintenance Measure Percent of bridge safety inspections completed on time System All state highway bridges over 20 feet in length (3,639 bridges) Why This Is Important Bridge inspections are a key component in maintaining a safe transportation system. They ensure the structural integrity of our bridges and keep the agency in compliance with state and federal laws. Bridge safety inspections also provide the condition assessment data that supports MnDOT decisions regarding bridge repair, rehabilitation and replacement. Careful monitoring of bridge conditions allows us to make the right investment at the right time to maintain safe and reliable highways for the traveling public. Source: MnDOT

Source: MnDOT Our Progress What We Are Doing MnDOT has set an aggressive goal of 100 There are three key elements to Minnesota’s a state-of-the-art software program devel- percent on-time inspections, which exceeds bridge management system: Assessment, oped and customized for Minnesota. SIMS the target established by the National Bridge Preservation, and Improvement. Assessment serves as an “electronic bridge file," giving Inspection Standards. This reflects MnDOT’s involves establishing and maintaining accurate inspectors direct access to inspection his- commitment to ensuring the safe condition of and current information about the condition of tory, photos, manuals, load rating informa- our bridges. As a result of this commitment, our bridges. Preservation includes both preven- tion and other key documentation. on-time bridge inspection performance has tive and reactive bridge maintenance activities. Additionally, SIMS allows bridge owners to improved significantly during the past five years. Improvement is the systematic planning and identify, prioritize and schedule bridge programming of major rehabilitations and bridge maintenance activities based on inspection All bridges with safety inspections due received replacements projects. Decision-making in all findings. inspection, but the percentage on-time dropped three components of bridge management is sup- • Training—MnDOT bridge inspectors are slightly in 2011 due to a three-week govern- ported by the condition data that is generated by certified after attending a rigorous, two- ment shutdown. The shutdown stopped bridge our bridge inspection program. week training class. They are also required inspections for a significant portion of the to pass a field proficiency test. inspection season. Consequently, the reschedul- Strategies ing of missed inspections affected personnel • Staffing—MnDOT maintains a statewide and resource availability for the remainder of team of qualified and dedicated person- Sustainability the year. MnDOT expects to be consistently at nel to manage our bridge program. This A proactive regimen of condition assessment or near the 100 percent target in future years, includes certified inspectors, bridge main- and preventive maintenance helps Minnesota unless there are unavoidable delays, like the tenance workers and bridge engineers bridges stay in good condition longer. Regular 2011 shutdown, . working together to gather data, to make inspections and maintenance help to slow the All Minnesota bridges receive their required decisions and to carry out the work. deterioration rate of bridges and defer the safety inspections on either a one- or two-year • Technology—Bridge inspections in necessity of major rehabilitation and replace- cycle. A bridge inspection is considered on time Minnesota are managed with the Structure ment efforts for as long as possible. Extending if it is completed within 30 days of its calendar Information Management System, which is the service life of a bridge ensures that due date. Minnesota makes the most of its transportation p. 20 Bridge safety inspection- percent completed on time* Target 100%

99.4 94.1 96.2 86.3 89.2 Better Source: MnDOT Brtidge Of ce 2007 2008 2009 2010 2011 *All bridges receive their required safety inspections. The chart shows the percentage completed within the required time period (calendar due date + 30 days). How we decide Decisions about managing MnDOT’s bridge infrastructure are fundamentally based on bridge condition assessment data. Collecting this data generates a large volume of accurate informa- tion to guide our bridge investments. Based on the bridge condition assessments, maintenance needs are identified, prioritized and entered into a work plan. District bridge workers perform the required preventive and reactive maintenance. At the end of each year, accomplishments are evaluated against estab- lished inspection and maintenance performance targets. In each district, planning and prioritization are done by the district bridge engineer, in consulta- Source: MnDOT tion with bridge maintenance supervisors and the Bridge Office. Any high priority maintenance What We Are Doing (Continued) needs that could affect the safe functioning of investments. Forestalling major bridge projects the bridge or cause it to deteriorate into a criti- preserves materials and reduces economic and cal condition are addressed within one year. environmental disruption. Those items categorized as low or medium prior- Bridge inspection expenditures ity are added to the district work plan and ($ millions) Investment/Spending addressed in the appropriate time frame. Expenditures for bridge inspections increased starting in state fiscal year 2006, coinciding with 6.7 Bridge condition assessment also helps MnDOT’s planners and investment managers a change in federal regulations that increased 4.1 3.6 3.9 establish short-, medium- and long-range plans the inspection frequency for fracture critical 1.8 bridges. Expenditures for bridge inspection for major rehabilitation and replacement of our peaked in fiscal 2008 when the governor man- state’s bridges. Source: MnDOT Finance Of ce dated accelerated inspections for all bridges. 2007 2011 Preventive bridge maintenance: These expenditures have stabilized during the • keeping good bridges in good condition past two years and are expected to remain at Reactive bridge maintenance: that level for the foreseeable future. • repairing bridges in response to emergen- Bridge maintenance expenditures cies or problems Bridge maintenance expenditures have been rel- ($ millions) atively stable during the past four years. A 10.3 Learn more recent study of bridge maintenance needs iden- 8.4 MnDOT—Minnesota Statewide Bridge tified that additional expenditures in this area 8.0 7.7 Inspections could produce a large benefit in preserving our 7.3 www.dot.state.mn.us/i35wbridge/statewide_ bridge infrastructure. This recognizes that small inspections/inspections.html investments in bridge maintenance activities can

Source: MnDOT Finance Of ce Tom Styrbicki—[email protected] delay or eliminate the need for large future 2007 2011 Federal Highway Administration—National investments in bridge replacement and major Bridge Inspection Standards rehabilitation. www.fhwa.dot.gov/Bridge/nbis.htm

p. 21 Customer satisfaction with state highway maintenance (1-10 scale) Omnibus survey Customer 10.0 Satisfaction Satis ed 7.0 Target 7.0 Maintenance Neutral Measure 5.0 Customer satisfaction with state highway main- tenance on a scale from 1 to 10 6.3 6.4 6.6 6.6 6.2 6.4 6.0 6.1 5.9 Not Better System Satis ed State Highways (approximately 30,000 lane miles)

Source: MnDOT Of ce of Customer Relations 2002 2003 2004 2005 2006 2008 2009 2010 2011 Why this is important Note: No omnibus survey conducted in 2007 Maintaining the transportation system is critical to the safety and mobility of the traveling public. Maintenance activities keep the system operat- ing in all weather and traffic conditions, and are also central to extending infrastructure life and lowering overall ownership costs. This is espe- cially important as much of the highway system is aging and nearing the end of its design life. Our Progress Overall customer satisfaction with state high- way maintenance is down from a year ago to 5.9. The overall road maintenance measure has consistently been MnDOT's lowest scoring cus- Source: MnDOT tomer measure. The results are below the 7.0 performance target but within the neutral zone What We Are Doing of the 1-10 scale. Survey data indicates MnDOT is updating its Highway Systems mixes liquid chemical and salt which enables MnDOT’s overall maintenance score is heavily Operation Plan which will guide management the de-icing material to work better in lower influenced by the smooth road surface rating. and non-capital highway investments for the temperatures. Without this, salt is effective Notably, the number of miles of poor pavements next two bienniums. MnDOT will continue to to only about 15 degrees Fahrenheit. An increased from 2003 to 2009 and have been con- monitor performance of its highway mainte- example of new technology making summer sistently below target. nance with ongoing district and statewide per- maintenance more efficient is the “road Customer satisfaction survey data from 2004 to formance reports that include bridge inspection groom/shoulder reclaimer.” It can maintain 2011 indicates that many individual maintenance and maintenance, drainage, pavement patching, about 40 to 60 miles of shoulder per day services, such as snow and ice, have positive signs, striping and fleet management. Snow and using less fuel compared to a traditional ratings above the 7.0 target and are generally ice removal performance is reported monthly motor grader which can cover about 20 miles stable. Customer ratings of smooth road surface during the winter season by roadway classifica- per day. also continues to rate as one of the lowest ser- tion at the district and state levels. • Maintenance best practices—Best prac- vices at 6.0, close to the level of overall road MnDOT’s eight districts are responsible for tices are proven-effective processes or tools maintenance customer satisfaction. the maintenance and operations of their state that are replicated across multiple MnDOT highways and bridges with all districts working districts or offices. There are three fully toward common statewide performance targets. deployed best practices in the maintenance area that have become standard MnDOT Strategies practice: automatic pothole patchers; pre- Strategies to improve MnDOT's maintenance wetting of deicing winter materials; and performance include: snowplow underbody plows. Several other maintenance best practices are in various • Maintenance research/new technology— stages of deployment. Maintenance performance is improved through MnDOT’s maintenance research pro- • Training—MnDOT has a strong commit- gram and commitment to new technology. A ment to maintenance training. Examples recent example related to snow and ice is a include MnDOT's annual snowfighter boot camp for new recruits, annual refresher Source: MnDOT mobile chemical “blending station” that

p. 22 MnDOT road maintenance customer satisfaction ratings (1-10 scale) Omnibus survey How We Decide Maintenance decisions are guided by a combi- 10.0 nation of MnDOT district managers’ experience and knowledge of their district along with state- 9.0 wide performance measures and targets, and recommendations from the Highway Systems Operations Plan. Each district prioritizes its

Satis ed Signs 8.0 7.9 maintenance needs, but district maintenance Striping 7.4 managers coordinate on issues of statewide Snow & Ice 7.3

Better concern to improve MnDOT’s maintenance prac- 7.0 Target 7.0 Litter 6.8 tices while working toward common statewide Overall targets. 6.0 6.0 Smooth 5.9 Surface Generally, maintenance and operations needs

Neutral are greater than the available dollars distributed

Source: MnDOT Of ce of Customer Relations 5.0 to the districts, so services are provided based 2005 2006 2008 2009 2010 2011 on statewide priorities, safety and needs in each Note: No omnibus survey conducted in 2007 district. For instance, snow and ice removal is a safety service for MnDOT and receives funding priority over other maintenance operations. This may affect summer maintenance services fol- lowing a particularly harsh winter. Past market research has measured the impor- tance of many maintenance services. Customers consistently rate mowing and eliminating roadside weeds as significantly less important than maintenance of the road itself. Because of that finding, MnDOT reduced efforts in those areas and redirected resources where there is a higher perceived value, such as snow and ice Source: MnDOT removal, clearly visible roadway markings, and road surfaces. What We Are Doing (Cont.) training for all snowfighters, and yearly purchasing power has fallen because prices of training in roadside vegetation management. salt, fuel and paving materials have increased • Customer research—In addition to the more than the rate of general inflation. yearly market research outlined above, more Operations and Maintenance received some in-depth customer market research is com- additional funding over the last decade to pleted on a periodic basis to better under- address high priority maintenance needs includ- stand customer needs and expectations for ing snow and ice removal; bridge inspection and specific services, including MnDOT’s innova- maintenance; pavement and drainage mainte- tive Online Customer Community. Customer nance; and safety and traffic operations. In FY research has helped identify appropriate 2006 MnDOT requested and received approval levels of service for winter plowing, driver to shift a portion of the State Road Construction tolerance for road surface roughness, and funds to the Operations and Maintenance assisted with identifying funding trade-offs budget based on recommendations in the 2005 for non-safety services. Highway Systems Operation Plan. In FY 2009, the Legislature added funding for Operations Investment/Spending and Maintenance through Chapter 152. Source: MnDOT The chart shows MnDOT’s overall Infrastructure Operations and Maintenance spending from FY Infrastructure operations and Learn More 2004-11. This includes snow plowing and main- maintenance spending ($ millions)* MnDOT Office of Maintenance tenance for pavement, roadsides and bridges, www.dot.state.mn.us/maintenance/ 286 Steven Lund—[email protected] as well as traffic management and fleet and 244 Pothole information facilities maintenance. Average annual spend- 210 220 www.dot.state.mn.us/information/potholes/index. ing increased to $286 million in the FY 2010-11 html

biennium compared to $210 million in FY 2004- Source: MnDOT Of ce of Finance MnDOT Market Research 05. Though spending has increased since 2004, FY 04-05 FY 10-11 *Average annual by biennium Donna Koren—[email protected]

p. 23 Available seat miles: billions Air Minneapolis-St. Paul International Airport 23.2 22.9 21.8 21.4 20.8 20.9 21.2 20.6 3.5 3.7 19.5 Transportation 3.6 3.2 19.4 3.2 3.5 3.8 4.0 3.5 3.6 National and Global Connections 18.2 18.2 19.7 19.2 17.6 17.4 17.4 Better Measure 16.6 16.0 15.8 Number of available seat miles offered on scheduled service nonstop flights from Minnesota, as reported by the U.S. Department Source: USDOT of Transportation. Analogous to vehicle miles 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 traveled, one ASM is defined as one aircraft Domestic International seat flown a distance of one mile. As an exam- ple, a regional jet with 44 seats covering the Available seat miles: millions 268 miles from Rochester to Chicago would Large Greater Minnesota airports generate 11,792 ASMs per flight. 71 49 77 System 69 51 54 Eight Minnesota airports provide scheduled ser- 51 41 55 vice: Minneapolis-St. Paul, Bemidji, Brainerd, 42 Range Regional Airport at Hibbing, Duluth, 95 Better 83 International Falls, Rochester and Thief River 73 70 57 59 65 Falls. Scheduled service was suspended by the 52 50 36 airlines at St. Cloud in 2010 and at Grand Source: USDOT Rapids in 2004. Minnesotans also are served by 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 airports located in adjacent states. Duluth Rochester Why this is important Minnesota's economy depends on an air trans- portation system with the capacity to fly people and freight throughout the state, the nation and the world. Access to scheduled air service from Greater Minnesota cities is important to region- al economic viability and quality of life. Source: United Airlines Our Progress Available seat miles for travel fell significantly Aviation fuel prices are a primary factor in airline with fewer empty seats. This load factor at MSP during the last decade, but demand for air travel, capacity decision-making. Fuel makes up 40 per- rose from 72 percent in 2001 to 82 percent in measured in revenue passenger miles, fell far cent of operating expenses at current levels. 2010. less. On average, airlines used smaller planes Rising fuel prices work against additional service Market forces in the past decade have dimin- and offered fewer flights, and planes had fewer to accommodate demand as the economy recov- ished the majority presence maintained by empty seats. ers. At the same time, fuel surcharges and rising Northwest Airlines/Delta Air Lines at MSP. In fares typically depress demand. The seven Greater Minnesota airports ASM 2001, the locally headquartered hub carrier and capacity finished the 10-year period about where Three variables influence ASM totals: aircraft its now merged partner controlled 81 percent of it started. ASMs hit a low in 2003 but mostly capacity, flight distance and frequency of flights. the ASMs from MSP. By 2010, this share had maintained their level during the recession. Isolating frequency, MSP offered 4 percent fewer been cut to 62 percent. This indicates growing flights in 2010 than in 2001, with an 11 percent competition at MSP which could result in a more Duluth and Rochester (the two largest Greater ASM decrease, which implies smaller aircraft competitive pricing environment. Minnesota airports) generated similar ASM sta- and/or shorter average flight lengths. tistics for much of the decade. However, addi- Large areas of western and southern Minnesota tional scheduled flights in 2010 increased flying While ASM measures the supply of air service, a lack scheduled service, although access is avail- capacity from Duluth to nearly double the level at companion metric, revenue passenger miles, able across the border in Fargo and Grand Forks, Rochester, where flight distances are shorter. measures the demand for air service. RPMs at ND, Sioux Falls, SD, and La Crosse, WI. The other five airports experienced significant MSP held flat over the last decade. This is year-to-year variability. because flights were filled closer to capacity

p. 24 Minneapolis-St. Paul Interstate/International Markets How We Decide CANADA Decisions on air routes and markets served are

A International Falls made by the commercial airlines and shaped by T a changing airline industry and economy.

O

K Thief River Falls MnDOT and other agencies, such as MAC and

GrandA local governments, can lobby, provide incentives ForksD

and offer marketing information to strengthen

H Hibbing/ Bemidji the business case for service to be maintained T Chisolm or extended to more communities.

R O MnDOT supports airline or airport requests that

N Duluth add scheduled air service routes. The USDOT is Fargo Detroit Las Vegas responsible for approval of international airline Phoenix Brainerd Chicago route requests. Project- based decision-making is accomplished through the Capital Orlando Improvement Plan process for state funds and N through the Airport Capital Improvement Plan A process for federal funds. T Mpls.-St. Paul

O International Airport

K 118 Domestic Destinations The Minneapolis-St. Paul International Airport is

A 20 International Destinations owned and operated by the Metropolitan SCONS I Commercial

D I Airports Commission, and governed by a board service airports W H largely appointed by the governor.

T

U Brainerd Airport

O Detroit

S Rochester

La Crosse Chicago Sioux Falls I O W A Mason City

Source: Metropolitan Airports Commission

Source: MnDOT Office of Aeronautics

Source: MnDOT For Comparison In 2010, Minneapolis-St. Paul ranked 17th What We Are Doing nationally in ASM, down three places from MnDOT’s Office of Aeronautics works with the • Continuing the Air Service Marketing 2001. Local Airline Service Action Committee, the Program MSP ranked 10th in total nonstop destinations Metropolitan Airports Commission, and other among U.S. metro areas in 2011, according to partners to maintain and improve air service in Investment/Spending MAC analysis. MSP added four domestic desti- Minnesota by investing in airport infrastructure Commercial service airports receive a larger nations in 2011 for a total of 118 and lost one and by supporting legislation at both the state share of both state investment and federal international market, leaving 20 in the network. and federal levels. LASAC is made up of repre- Airport Improvement Program funds than airports sentatives of the cities in Minnesota that have without commercial service. This funding allows Learn More air service. airports to provide improved airfield and terminal MnDOT Office of Aeronautics designs so that airlines can operate more effec- [email protected] Strategies Dick Theisen—[email protected] tively. Greater Minnesota communities with air MnDOT works with its partners through the fol- 2006 Minnesota Aviation System Plan service also are eligible to apply for grants from lowing strategies: www.dot.state.mn.us/aero/avoffice/planning/sasp. the Air Service Marketing Program. Expenses html • Supporting cities’ efforts to attract airline eligible for reimbursement include air service Federal Aviation Administration service advertising, marketing studies and route analy- www.faa.gov • Investing to create more secure and pas- sis. Funding for this program, with an FY 2012 Metropolitan Airports Commission senger friendly terminal buildings annual budget of $250,000, comes from the www.mspairport.com/mac • Developing the potential of Greater State Airports Fund. www.metroairports.org/mac/appdocs/ Minnesota airports pubs/2009MSPLegislativeReport.pdf

p. 25 Annual port shipments (millions of tons) 80.7 Port 79.8 78.0 80.4 80.1 75.2 72.8 13.0 12.9 12.1 71.9 70.4 Shipments 16.9 12.3 8.2 14.7 10.9 10.6 National and Global 52.3 Connections 10.8

Measure 63.7 66.8 65.7 67.4 68.0 67.0 58.1 61.0 59.8 Better Annual shipments by weight to and from Great Lakes and river ports 41.5 System

4 ports on Lake Superior Source: MnDOT Of ce of Freight and Commercial Vehicle Operations 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 5 ports on 222 miles of commercially navigable Lake Superior River Ports rivers: Mississippi (187 mi.), Minnesota (15 mi.) and St Croix (20 mi.) Why this is important Our Progress What We Are Doing Commercial navigation transports millions of In 2011, Lake Superior shipping levels of Minnesota sits at the upstream end of the tons of freight into and out of the state. Without taconite jumped another four million tons to Mississippi River system and at the western end a system of commercial navigation, much of this more than 38 million tons. However total grain of the Great Lakes and St. Lawrence Seaway. heavy freight would be moved by rail or by tonnage dropped by 1.1 million tons and coal The capacity and condition of aging downstream truck, resulting in accelerated wear to highway shipments also dropped by just under six million locks on this system can limit shipping to and pavements and in some cases contributing to tons. These adjustments reflect current supply from Minnesota. Responsibility for improving congestion. Export via water transportation is and demand changes in domestic and foreign commercial navigation infrastructure on this sys- important to resource-based industries such as markets. In 2012, foreign demand for our agri- tem is shared by the U.S. Army Corps of taconite and grain that comprise significant por- cultural products is expected to improve. Engineers, the U.S. Coast Guard, local port tions of Greater Minnesota’s economy now and authorities, and private operators. Port authori- Wind generator components stored at the into the future. Approximately 6 percent of ties own some of the terminal facilities, but the Duluth Port Authority facilities have been freight tonnage in Minnesota is carried by terminals are all managed by private operators. water. trucked or shipped to their construction sites. This has cleared the way for the Port Authority Strategies Waterway transportation is generally regarded to improve the storage area with the help of the • Federal role—The commercial waterway as more fuel efficient than either rail or truck. State’s Port Development Assistance Program. channels on both the Great Lakes and the According to information from the Texas inland waterway systems are maintained by Transportation Institute, one gallon of fuel will On the Mississippi River, the 2011 season federal agencies. The U.S. Army Corps of move one ton of freight 650 miles on the Great was plagued with floods up and down the Engineers operates locks and dredges navi- Lakes, 616 miles on the Mississippi River, 478 system, which negatively affected the flow gation channels to maintain depths of nine miles on the railway system and 150 miles by of goods on the waterway. Although the flow feet on the river system and 28 feet on the truck. Because of the fuel efficiency advantage, of exports through the Gulf was good, the Great Lakes. The U.S. Coast Guard maintains waterways produces fewer emissions, have a Upper Mississippi River did not participate as navigation markers on both systems. less social impact on society and have a better much as in previous years because of the early Shippers on the Great Lakes pay a freight accident rate than either rail or truck. floods and later dry conditions in the fields. Local ethanol production is still taking much value tax and river carriers pay a fuel user of Minnesota’s excess corn production away tax to offset some federal costs. from foreign markets and will continue to do • State role—MnDOT administers the Port so in 2012. With increased foreign demand for Development Assistance Program, which agricultural products, Minnesota farmers are uses funds appropriated by the Minnesota planting more land in corn and soybeans to take Legislature to help port authorities improve advantage of this market. efficiency at their waterway freight termi- nals. The goals of the program are to pre- MnDOT has limited influence on shipping vol- serve Minnesota’s waterway capacity, to ume on the waterways, but does have an inter- expedite the movement of commodities and est in reducing the impact of heavy trucks on our to promote economic development. With the highway pavements. help of these funds, port authorities have been able to rehabilitate dock walls and warehouses, purchase or overhaul product

Source: MnDOT handling equipment, dredge mooring areas,

p. 26 Minnesota lake and river ports Freight moved by water, 2011 How We Decide Millions Largest com- Type of tons modities The MnDOT Ports & Waterways Section meets Taconite Harbor Lake export 54.1 Taconite, coal regularly with port authorities to develop and Silver Bay update a priority list of projects that improve Lake import 5.7 Coal Two Harbors terminal efficiency and meet state safety stan- Lake Superior River export 5.8 Grain, petroleum Mississippi Duluth dards. State funded projects must be capital River Salt, aggregate, River import 4.8 fertilizer, cement improvements that will increase efficiency and Source: MnDOT capacity.

St. Croix National Issues For Comparison River • Great Lakes—The new 1,200-foot lock at According to a 2010 U.S. Army Corps of Sault St Marie, Mich. lacks funds for com- Engineers report, Duluth-Superior ranked 18th of Minneapolis St. Paul pletion. This is the only gateway to U.S. ports by tonnage; Two Harbors ranked 42nd; Savage Minnesota’s Lake Superior ports. A larger Silver Bay ranked 66th; and St. Paul ranked 75th. Red Wing problem is the lack of federal funds for the Minnesota ranked 23rd of the 50 states. Mississippi River U.S. Army Corps of Engineers to dredge har- Minnesota Winona bors and river channels to prescribed depths. River This limits the tonnage carried by each ship. Source: MnDOT The Corps estimates that it needs $200 mil- What We Are Doing (cont.) lion from the harbor trust fund for dredging.

and improve rail and truck access to port Mississippi River—The lower five locks facilities. on the Mississippi River above St. Louis and • Port authorities—The state’s five public the lower two locks on the Illinois port authorities provide facilities for ship- Waterways need to be replaced with 1,200- ping, promote waterway transportation, foot chambers to optimize shipping access to lease shoreline for barge mooring, and work Minnesota. The locks were built in the 1930s with the U.S. Army Corps of Engineers to to handle tows of six barges; the average designate areas for channel dredge disposal. tow is more than twice as large today. Lock Sustainability replacement will cost about $2 billion, with Source: MnDOT Operators are replacing engines and generators the carriers paying half. with more fuel-efficient models. On the Great Lakes, the Motor Vessel Edwin Gott is the fourth ship to replace its propulsion engines in the past Port development project spending 2009-12 few years. Two of these converted from steam to diesel, which reduces fuel use by 50 percent. Project Port Development Year Funds On the Mississippi River, all eight towboats of St. Paul’s harbor operator have had new engines 2009 Duluth—Reroof transit shed $ 258,809 and generators installed since 1993—increasing 2010 Duluth—Rehab 6,000 feet of dock wall $1,050,000 fuel efficiency by one-third. These fuel savings 2010 Lower MN River—Install culvert to dredge disposal area $37,831 will cover the cost for replacement engines in a 2010 Winona—Construct new municipal dock wall $1,200,000 few years. 2011 St. Paul—Rehabilitate Barge Terminal #1 seawall $250,000 Investment/Spending Duluth—Construct 900 feet of dock wall at C and D Docks $2,000,000 The Minnesota Legislature began funding the St. Paul—Rehab 790 feet of lower Barge Terminal Dock $795,000 Port Development Assistance Program in 1996. 2012 Since then, Minnesota has committed $21 mil- Red Wing—Reface municipal dock wall $233,040 lion for 33 projects to increase port efficiency Winona—Resurface old municipal dock surface $320,000 and preserve infrastructure. Legislative appropri- Source: MnDOT Office of Freight and Commercial Vehicle Operations ations must have at least a 20 percent match in funding from the benefiting port. Federal dollars have been added to some projects to enable Federal, state and local expenditures larger improvements. on Minnesota ports ($ millions) Learn More MnDOT Ports and Waterways 6.5 Value of Minnesota waterway www.dot.state.mn.us/ofrw/waterways.html 4.8* [email protected] shipments 3.8 4.3 The Port of Duluth Great Lakes $6.25 billion www.duluthport.com Mississippi River $1.96 billion 0.4 Total U.S. Army Corps of Engineers

$8.21 billion Source: MnDOT www.usace.army.mil Source: MnDOT 2008 2012 *planned

p. 27 Rail freight shipments in Minnesota Rail (millions of tons) Shipments National and Global 228 238 236 232 Connections 209 203 193 198 197 190 Measure Better Annual rail freight shipments by weight System Source: Association of American Railroads In 2011 there were 18 railroad companies oper- 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 ating on 4,458 miles of track. Four major rail- roads—BNSF, Canadian National, Canadian Pacific, and Union Pacific—operate more than 70 percent of the network. The remainder is operated by 16 short-line railroads. Why this is important Minnesota’s railroads play a critical role in the state’s economy, carrying 38 percent of all freight tonnage. Major Minnesota industries rely on the rail system for efficient delivery of goods to markets throughout North America and to the world through service to the Great Lakes and coastal seaports. Rail provides critical options to shippers in terms of market access, economics and service. It increases the state’s attractive- ness to business. Rail is more energy efficient than trucks and reduces the wear of heavy Source: MnDOT trucks on public highways.

Our Progress What We Are Doing Freight rail shipments decreased in 2009, the The Minnesota Comprehensive Statewide Freight • Upgrade main line track to 25 mph most recent year for which these data are avail- and Passenger Rail Plan was completed in February minimum speed able from the American Association of 2010. The plan provides a vision for the use and • Improve track to support 286,000 pound rail- Railroads. Other indicators point to a slight development of the statewide rail system and cars increase in tonnage in 2010 and 2011 due to the guides rail initiatives and investments. Key strate- • Modernize traffic control and safety end of the recession in the rail industry. 2012 gies include maintaining short line services and systems volumes are projected to return to record 2006 expanding intermodal container access. • Expand intermodal access levels. This pattern reflects the broader econo- The plan identifies segments on the major railroads The freight railroads are expected to continue to my. The amount of freight transported by rail that have high potential for congestion. These seg- fund most of their own improvements. There may be versus other modes depends on the type of ments will become more congested as shipping vol- opportunities for public agencies to partner with the cargo, the regulatory environment, and other umes increase in the future, especially on corridors railroads for infrastructure improvements that have econom­ic factors, like fuel prices. where passenger service is introduced. a clear public benefit. Improvements to address these issues could include modernizing signals and upgrading weight-restricted Sustainability tracks and bridges. None of the short-line railroads Rising fuel prices tend to drive a shift in freight have congestion issues, but many are weight or shipments from truck to rail. According to the speed restricted. For Comparison American Association of Railroads, rail is four times more fuel efficient than trucking. Major railroads Minnesota ranked 13th of the 50 states by tons Strategies are making efforts to become more efficient by of freight carried by rail and 18th by carloads The following strategies are identified in the using newer and better engines, higher-capacity and carried, according to 2009 data from the AAR. In Statewide Rail Plan as necessary to make progress lighter-weight cars, and improved operations. the same year, Minnesota had the eighth largest toward the system vision. state rail network in the United States. • Maintain primary railroad arterials Investment/Spending • Address critical network bottlenecks Funding to operate, maintain and improve freight p. 28 Minnesota Freight Railroads How We Decide Rail carriers and rail users are eligible for Minnesota Rail Service Improvement program

Roseau loans. Projects that are deemed economically viable and meet the MnDOT criteria established International Falls in the rules are funded on a priority basis as funds permit. The criteria include previous ship- East Grand Thief River Forks Falls ping levels from the facility, estimated future Crookston shipping levels from the facility, and benefits to the state. A single location can receive no more Bemidji Virginia

Hibbing than two loans. All projects are evaluated to

Grand determine whether they have the financial

Rapids Two Harbors

Detroit capacity to repay their loans. Dilworth Lakes

Cloquet Duluth

Wadena

Staples Brainerd Fergus Falls LEGEND Major Railroads (Class I) Little Pine Falls Alexandria City BNSF CN St. Glenwood Cloud Morris Cambridge CP UP Elk

River Monticello Benson Other Railroads

Appleton Buffalo Class III & Private Willmar Litchfield Abandoned Railroads Montevideo Minneapolis St. Paul Abandoned Lines

Granite Falls Farmington

Red Wing Marshall Redwood Falls Cannon Falls Northfield St. New Ulm Peter Wabasha Faribault

Mankato Waseca Owatonna Pipestone Winona St. Rochester Windom James La Crescent

Blue Austin Earth Worthington Fairmont Albert Lea Source: MnDOT

Source: MnDOT

What We Are Doing (Cont.) railroads generally comes from private sources. Recently, major railroads have shown consistent profitability and have been investing in infrastruc- ture capacity. Because of issues in the trucking industry, such as increasing operating costs and a potential driver shortage, railroads are in better position to take advantage of economic recovery. However, low volume rail corridors and short lines often lack the financial capacity to make infrastruc- ture investments. Source: MnDOT The Minnesota Rail Service Improvement program was created in 1976 to assist railroads with capital Minnesota Rail Service funding. Over the life of the program, MRSI received Improvement Program 2007-2012 general fund appropriations totaling $9.6 million and Spending in millions of $ general obligation bond appropriations totaling Year State Federal Total Learn More $27.0 million, which has leveraged more than $100 2007 0.61 0.00 0.61 Statewide Freight and Passenger Rail Plan million in private, federal and local funds. MRSI www.dot.state.mn.us/planning/railplan 2008 2.20 0.50 2.70 funds are loaned to rail users and rail carriers for Minnesota Rail Service Improvement capital improvements to rehabilitate deteriorating 2009 1.96 0.00 1.96 Program lines and improve rail-shipping opportunities. The 2010 3.17 2.50 5.67 www.dot.state.mn.us/ofrw/mrsi.html MRSI program also buys, preserves and maintains 2011 1.59 0.00 1.59 American Association of Railroads abandoned rail corridors for future transportation 2012* 2.0 1.95 3.95 www.aar.org/ uses. Total 11.53 4.95 16.48 Minnesota Regional Railroad Association www.minnesotarailroads.com Source: MnDOT Rail Office *2012 projected

p. 29 Greater Minnesota IRC Mobility Interregional Greater Minnesota IRC Mobility: 2011 Corridors

?°A@ International Falls Statewide ?òA@ ") ?ÄA@ ?°A@ )r ?åA@ Connections Thief River Falls ") ?¦A@ )w Grand Forks Measure ") )x Ely Crookston ?¦A@ ") ") ?ôA@ ?¦A@ Percent of interregional corridor miles in Greater ?ÝA@ )i Bemidji Virginia Minnesota performing within 2 mph of average ") ") ?ÑA@ Hibbing ?ÉA@ ") ?|A@ )i corridor travel speed target or faster )w Grand Rapids ") ?æA@ )q ?ÄA@ )y System Fargo Park Rapids !( ") ?|A@ ?ÝA@ Detroit Lake?ÆA@s ?îA@ ?àA@ ") )i Duluth Greater Minnesota state highway interregional ?ªA@ Cloquet !( ") )x ?ßA@ ?}A@ 2011 Corridor Performance corridors (2,580 miles) )m Aitkin ?}A@ Wadena ") More than 2 mph above target b§¨ ") ?ÒA@ Fergus Falls B?òA@rainerd ?ÀA@ ") ") ?´A@ ?¼A@ Why this is important ?}A@ )m Within 2 mph of target ?êA@ ?¾A@ More than 2 mph below target The interregional corridor system connects the ?ØA@ Little Falls `§¨ Alexa?ÂA@ndria ") ?ÓA@ ") ?ÀA@ Mora Connector (not measured) largest regional trade centers in Minnesota with ?ÀA@ ") Sauk Centre ?¼A@ Urban IRC (not measured) ") ?äA@ each other and with neighboring states and )w St. Cloud Prince)ytonCambridge Freight route (not measured) ?ÁA@ ?ØA@ b§¨ !( ") ") Canada. Safe and efficient connections provide ?àA@ ?öA@ Other trunk highways )r MonticelloElk River )l access to markets and services and facilitate ?¼A@ ?½A@ ") ") ?ØA@ Buffalo )m ?ÒA@ Corridor break points Willmar Litchfield ") ") ") recreational travel, improving economic compet- ?ËA@ )n ") St. Michael Montevideo )n Regional Trade Centers ") Hutc?²A@hinson itiveness and quality of life. ") !( Primary ?âA@ ?¨A@ ?©A@ +¢ +¢") ") Glencoe )p Secondary The IRC system consists of Greater Minnesota’s Redwood Falls ?¾A@ ?ÕA@ Red Wing ") ") ") Marshall ?¸A@ Northfield Shopping most heavily traveled roads. Although the IRC ") ?¸A@ ?»A@ ?¸A@ ") ?ãA@ ?²A@ St. Peter ?ÛA@ )x ?¼A@ )r New Ulm )y Faribault )t )s ") ") ?ºA@") system accounts for only 2 percent of all the )o Mankato ?ÜA@ )w ") Waseca`§¨Owatonna ?óA@ ") ?ÚA@ Rochester Winona roadway miles in the state, it carries about 30 )o ") ?ÍA@ ?çA@ ") ?ÃA@ ?¨A@ ?±A@ ){ !( )o )s percent of all statewide travel. IRCs serve as the ?ÜA@ La Crosse ?ÞA@ ?ÃA@ ?ÃA@ !( ?»A@ §¨ ?³A@ Worthington Aust?ÙA@in a backbone of the state highway system. ?ïA@ Fairmont Albert Lea ") ") ") a§¨ ") ?ÎA@ )t )p ?ÏA@ ?¿A@

Our Progress Source: MnDOT Office of Capital Programs and Performance Measures In 2011, 98 percent of the IRC system performed within 2 mph of its corridor target. Including the MnDOT Office of Capital Programs and Performance Measures 21 May 2012 improvements MnDOT plans through 2021, per- What We Are Doing formance is forecast to remain at 98 percent The IRC system was adopted in 2000. Routes corridors performing below mobility targets can through 2021. Each corridor has a target of 55, were selected to connect the major trade cen- include signal timing or elimination, intersection 60 or 65 mph average travel speed from end to ters in Minnesota. By connecting the highest- modifications, access management changes, end. Highway 210 from Motley to Aitkin (shown level centers, the IRC corridors link people with interchanges or capacity expansion. jobs, manufacturers with markets, shoppers with in red on the maps) is the only corridor that per- In 2012, MnDOT introduced the Corridor stores, and tourists with recreational activities. forms at more than 2 mph below target. Investment Management Strategy, which is an MnDOT conducted a review of the IRC system in initiative that brings MnDOT together with its 2010 and 2011, recommending some changes local, modal, and state partners to identify for adoption as part of the next 20-year investment opportunities on IRCs and other Minnesota State Highway Investment Plan important state highways. The CIMS initiative update. One of these is the inclusion of the sup- places strong emphasis on building and main- plemental freight routes (shown in blue on the taining a sustainable transportation system maps). These routes were added to provide suf- through solutions that ensure a high return-on- ficient connectivity for freight movements in investment, given constrained resources, and west-central and northwest Minnesota. complement the unique social, natural and eco- nomic features of Minnesota. Strategies Going forward, information obtained through MnDOT promotes IRC mobility though a variety CIMS outreach will be used to prioritize and of approaches, from low-cost solutions to major respond to spot mobility, safety, accessibility projects. Selective investments continue as and other issues along corridors that are meet- funding allows. Projects to improve mobility on Source: MnDOT

p. 30 Greater Minnesota IRC Mobility Greater Minnesota IRC Mobility: 2021 Projection How We Decide Decisions to invest in IRCs are guided by MnDOT districts’ expertise, policies and perfor- mance measures set forth in the Statewide Transportation Policy Plan, and the priorities set forth by MnDOT’s executive-level Transportation ?°A@ International Falls Program Investment Committee. Communities ?òA@ ") ?ÄA@ ?°A@ )r also provide input through consultation with ?åA@ Thief River Falls MnDOT district planners. ") ?¦A@ )w Grand Forks ") )x Ely Crookston ?¦A@ ") Percent of Greater Minnesota IRC ") ?ôA@ ?¦A@ ?ÝA@ miles performing within 2 mph of )i Bemidji Virginia average speed target or faster ") ") ?ÑA@ Hibbing ") ?|A@ )i ?ÉA@ )w Grand Rapids ") Target ≥95% ?æA@ )q ?ÄA@ )y Fargo Park Rapids !( ") ?|A@ ?ÝA@ Detroit Lake?ÆA@s ?îA@ ?àA@ ") )i Duluth ?ªA@ Cloquet !( 98 98 98 98* ") )x ?ßA@ ?}A@ 2021 Corridor Performance Aitkin ?}A@ )m ") Wadena More than 2 mph above target Better b§¨ ") ?ÒA@ Fergus Falls B?òA@rainerd ?ÀA@ ") ") ?´A@ ?¼A@ ?}A@ )m Within 2 mph of target

?êA@ ?¾A@ More than 2 mph below target Source: MnDOT OCPPM ?ØA@ Little Falls `§¨ Alexa?ÂA@ndria ") ?ÓA@ 2009 2010 2011 2021 ") ?ÀA@ Mora Connector (not measured) ?ÀA@ ") *Predicted performance based on the 2012-2015 STIP and Sauk Centre ?¼A@ Urban IRC (not measured) ") ?äA@ 2016-2021 HIP improvements )w St. Cloud Prince)ytonCambridge Freight route (not measured) ?ÁA@ ?ØA@ b§¨ !( ") ") ?àA@ ?öA@ Other trunk highways )r MonticelloElk River )l ?¼A@ ?½A@ ") ") ?ØA@ Buffalo )m ?ÒA@ Corridor break points Willmar Litchfield ") ") ?ËA@ )n") ") St. Michael Montevideo )n Regional Trade Centers ") Hutc?²A@hinson ") !( Primary ?âA@ ?¨A@ ?©A@ +¢ +¢") ") Glencoe )p Secondary Redwood Falls ?¾A@ ?ÕA@ Red Wing ") ") ") Marshall ?¸A@ Northfield Shopping ") ?¸A@ ?»A@ ?¸A@ ") ?ãA@ ?²A@ St. Peter ?ÛA@ )x ?¼A@ )r New Ulm )y Faribault )t )s ") ") ?ºA@") )o Mankato ?ÜA@ )w ") Waseca`§¨Owatonna ?óA@ ") ?ÚA@ Rochester Winona )o ") ?ÍA@ ?çA@ ") ?ÃA@ ?¨A@ ?±A@ ){ !( )o )s ?ÜA@ La Crosse ?ÞA@ ?ÃA@ ?ÃA@ !( ?»A@ §¨ ?³A@ Worthington Aust?ÙA@in a ?ïA@ Fairmont Albert Lea ") ") ") a§¨ ") ?ÎA@ )t )p ?ÏA@ ?¿A@

Source: MnDOT Office of Capital Programs and Performance Measures— Based on planned 2012-2015 STIP and 2016-2021 HIP improvements.

MWhatnDOT Office o fWe Capital PArerograms aDoingnd Performanc e(cont.) Measures 21 May 2012 ing overall travel time targets. Opportunities enhancements to the existing US 52/County identified through CIMS will also help MnDOT Road 68 interchange in Zumbrota. integrate a broad array of quality of life factors into its planning and programming process. Investment/Spending These factors include employment, education, With 98 percent of Greater Minnesota IRC miles and housing considerations that inform how meeting targets for travel speed, MnDOT has people use the transportation system. put minimal funds into construction projects dedicated to improving IRC travel speed. Innovation Investment guidelines for 2009–2028 prioritize The Minnesota Transportation Economic infrastructure preservation and traveler safety Development program is a joint effort of MnDOT within a balanced program. Limited remaining and the Minnesota Department of Employment funds are available for IRC mobility projects. and Economic Development to address the twin Other types of projects often benefit IRC mobili- goals of better highways and job growth. Source: MnDOT ty. For example, Highway 14 between Waseca Through the TED program, $35 million in bond and Owatonna has been upgraded from two- proceeds and $4 million in DEED grants were set Learn More lanes to a four-lane divided expressway to aside in 2010 to fund up to 70 percent of the MnDOT Office of Capital Programs and improve safety. When complete, travel time will Performance Measures transportation and other public infrastructure be shorter and motorists will no longer encoun- www.dot.state.mn.us/planning/program/ costs associated with economic development ter traffic signals and reduced speed limits in Minnesota Statewide Transportation Plan projects. Examples of projects approved for TED Waseca. 2009–2028 funds include a new interchange at US 10 and www.dot.state.mn.us/planning/stateplan County Road 34 in Perham and a series of safety

p. 31 Percentage of runway and taxiway pavements Aviation in good and poor condition

Access Good Target ≥84% Statewide

Connections 91.7 92.7 94.3 95.2 92.5 89.0 85.9 82.9 84.7 85.9 Measure Percent of Minnesota population within 30 min- ute surface drive time of an airport with a paved and lighted runway 3.0 1.8 0.9 0.5 1.1 2.1 4.0 4.5 4.9 System 5.8 Publicly owned airports (135 airports) Poor Target ≤4% Source: MnDOT Of ce of Aeronautics Why this is important 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 The statewide air transportation system serves Poor condition Good condition Minnesotans who rely on aviation for personal travel, business, recreation and delivery of goods. This system provides access to passen- Our Progress ger airlines, air charter providers, corporate air- Of the 135 publicly owned airports in ed using more advanced software and an updat- craft and package delivery services that connect Minnesota, 113 have paved and lighted run- ed methodology using the existing roadway net- Minnesota to regional, national and internation- ways. Analysis done as part of the 2012 State work, neither of which was available when the al destinations. The air transportation system Aviation System Plan found that 71 percent of analysis was conducted in 2006. The result of also supports agricultural needs in crop protec- Minnesota’s population lives within 30 minutes these changes in methodology is a more precise tion and the delivery of medical and emergency surface drive time of these airports. High levels but significantly different result from the prior services such as the Minnesota State Patrol, of access reflect sustained local government analysis. aerial fire fighters, the Civil Air Patrol and local commitments. Drive time analysis was conduct- law enforcement. A paved and lighted runway allows for a broad- er range of aircraft to use an airport, especially during periods of reduced visibility. During the What We Are Doing spring melt, or in periods of exceptionally wet Most Minnesota airports outside the Twin Cities The increase in poor pavement condition may be weather, unpaved runways may be too wet and are owned by a city, county or a locally estab- attributed to airports whose local units of gov- soft for aircraft to use. If the airport does not lished airport authority. The MnDOT Office of ernment are not eligible to receive federal fund- have at least one paved runway, it is effectively Aeronautics provides technical support and fund- ing and have limited local funds available. The closed to aircraft operations until it dries out. ing assistance to these entities to identify criti- 2010 Legislature provided special bond funds for cal short-term needs, plan long-term mainte- airport runway rehabilitation. As a result, 14 air- nance and expansion, and bring about cost- port runways across the state will be rehabilitat- "Little Airport"—Duluth effective investments that enhance the state’s ed within the next two years, resulting in a dra- economic vitality and quality of life. matic decrease in the number of runways in poor condition. MnDOT also tracks the quality of Minnesota’s air transportation system by measuring pavement Strategies condition at public airports. Minnesota airports To support aviation in Minnesota, MnDOT: have met the target for the percentage of airport pavements in good or better condition (greater • Provides State Airport Fund grants-in-aid than 84 percent) for the past two years, follow- for maintenance and improvements ing just one year where the target was not met • Facilitates applications for and receipt of (2009). In 2011, the percent of airport pavements federal Airport Improvement Program in good or better condition was 85.9 percent. grants However, since year 2009, the target for the per- • Monitors runway pavement condition and centage of airport pavements in poor or worse encourages timely investment to maintain condition (less than 4 percent) has not been met. pavements For 2011, the percentage of airport pavements in • Performs safety inspections and pilot safety poor condition is 5.8 percent, exceeding the training threshold by the largest margin since any time in Source: MnDOT the last 10 years. p. 32 Population within 30 minutes of an airport with a paved and lighted runway How We Decide An airport project is initiated at the local govern- Canada Pinecreek ? ? Warroad ment level since they own the facility and must ? ? Hallock ? ? provide a local funding share. Projects at air- Roseau ? ? Karlstad International Falls . ports included in the National Plan of Integrated ? Baudette ? " ? Stephen Airport Systems qualify for federal funding up to ? ? Grygla Littlefork Warren ? ? 90 percent of eligible cost. To be eligible for ? Waskish ? " Big Falls Orr state funding, a project must be part of the "? Thief River Falls ? Crookston Northome Grand Marais ? ? ? Cook Tower ? state’s Capital Improvement Program, which is ? Red Lake Falls ? ? ? Ely ? Bigfork used to develop and preserve publicly owned Fertile Fosston ? Bagley Bowstring ? ? ? ? " Bemidji Hibbing airports in Minnesota. Each year, more projects ? ? Ada " Eveleth Silver Bay ? ? Grand Rapids are listed in the CIP than can be funded. Priority Mahnomen Walker ? ? ? ? Remer Two Harbors for state funding is given to projects that ? ? ? Hawley Park Rapids ? " ? Duluth enhance safety or preserve the existing state ? ? Detroit Lakes ? Backus Hill City ? ? Longville " Moorhead ? airport system. ? ? Perham Pine River McGregor ? ?? ? Cloquet Pelican Rapids Aitkin ? Duluth Sky Harbor Wadena ? ? Staples Brainerd Moose Lake Fergus Falls ? North Henning ? ? " ? ? ? ?Legend Case Study: Duluth East Gull Lake Dakota IND #7 Population to a ? Cla?rissa Paved and Lighted Runway Elbow Lake The Duluth Airport Authority owns and operates ? Little Falls Alexandria ? Mora Key Airports with Airline Wheaton ? ? ? " two airports in the city of Duluth, Minn. The “big ? ? Herman Long Prairie Milaca Service (8) ? ? ? Glenwood ? Rush City Morris Sauk Centre ? ! ? Key Airports (22) airport” (Duluth International Airport or DLH) ? ? Princeton ? Brooten ? Starbuck ? St. Cloud ? ? ! ? Intermediate Airports (83) hosts three airlines and is home to the 148th Ortonville Benson Cambridge ! ? Landing Strip Airports (22) ? ? Paynesville ? Appleton Forest Lake Fighter Wing of the Minnesota Air National ? ? Maple Lake ? ? ? Buffalo Anoka ? Out of State Airports with Litchfield " South ? ? ? ? Airline Service Guard. Companies with manufacturing facilities Madison Murdock ? Dakota ? Lake Elmo ? ? ? Willmar Winsted ? Out of State Airports "? Montevideo ? Crystal ? St. Paul Hutchinson ? ? at the airport include Cirrus Design—manufac- Canby Granite Falls Olivia ? " ? S. St. Paul " ? 30 Minute Surface Travel ? ? Hector ? (! ? ? ? ? Minneapolis - Time to a Paved and Lighted turer of personal aircraft with a built-in para- Flying Cloud St. Paul Runway Redwood Falls Glencoe ? Airlake Marshall ? ? chute recovery system, and Northstar Le Sueur ? ? Red Wing ? Tyler New Ulm Faribault Aerospace—creators of precision machined air- ? Tracy ? Wisconsin ? Springfield Mankato ? ? ? ? ? craft components, including seats, gears and Sleepy Eye Owatonna Winona Pipestone Slayton ? ? ? ? ? St. James ? Windom ? Waseca ? Rochester ? helicopter transmissions. Monaco Air advertises ? Dodge Center " Rushford "? ?  Wells a “quick stop” of less than 30 minutes for fuel- Luverne Worthington Jackson Fairmont ? Albert Lea Preston ? ? ? ? ? ? Caledonia "? ? Austin ? ing and customs inspection services for flights ? Blue Earth ? ? ? ? arriving in the U.S. Lake Superior College pro- ? ? ? ? Source: MnDOT Office of Aeronautics Iowa ? ? ? ? vides pilot training and aircraft fire-fighting "? ? courses. Seaplanes use the little airport and What We Are Doing (cont.) offer “flightseeing rides” or trips to remote fish- Innovation include collections related to passenger tickets, ing lodges. passenger flight segments, international arriv- The State Aviation System Plan is a comprehen- als/departures, cargo waybills, aviation fuels sive 20-year plan guiding the maintenance and and frequent flyer mile awards from non-airline development of airports and aviation systems in sources like credit cards. State funding sources Minnesota. For the first time, a capital invest- include the Airline Flight Property Tax, the ment plan will be included in the 2012 SASP to Aviation Fuel Tax and aircraft registration fees. provide further information about how the Congress and the Minnesota Legislature appro- state’s limited financial resources will be spent. priate funds that are delivered through grants to The completed plan will be web based and individual airports to develop, maintain and include an online toolbox which will display air- operate facilities. Local airports also receive port specific information (e.g., runway lengths, funding from surrounding municipalities. Total navigation systems, operation forecasts and federal and state funding to Minnesota airports project needs) for each airport. These tools will is illustrated in the chart below. During the last Source: Cirrus Aviation be available to the communities that own air- six years, 83 percent of this money was from the ports and the public. A geographic information Federal Aviation Administration. Learn more systems tool is being developed and will be MnDOT Office of Aeronautics available to MnDOT for use in scenario planning [email protected] and performance measure reporting and moni- State and federal grants to publicly Kathy Vesely– [email protected] toring. owned airports in Minnesota ($ millions) 2012 Minnesota Aviation System Plan www.dot.state.mn.us/aero/avoffice/planning/sasp. 96.0 Investment/Spending 85.8 htm 81.5 66.1 Funding for local aviation in Minnesota is 63.2 Federal Aviation Administration

derived from federal, state and local taxes and Source: MnDOT www.faa.gov 2007 2011 fees on system users. Federal funding sources Metropolitan Airports Commission www.mspairport.com/mac

p. 33 Percent of congested urban freeway miles in the Twin Cities Congestion Twin Cities Mobility 18.1 20.8 19.7 19.2 18.3 20.9 17.3 18.2 21.5 21.0 Measure Better Percent of congested urban freeway miles in the Twin City metropolitan area Source: MnDOT Congestion Report System 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Twin Cities urban freeways (379 miles) Our Progress Why this is important MnDOT defines congestion on the Twin Cities freeway were congested for more than two Congestion plays a major role in the daily lives freeway system as traffic flowing below 45 mph hours in 2011, down from 27.5 in 2010. In the of people in the Twin Cities area. Managing for any length of time in weekday peak periods afternoon, urban miles congested for more than congestion improves quality of life, safety and – from 5 a.m. to 10 a.m. and from 2 p.m. to 7 two hours decreased from 54.5 in 2010 to 47 in air quality. Approximately half of roadway travel p.m. 2011. in the state occurs on the 12 percent of roadway In 2011, the Twin Cities freeways saw a slight Performance data for individual corridors helps miles in MnDOT’s Metro District. The region’s drop in congestion, from 21.5 percent in 2010 to MnDOT analyze the relative severity of conges- congestion delay compared to other major met- 21 percent in 2011. This represents a decrease tion and evaluate cost-effective options for ropolitan areas can affect economic competi- from 326 to 319 of 1,516 peak directional miles. improvement. The maps on the next page show tiveness. Given finite resources and the growth This improvement was due in part to the com- congestion by corridor. The bar chart titled AM in the region’s population, MnDOT's goals are to pletion of the Crosstown project at I-35W and Peak Hour Throughput shows that up to 30 per- slow the growth of congestion while providing Highway 62. MnDOT expects congestion to cent of travelers are moved by express transit on uncongested alternatives using MnPASS increase as eco­nomic activity grows in the next four major sample corridors. Person through- Express Lanes and rapid transit. few years. put—the number of people moved on individual corridors —is one “mode-neutral” measure used The duration of congestion also decreased to compare the benefits of highway and express slightly. In the a.m. peak period, 26 miles of transit improvement alternatives. What We Are Doing In 2010, MnDOT completed an update to its • High return on investment improve- • Strategic expansion—In some locations, Metro District 20-year Highway Investment Plan. ments—These projects improve traffic flow new general purpose lanes may be needed This coincided with the updated Metropolitan by relieving bottlenecks on freeways and to provide lane continuity or to complete an Council Transportation Policy Plan. Due to con- arterials, improving geometric design and unfinished segment of the highway system. strained funding, both plans mark a shift away addressing safety hazards. Some enhance An example is the extension of Highway 610 from relying heavily on major capacity expansion capacity by adding short auxiliary lanes, and in Maple Grove. projects towards more cost-efficient strategies. others focus on system management. In They address a greater number of problem areas some cases, flexible design principles are Investment/Spending region–wide and increase reliance on innova- used to optimize the use of available pave- MnDOT’s Metro District has identified $198 mil- tion, technology and multi-modal options. While ment and right of way. To preserve arterial lion in investments dedicated to mobility it is not realistic to eliminate congestion, it can performance, MnDOT and its local partners improvements for the 2012-2015 State and should be mitigated to the fullest extent are using strategies such as access manage- Transportation Improvement Program. Several possible. ment and improving signal coordination on projects ongoing or scheduled for 2012-2015 major expressway routes. that will improve mobility are listed in the table Strategies below. • Priced managed lanes—MnDOT operates Strategies identified in the 20-year Highway two MnPASS Express Lanes on I-394 and Investment Plan include: Cost I-35W. They provide a congestion-free travel Project Estimate • Active traffic management—MnDOT cur- option for those driving alone who are will- Interchange at I-494 and rently uses an advanced system of cameras, $170 M ing to pay, those who ride express transit, or Hwy 169 loop detectors, ramp meters, FIRST incident who are in carpools. They can move people Hwy 36 St. Croix River response trucks, changeable message signs more reliably, reduce peak travel demand, Crossing $574-690 M and other traveler information systems. improve the flow of traffic in adjacent free I-35E bridge reconstruction Benefits include increases in average lanes, and enable greater speed and reliabil- at Cayuga St $190 M throughput, capacity and reliability, and ity for transit. MnDOT and the Metropolitan I-694/Hwy 51/Hwy 10 decreases in incidents and travel time. Council plan to add lanes to the MnPASS interchange lane addition $55 M Newer ATM tools to be deployed include system in the Twin Cities metro area. Source: MnDOT OCPPM dynamic signing and re-routing, dynamic shoulder lanes and variable speed limits. p. 34 How We Decide For Comparison Using a travel time index (the ratio of peak to free- Decisions involving day-to-day management of Investment Plan. These plans direct projects that flow travel time), the Twin Cities area is the 7th area highways, such as incident clearance and go into MnDOT's annual four-year construction most congested of 32 metropolitan areas of similar timing of traffic signals are guided by MnDOT's program. size (16th of 101 overall), according to the 2011 Metro District, including its Regional Projects to improve mobility are balanced with Texas Transportation Institute Urban Mobility Report Transportation Management Center in Roseville projects to improve safety or preserve bridges and (data are from 2010). that works with counties and cities. pavement. 2010 AM peak hour throughput, Long-term decisions on how to address congestion persons per hour 11,984 Actual project decisions are affected by changing 11,702 in the Twin Cities are made through a complex, factors such as revenues, costs and community 3,685 collaborative process. MnDOT's Metro District 3,496 input. Corridor measurements of travel speed, develops alternatives and plans and makes deci- 7,267 7,695 congestion, throughput and crashes help identify 1,201 sions in partnership with the Metropolitan 1,937 needs and design options but do not alone deter- Council, cities, counties, and regional and county 8,206 8,299 mine which projects are built. Specific designs for 6,494 transit authorities. Public input is sought for both 5,330 highways or transit facilities are shaped by Better the Metropolitan Council’s Transportation Policy

MnDOT planners and engineers and contracted Source: MnDOT Metro District Plan and MnDOT's Metro District Highway engineering firms. SB I-94 WB I-94 EB I-394 NB I-35W at Lowry at Mounds at Penn at Lake 2011 Metro Freeway Congestion—Estimated speed less than 45 mph Vehicle Transit 35 2010 PM peak hour throughput, persons per hour 11,944

8,961 3,665 10 7,370 35W 2,029 6,711 94 1,257 1,850 35E 8,329 6,932 6,113 610 4,861 Better Source: MnDOT Metro District NB I-94 EB I-94 WB I-394 SB I-35W 94 at Lowry at Mounds at Penn at Lake 694 Vehicle Transit 494 169 35W High Return On 100 36 94 694 Investment Example The Interstate 494 and Highway 169 interchange 280 35E project used a performance-based approach to 94 94 394 include just six ramps instead of the eight usually 100 required (minimal traffic from the west). The project 169 35W also reduces the number of stoplights required. This 494 62 approach saved $35 million while reducing conges- 52 494 5 tion and satisfying the need. This cost savings over the traditional standards-based approach will be 494 used to pay for other projects. 212 61 Learn More 35W 77 MnDOT Metropolitan Freeway System 2011 169 35E Congestion Report www.dot.state.mn.us/congestionreport/ CongestionReport2011.pdf Legend MnDOT Metro District 20-year Highway Investment Plan 2011-2030 No Recurring Congestion www.dot.state.mn.us/planning/stateplan/downloadin- Less than 1 hour vestmentplan.html 1-2 hours 52 MnDOT real-time traffic information 2-3 hours www.dot.state.mn.us/tmc/trafficinfo/traffic.html 3-4 hours 35 Metropolitan Council Transportation Policy 4-5 hours Plan 5-6 hours www.metrocouncil.org/planning/transportation/ 6-7 hours TPP/2010/index.htm More than 7 hours Texas Transportation Inst. Mobility Report Source: MnDOT Congestion Report http://mobility.tamu.edu/ums/

p. 35 Average clearance time for Twin Cities urban freeway incidents Incident (minutes, 3-year average) Clearance Twin Cities Mobility Target ≤ 35 minutes Measure 36.3 37.3 38.0 38.8 38.8 37.3 37.1 37.7 35.3 33.0 Clearance time for urban freeway incidents Better System

Twin Cities urban freeways (400 miles) Source: MnDOT RTMC 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Why this is important Incidents are a major source of non-recurring congestion. As a rule of thumb, four minutes of congestion results from each minute one traffic lane is blocked by an incident. Among the objec- tives in the Metro District Highway Investment Plan is an increase in travel time reliability. Clearing incidents from the freeway system quickly helps reduce congestion and secondary crashes. The Freeway Incident Response Safety Team (FIRST) program has a benefit-cost ratio of about 16 to 1 based on reduced delay, crashes, fuel consumption and emissions. Our Progress Average incident clearance time in 2011, based on a three-year average, was 33 minutes. This was faster than the 35-minute target and was the best time in 10 years. Source: MnDOT Cameras allow the RTMC to moni- tor traffic in real time. Source: MnDOT What We Are Doing MnDOT works with the Minnesota State Patrol, Strategies local police, towing companies and other emer- gency responders to improve speedy clearance MnDOT’s Metro District 20-year Highway of incidents from freeways. MnDOT and the Investment Plan and the updated Metropolitan State Patrol have signed an “Open Roads Policy” Council Transportation Policy Plan both empha- agreeing to expedite the removal of vehicles, size management strategies to optimize the use cargo and debris from state highways to more of existing lanes. As facilities accommodate quickly restore traffic flow following a crash or more traffic within existing capacity, operations incident. MnDOT is able to respond to more inci- such as incident clearance will become more dents because FIRST coverage has approximate- important to ensure reliable travel. Other reli- ly doubled since the program began. ability strategies include providing MnPASS high-occupancy/toll lanes as a congestion-free In 2010, the Minnesota Legislature passed a alternative on freeways, and coordinating sig- “quick clearance” law that allows MnDOT and nals and limiting access points to reduce traffic the State Patrol to remove obstructions from flow disruptions on arterials. roads without waiting for the owners to do so. This applies to vehicles involved in crashes or Strategies to improve freeway incident clear- spilled loads that block the road or aggravate an ance time include: emergency. • Expanding FIRST coverage on Highway 10, I-35W and I-35E when funding becomes available Source: MnDOT

p. 36 How We Decide MnDOT Metro District's Freeway Management MnDOT Active Traffic Management System team and maintenance staff, along with the

Coordinated Signals State Patrol, are located at the Regional Coordinated, ATMS Transportation Management Center in Roseville. in place or funded by 2011 Coordinated, ATMS Planned They monitor 400 miles of the Twin Cities urban not funded, not programmed ")65 freeway system with cameras and vehicle loop Freeway Management System Freeway Management System Planned ANOKA ¦¨§35 detectors buried in the roadways. When an inci- not funded, not programmed ")97 ¤£10 dent is identified, RTMC personnel communicate MnDOT Trunk Highway System ")101 with MnDOT field personnel and other emergen- (!14 ")242 ¦¨§35E ¤£10 cy responders to decide the best method for ¦¨§94 ¦¨§35W ¤£61 responding to and clearing the incident. FIRST ")610 ")95 ¤£169 drivers work closely with troopers and mainte- 69 nance to secure the scene, control traffic, and ")55 ¦¨§94 694 ¦¨§494 ¦¨§ clear blocked lanes. ")36 ¤£12 ")100 RAMSEY WASHINGTON HENNEPIN 4 ")280 ¦¨§394 ¦¨§694 ¦¨§94 ¦¨§35W ")55 ")7 ")62

")5 ¤£52 ")95 ¤£61 ")77 CARVER ¤£169 ¦¨§35E

")13 ¤£212

")55

DAKOTA 52 ¤£ ")316 ¤£169 ¦¨§35 SCOTT ")50

")21 ")13 ")3

Source: MnDOT RTMC

Source: MnDOT

What We Are Doing (cont.) For Comparison • Improving on-site efficiency with use of program at the Regional Transportation The Twin Cities ranks first of 32 metropolitan automated crash forms by the State Patrol Management Center. MnDOT’s supporting activi- areas of similar size (10th of 101 overall) in the and computer-aided State Patrol dispatch- ties include maintenance crews and equipment amount of delay avoided because of operational ing on laptops in FIRST trucks that help clear major incidents, freeway system treatments, according to the 2011 Texas • Conducting Emergency Responder Safety design and repair, cameras, dynamic message Transportation Institute Urban Mobility Report training that emphasizes keeping traffic signs, and traveler information. Additional 2010 data. Operational treatments included are moving while safely securing the scene; resources are committed by the State Patrol, incident management, ramp metering, signal following guidelines developed with vari- local fire and rescue squads, local law enforce- coordination, access management, and HOV ous partners ment, EMS/ambulance services and tow-truck lanes. • Working with external partners, including operators. The following chart displays FIRST towing associations on quick clearance, the program expenditures from 2006 to 2011. State Patrol on Open Roads Policy and FHWA on meeting the National Unified Learn More Goal for Traffic Incident Management FIRST program spending: $million MnDOT Regional Transportation Management Center (RTMC) Strategies such as lane control signals and [email protected] dynamic message signs help warn motorists and www.dot.state.mn.us/rtmc/index.html 1.60 1.56 1.61 manage traffic until clearance personnel arrive. 1.46 1.49 MnDOT real-time traffic information 1.07 www.511mn.org Investment/Spending Federal Highway Administration

Incident management extends beyond the FIRST Source: MnDOT Congestion Reduction Toolbox 2006 2011 www.fhwa.dot.gov/congestion/toolbox/service.htm.

p. 37 Annual rail and express transit ridership (in millions) 23.9 24.0 24.4 22.7 Metro Area 21.5 20.3 0.71 0.70 0.08 Northstar Commuter Rail Transit 13.7 12.7 12.8 13.3 12.4 Express Bus 11.3 Twin Cities Mobility Light Rail

Better Transit Measure Annual rail and express transit ridership in the 10.5 10.4 9.1 10.2 9.9 Twin Cities metropolitan area: includes express 9.0

buses (all providers), light rail transit and com- Source: Metropolitan Council muter rail 2006 2007 2008 2009 2010 2011 System Annual Twin Cities Metro transit ridership all providers/all modes (in millions) Includes transitways and supporting infrastruc- ture within the Twin Cities metro area transit system. Transitways are corridors where a dedi- Metropolitan Council Goal cated running way or other feature enables transit to move more quickly or reliably than personal vehicles. They include light rail transit, 73 67 81 87 89 96 89 91 94 bus rapid transit, commuter rail, and express buses with transit advantages. Express bus ser- Better vices provide a premium over regular-route bus service in travel time or ride quality. Source: Metropolitan Council Transit features on highways that serve express 2003 2004 2005 2006 2007 2008 2009 2010 2011 transit include: 296 miles of bus-only shoulders, 12 miles of bus-only lanes on city streets, 7 Our Progress What We Are Doing miles of exclusive busways, 51 miles of HOV/ Ridership on rail and express transit was 24.4 Metropolitan Council—The Council's 2030 HOT lanes, and 94 ramp meter bypasses. million trips in 2011, an increase of almost 20 Transportation Policy Plan outlines strategies to Supporting infrastructure for express transit percent from 2006. Most of the increase is increase transit ridership in the Twin Cities, includes 110 park-and-ride lots with more than explained by the rising use of express bus and including developing a regional transitway sys- 29,000 spaces and 32 Transit Centers with LRT service. The rest of the increase reflects rid- tem. The Met Council has primary responsibility improved transfer facilities and waiting condi- ership on the Northstar Commuter Rail Line. Rail for planning transitways. It also oversees Metro tions. and express transit constituted 26 percent of all Transit which operates the largest fleet of Why this is important transit trips in 2011. express buses, the sole LRT line and the sole commuter rail line. The Met Council uses engi- Transit connects people to jobs, family, schools, Counting all forms of public transit, including neering, enforcement, education and emergency shopping, health care centers, sports and cultur- regular route and dial-a-ride buses, 2011 rider- trauma systems to accomplish its goals. al events. Transit is an alternative to driving ship in the metro area totaled 94 million trips. that can reduce congestion, fuel consumption This represents a slow but sustained rebound Minnesota Department of Transportation— and greenhouse emissions. Rail and express from the 2009 decline produced by the reces- MnDOT contributes to transitways by providing transit offers more reliable trips over longer dis- sion. Total transit ridership has exceeded transit advantages on state highway corridors. tances during peak commute hours than regular Metropolitan Council targets every year since Transit advantages enable express buses to transit. 2005. The council’s goal is to double 2003 rider- move more people faster along existing corridors ship by the year 2030. by bypassing peak-hour congestion. MnDOT also assists the Met Council and county transit For Comparison In 2011, the Central Corridor LRT project ended authorities in planning, designing, financing and the year on schedule with 45 percent of heavy According to the Office of the Legislative constructing light rail and commuter rail lines. construction completed. The line is anticipated Auditor, in 2008 Metro Transit ranked fourth to open for service in 2014. Counties Transit Improvement Board—CTIB among 11 national peer agencies for having the is a joint powers agreement among Anoka, lowest cost per passenger. Metro Transit also In 2011, the Southwest Light Rail Transit Dakota, Hennepin, Ramsey and Washington had the second highest fare recovery percent- achieved an important milestone when it counties. It receives and distributes a one-quar- age, with 31 percent of its operating expenses received permission from the Federal Transit ter percent transit sales tax for the develop- covered by fare revenue. Administration to enter into preliminary engi- ment, construction and operation of transitways neering. This line will stretch approximately 15 serving the five-county area. CTIB has commit- miles from downtown Minneapolis to Eden ted 30 percent of the funding to construct the Prairie, with projected ridership of nearly 30,000 Central Corridor LRT line. It also committed average weekday riders by 2030.

p. 38 Metro area transit systems How We Decide Expansion and improvements of express bus transit advantages on highways have traditional- ly been made through a process guided by Team Transit, consisting of transit planners and engi- neers from the MnDOT Metro District, Met Council/Metro Transit, and other providers in the region. MnDOT examines each potential project for maximum impact on ridership and conges- tion. Roles in light rail and commuter rail develop- ment vary by project. On the Hiawatha LRT Line, Hennepin County led initial planning, MnDOT provided design and construction services, and the Met Council administered financing and now operates the line. For the Central Corridor, Ramsey County led initial planning. The Met Council was the lead agency during design and construction, and will operate the line. MnDOT provides assistance with construction, property acquisition, utilities and environmental preserva- tion.

Source: Metropolitan Council

What We Are Doing (cont.) operating funds for the Hiawatha LRT line, Sustainability Northstar and the I-35W and Cedar Avenue BRT MnDOT is a pioneer in the use of bus shoulders, lines. which have environmental and fiscal benefits. Strategies They increase the productivity of existing high- way rights of way by moving more people faster The map above displays the current and planned and reducing fuel use and emissions caused by Twin Cities area transitways system. The Central idling in congestion. Today, the 296-mile system Corridor LRT line is under construction and the is the nation’s largest. More than 130 express Southwest Corridor LRT line has applied to enter bus routes use bus-only shoulders, typically sav- preliminary engineering. In the East Metro, the ing Twin Cities riders 5 to 15 minutes per trip. Met Council and CTIB are funding an express bus demonstration on the Rush Line corridor Investment/Spending between St. Paul and Forest Lake. Other transit- Capital investment in transit infrastructure var- ways being explored are the Red Rock corridor ies widely from year to year depending on proj- to Hastings, Highway 65 into Anoka County, and ects under construction. The largest source of I-94 from St. Paul to the St. Croix River. funding for the construction of rail projects is Source: MnDOT Many strategies to expand rail and express tran- generally the Federal Transit Administration. sit ridership have already been described. Chief Other major sources are the CTIB, state general Learn More among them is the expansion of system cover- funds and local governments. Additional part- MnDOT Metro District – age and frequency, and the construction and ners have been the Metropolitan Airports www.dot.state.mn.us/metro maintenance of park-and-ride facilities through- Commission on the Hiawatha LRT Line and the Bryan Dodds, Metro District Transit Director out the region. [email protected] Minnesota Twins on Northstar. Metropolitan Council/Metro Transit MnDOT helps make rail and express transit Major expenditures in 2011 included: www.metrotransit.org more competitive by building and maintaining • Metropolitan Council: $ 302.7 million in 2030 Transportation Policy Plan— the bus shoulder system; providing ramp meter capital investment, $379.4 million in oper- www.metrocouncil.org/planning/transportation/ TPP/2010/index.htm bypasses for buses; planning and constructing ating expenditures special highway lanes such as MnPASS; and • CTIB: $151.1 million in capital and operat- Counties Transit Improvement Board www.mnrides.org/ contributing to Bus Rapid Transit projects such ing grants Urban Partnership Agreement Project as those on I-35W and TH77/Cedar Avenue. • MnDOT: $7.2 million www.dot.state.mn.us/upa

p. 39 Greater Minnesota bus service hours (millions) Target: Bus Service 1.9 in 2015 Target: Hours 1.6 in 2012 Greater Minnesota Metropolitan and

Regional Mobility 0.93 0.95 1.04 1.01 1.03 1.07 1.08 1.08 1.10 1.06 Better Measure

Greater Minnesota public transportation bus Source: MnDOT Transit Of ce service hours. A bus service hour (revenue hour) 2005 2006 2007 2008 2009 2010 2011 2012 2015 2025 measures the time that a vehicle is available to Projected the general public with the expectation of carry- Our Progress ing passengers. Other than a small spike in 2007, Greater Minnesota Greater Minnesota transit ridership (boardings) has bus service hours have slowly trended upward since increased 20 percent since 2006, but most of that System 2005. Service hours are projected to eventually flat- growth occurred between 2006 and 2008. In the last 58 public transit systems serving 78 out of 80 ten as inflation outpaces the combined total of fed- three years this measure has seen only very modest Greater Minnesota Counties (as of 2011). eral, state and local funding sources for transit. increases. Because transit need is projected to increase, the Why this is important result will be a widening gap between need and the Greater Minnesota transit boardings Greater Minnesota public transportation sys- level of service provided. (millions) tems provide thousands of people with access MnDOT calculates transit need using annual service 11.5 to jobs, education, health care, shopping and 11.3 11.0 11.2 recreation. These systems also enhance the hour per capita target rates that vary with popula- 10.4 9.6 mobility of the elderly and persons with disabili- tion density. The target rate for large urban centers

ties in communities across the state. (Duluth, Rochester and St. Cloud) is between 1.5 Source: MnDOT Transit Of ce and 1.75 hours; the target rate for rural and small 2006 2011 Bus service hours are used to track the level of urban areas is between 0.5 and 0.75 hours. transit service provided in Greater Minnesota. Bus service hours also are used to calculate the service level necessary to meet transit need. To What We Are Doing meet the transit service targets identified by the Greater Minnesota's 58 public transit systems are Second, provide resources to start new transit ser- Legislature, the Greater Minnesota Transit operated by local governments and non-profits. vices in areas without public transit. Investment Plan estimates that 1.6 million ser- MnDOT manages state and federal transit assis- Third, support the expansion of core service fre- vice hours will be needed in 2015 and 1.9 mil- tance programs, directs planning and research, and quencies and the weekday/weekend service hours lion service hours in 2025. provides technical assistance. of existing transit providers. Strategies Sustainability The most effective way to grow the number of bus St. Peter Transit, serving the cities of Kasota and service hours in Greater Minnesota is to maintain St. Peter, increased its ridership by 73 percent from and expand the statewide public transit network. 2006 to 2010. A big portion of this increase came The Greater Minnesota Transit Plan 2010 – 2030 from forging an agreement with Gustavus Adolphus delineates three strategies to achieve this goal College to transport its students. (Policy 1, pg 7-2). Arrangements like this produce efficient transporta- First, prioritize financial assistance to public transit tion while forming a foundation for sustainable services that meet performance targets. MnDOT lifestyles for young adults. recommends that local transit systems establish performance objectives for every kind of service, Innovation such as: The Hubbard County Heartland Express developed a • Fixed routes in larger cities like Duluth and St. cooperative agreement with Paul Bunyan Transit, Cloud serving the city of Bemidji and Beltrami County, to • Demand-response routes have the buses from both systems dispatched from • Deviated routes. Paul Bunyan’s operations center. This resulted in Local operators with service segments that do not safer operation for Hubbard County Heartland meet local objectives are encouraged to reassign Express, where drivers formerly had to pull over to service to other segments that are more productive. receive calls for rides on their cell phones and jot Source: MnDOT

p. 40 Percent of transit need met in Minnesota counties: 2011 How We Decide Each year the transit systems submit transit grant applications to the Office of Transit for Kittson Roseau funding consideration. The application for funds Lake of the Woods includes a service plan that describes the hours Marshall Koochiching of service, the routes or areas served, the num- Pennington ber of buses and the frequency and span of ser- Red Lake Beltrami Cook vice. Clearwater Polk Lake St. Louis According to the Greater Minnesota Transit Itasca Mahnomen Investment Plan, the first priority is to preserve Norman Hubbard existing systems. To qualify for preservation, a

Cass system must demonstrate local fiscal capacity Clay Becker This map shows the percent- and meet performance standards as measured Wadena Aitkin Carlton age of transit need met in through an annual, three-step system review Wilkin Crow Wing Greater Minnesota counties. Otter Tail process. There are relatively high lev- Mille Lacs Pine els of service in the arrow- Step 1: Conduct system-level performance Todd Morrison Grant Douglas head, north-central and reviews based on peer groups. Reviews use Benton Kanabec Legend Chisago the following measures: >75% southwestern parts of the Traverse Stevens Pope Stearns Sherburne Isanti state. Counties with the larg- Big Stone 51% - 75% • Cost per passenger est service gaps are concen- Swift Wright 26% - 50% • Cost per service hour Kandiyohi Meeker 1% - 25% trated north and south of the • Passengers per service hour Chippewa Lac qui 0% Twin Cities Metropolitan Parle McLeod • System revenue to total operating cost Renville Area. As of 2011, Wilkin and Yellow Medicine ratio Sibley Waseca counties did not • Service hours per capita Le Sueur Goodhue Lyon Redwood Nicollet have transit service. • Service frequency based on regional trade Lincoln Rice Wabasha Brown Waseca center level Pipe- Blue Earth Murray Cotton- Steele Dodge Olmsted Winona stone wood Watonwan Houston Rock Nobles Jackson Martin Faribault Freeborn Mower Fillmore Step 2: Check compliance with state and federal reporting requirements. Source: MnDOT Office of Transit Step 3: Conduct follow-up operational analysis. If a system fails on either of the first What We Are Doing (cont.) two steps, MnDOT requires a follow-up analysis down the addresses of future stops. Now a dis- Transit Administration’s formula for distributing to identify causes of poor performance. MnDOT patcher in Bemidji receives the ride request and transit dollars to each state. Local contributions works with systems to improve performance. transmits the rider’s name and address to a small come primarily from passenger fares, contracts for screen on a mobile data terminal in the Heartland services and property taxes. Express bus. As a result of the more efficient opera- Spending on Greater Minnesota transit operations tion, Heartland Express increased ridership by 17 increased fairly quickly from 2006 to 2008 due to percent from 2010 to 2011 without its buses driving increasing investments of federal and local funds. significantly more miles, and also has expanded the An increase in transit’s share of the MVST largely radius of regular city service outside Park Rapids by offset reductions in the state general fund to drive two miles. small overall increases in spending on operations Investment/Spending from 2008 to 2010. Public transportation programs in Minnesota are Greater Minnesota transit funded through a federal-state-local partnership. operating expenditures When state and federal funds are adequate, local (in millions) Source: MnDOT sources pay a minimum share of the total operating 58.5 55.7 55.3 costs, either 15 or 20 percent, depending on the 50.8 46.4 type of service provided. When state and federal Learn More funds are not sufficient to fund service at the 80 MnDOT Office of Transit www.dot.state.mn.us/transit and 85 percent targets, local systems have the Mike Schadauer—[email protected] option to make up the difference. Greater Minnesota Transit Investment Plan and other reports State funding of Greater Minnesota transit comes Source: MnDOT www.dot.state.mn.us/transit/reports/investment- from General Fund appropriations and the Motor 2006 2007 2008 2009 2010 plan/index.html Vehicle Sales Tax. Greater Minnesota transit’s share Local Share State General Fund Federal Transit Administration Grant of MVST revenue is 4 percent. Federal funding for MVST Federal Share Program Greater Minnesota transit is set by the Federal www.fta.dot.gov/grants.html p. 41 ADA curb ramp compliance: 2011-12 Total curb ramps # Completely # Compliant slope District Access inventoried compliant and landing 1 - Duluth 1,698 4 11 Community 2 - Bemidji 806 70 190 Development & 3 - Baxter 1,754 141 217 4 – Detroit Lakes 1,308 49 151 Transportation 6 - Rochester 2,587 179 920 Measure 7 - Mankato 601 17 71 Percent of signalized intersections with accessi- 8 - Willmar 1,798 60 229 ble pedestrian signals (APS) installed. Metro* 2,412 419 602 Percent of Greater Minnesota curb ramps that Total 7,878 1,201 3,844 comply with the Americans with Disabilities Source: MnDOT Office of Policy Analysis, Research and Innovation * Metro District has completed approximately 25% of its inventory. Act. System ADA applies to all public rights of way, facili- ties, buildings, meetings, hearings and docu- ments. The APS measure applies to 1,179 state highway intersections. The curb ramp measure applies to all curb ramps at state highway inter- sections. Why this is important The goals of MnDOT’s ADA strategic initiative are to ensure that: • Minnesota transportation systems are

accessible to all users, including people Source: MnDOT with disabilities • MnDOT’s facilities, activities and programs are accessible to all Percent of intersections with accessible • Minnesota complies with national ADA pedestrian signals installed What We Are Doing MnDOT’s ADA Transition Plan prioritizing depart- laws prohibiting state and local govern- mental policies and infrastructure improvements ment agencies from discriminating based was published in April 2010 and will be updated on disability again in 2012. ADA is one of 12 flagship initia- • MnDOT builds public trust with users of 27% tives in the department’s strategic plan. Internal accessible public services 21% and external advisory groups were consulted in 16% 10% the development of the transition plan, and con-

Our Progress Better tinue to guide efforts to make the transportation The 52 APS installations in the 2011 construc- system accessible. One of MnDOT’s responses tion season brought the system total to 246 of Source: MnDOT to the disability community’s recommendations 2009 2010 2011 2012 1,179 locations where APS is required in state Actual Planned has been to adopt the national Public Right of highway intersections. The construction program Way Accessibility Guidelines as a basis for for 2012 includes an additional 75 intersections. updates to facility design standards and policies. MnDOT’s target is that all state highway inter- MnDOT has dedicated additional staff to ensure sections with pedestrian push buttons will have that construction projects are designed for prop- APS by 2030. Based on normal signal replace- er accessibility, to manage the ADA investment ment intervals for aging signals, and special dol- program, and to provide leadership on accessi- lars being invested, MnDOT expects to meet its bility to external partners. target. APS is also required for all new signals, whether replacing existing signals or installing Strategies new signals. • Continue APS installations for signal replacements and additions. APS provides MnDOT has completed its curb ramp inventory directions in multiple formats including ver- and will complete its sidewalk inventory by fall bal messages, audible tones and vibrating 2012. The policy is to replace ramps that are surfaces. structurally deficient before addressing those Source: MnDOT that are functionally substandard or obstructed.

p. 42 How We Decide Stakeholder input is provided through three com- mittees and gathered by the MnDOT ADA imple- mentation coordinator. The MnDOT ADA Accessibility Advisory Committee includes indi- viduals with various disabilities, representatives from the Minnesota State Council on Disability, and the Metropolitan Council. Within MnDOT, the ADA Advisory Committee provides direction on the integration of ADA policy and practice into project delivery and operations. The ADA Implementation Committee includes engineers from each district who provide technical support, track requests for improvements, and serve as Source: MnDOT points of contact. The ADA Transition Plan includes guidance on prioritizing necessary improvements. Intersec- tions are selected for conversion to APS using a rating tool. Considerations also include: • Pedestrian use • Surrounding properties, such as schools or medical facilities • Transit presence • Citizen requests

For curb ramps and sidewalks, the inventory data will help identify barriers within the system and prioritize needs. Construction project man- agers in each MnDOT district are responsible for Source: MnDOT determining what is necessary for their projects to meet ADA requirements. MnDOT is develop- ing statewide design guidance for accessibility, What We Are Doing (cont.) and working on including it earlier in the design • Use Standard Design Guidance for side- where progress toward greater accessibili- and right of way acquisition phases of project walks and curb ramps. MnDOT’s design ty is being made. development. guidance is being updated to reflect acces- Investment/Spending sibility needs. Design issues include the Most accessibility improvements are made as width and slope of sidewalks and the pres- parts of larger projects. The accessibility compo- ence of any barriers. nents can range from including curb ramps in an • Continue Rest Area improvements intersection reconstruction to adding major ele- including signing, sidewalk repairs and ments such as the pedestrian facilities planned modifications to drinking fountains and for the river bridge at Hastings. As a rough esti- restroom fixtures. mate, 1 to 2 percent of a project’s cost goes • Use citizen input processes for MnDOT toward pedestrian accommodations. In addition to respond to user concerns about the to the regular construction program, MnDOT has accessibility of its facilities. dedicated $2.5 million per year from 2010 to Innovations 2015 specifically for ADA improvements. • MnDOT is exploring alternative contracting Curb ramp accessibility is lower than anticipat- methods that will allow the bundling of Source: MnDOT ed, therefore routine projects may not suffice to accessibility improvements to provide more correct deficiencies in a timely fashion. The cost-effective, higher quality projects. Learn More investment needed to correct sidewalk deficien- • MnDOT’s Complete Streets policy places Accessibility and MnDOT cies will be known when the sidewalk inventory additional emphasis on providing transpor- Kristie Billiar—[email protected] is complete, but a similarly low level of compli- www.dot.state.mn.us/ada/ tation facilities that are accessible to users ance is expected. To accelerate progress, U.S. Department of Justice ADA Home Page of all abilities. MnDOT will need to explore additional dedicat- www.ada.gov/ • Context Sensitive Design encourages ed funding sources. Complete Streets broader consideration of the environment www.dot.state.mn.us/planning/completestreets/ affected by a project and is another area

p. 43 Commuting to work in selected Mn cities* Commuting to work in Minneapolis Biking, (percent biking, walking and public transit) (percent biking, walking and public transit) 24.7 25.4 7.6 7.5 7.5 22.8 23.6 23.4 7.0 7.1 3.5 0.9 2.5 3.8 4.3 3.9 Walking & 0.6 0.7 0.8 0.7 2.6 7.1 6.4 6.1 6.4 6.7 2.6 2.6 2.5 2.5 Better

Public Transit Better 4.2 13.2 13.4 14.4 13.1 15.2 3.7 3.8 4.2 4.3 Source: American Community Survey, US Census Community Source: American Community Survey, US Census 2006 2007 2008 2009 2010 2006 2007 2008 2009 2010 Development & Public Transit Walking Bicycling Public Transit Walking Bicycling Transportation *Mpls.-St. Paul, Bloomington, Duluth, Rochester and St. Cloud Measure Commuting to work in selected Commuting to work in Minneapolis Bike, walk and public transit share of commuter Minnesota cities* trips in larger Minnesota cities.* Mode Share of Commuter % change Mode Share of Commuter % change Trips in Selected Metro Areas 2006-10 Trips in Minneapolis 2006-10 System Bicycling 2.2% Bicycling 38.9% Transit infrastructure, bikeways and pedestrian Walking -4.8% Walking -5.6% facilities in Minnesota metropolitan areas with Public Transportation 17.9% Public Transportation 15.1% population over 65,000 people. Total Share 7.8% Total Share 11.3% Why this is important *Mpls.-St. Paul, Bloomington, Duluth, Rochester, and St. Cloud Source: American Community Survey, US Census Source: American Community Survey, US Census The benefits of riding a bicycle, walking, or using public transportation include improved Our progress What we are doing environmental and personal health, reduced In Minnesota's largest urban centers (Mpls.-St. MnDOT and its partners are designing, building traffic congestion, enhanced quality of life and Paul, Bloomington, Duluth, Rochester, and St. and operating a safer and more livable road net- economic rewards. Cloud), the total share of bicycling, walking and work for all users—bicyclists, public transporta- MnDOT provides an integrated multimodal transit use has been relatively constant for the tion vehicles and riders, and pedestrians of all transportation system by “promoting and past five years. ages and abilities. increasing bicycling and walking as a percent- From 2006 to 2010, biking increased 2.2 percent, Because bicycling and walking are critical com- age of all trips as energy-efficient, non pollut- public transit increased 17.9 percent, and walk- ponents of Minnesota’s multimodal transporta- ing, and healthy forms of transportation; and by ing decreased 4.8 percent. tion system, MnDOT is expanding its efforts in increasing the use of transit as a percentage of the five Es and Complete Streets: all trips giving the highest priority to the trans- From 2006 to 2010, Minneapolis biking portation modes with the greatest people-mov- increased 38.9 percent, public transit use • Enforcement ing capacity and lowest long-term economic and increased 15.1 percent, and walking decreased • Engineering environmental cost” (Minnesota Statutes 2010 5.6 percent. • Education Section 174.01). • Encouragement Minneapolis has made significant improvements • Evaluation *Mpls.-St. Paul, Bloomington, Duluth, Rochester, and St. Cloud in order to keep its place as one of the top cities

in the country for bicycling. The city's improve- ments include investing in bikeway network Strategies infrastructure, using educating to increase rider- Enforcement—MnDOT provides materials to ship, and planning and evaluation to measure law enforcement officers. They regularly use results and accelerate improvements. Share the Road materials when giving out warn- ings and citations to motorists and bicyclists. Engineering—MnDOT provides technical assistance to cities, counties, Metropolitan Planning Organizations, and Regional Development Commissions to accommodate bicyclists and pedestrians in construction proj- ects and in developing bicycle and pedestrian plans. Education—MnDOT’s Share the Road cam- paign gives motorists and bicyclists safety infor- mation that addresses common crash scenarios. Encouragement—MnDOT works with partners throughout the state to encourage active trans- Source: MnDOT Source: MnDOT portation. The Minnesota Department of

p. 44 Selected biking and walking improve- ments in Greater Minnesota: 2011 Mn- Project DOT Agency Cost Description Dist. Mn146: Munger Trail extension, Duluth, City $2,300,000 1 Pulaski to Recycle Way Safe Routes to School Program: sidewalk 2 construction along County $170,000 East Grand Forks' Bygland Road Mn251 and Mn260: Construct bike/pedes- County $950,000 3 trian bridge over Th 65 in Isanti Geneva Road from Mckay Avenue to City $645,000 4 Douglas Co Rd 73: bike and ped lanes Safe Routes To School 7 Program: Safety County $27,000 Education Program Source: MnDOT Source: MnDOT OCPPM What we are doing (cont.) For Comparison Health's Statewide Health Improvement Program Ridesharing services accomplish- In the 2011 League of American Bicyclist U.S. encourages biking and walking, including walking ments rankings, Minnesota is 4th among the states, and biking to school. holding its 4th place from 2010 rankings. Fuel Source: League of American Bicyclists. Evaluation and Planning—MnDOT develops and Trips Miles CO2 Year (000's) (000's) tons Savings implements the Minnesota Statewide Bicycle Policy gal In 2010 Minneapolis was ranked #4 among the Plan. The goal of the plan is to improve conditions 2009 52 376 179 18,775 nation’s 70 largest cities for its share of bicycle for bicycling on Minnesota roads. 2010 197 2,193 667 106,000 commuters and # 23 among 375 communities sampled by the ACS. Source: US Census–2010 Complete Streets—Minnesota has adopted a 2011 202 2,450 700 114,000 ACS Data Complete Streets law. MnDOT's Complete Streets Source: Metropolitan Council Performance Evaluation Reports 2009-2010 activities include: Investment/Spending • Developing a balanced transportation system In 2011, MnDOT provided $6.9 million for 54 non- that integrates all modes motorized transportation projects across the state • Including transportation users of all types, and $3.4 million for Safe Routes to School proj- ages and abilities ects. The law also encourages local agencies to adopt their own policies. Ten cities, one county and one Minneapolis and its surrounding cities received a Metropolitan Planning Organization have enacted federal pilot grant of nearly $25 million to imple- Source: MnDOT Complete Streets resolutions, policies or plans. ment the Nonmotorized Transportation Pilot Program until 2010. The NTPP consisted of infra- Innovation Learn more structure and operational improvements as well Bicycle Alliance of Minnesota (BikeMN) MnDOT supports research and innovation for the as education and promotion programs aimed at www.bikemn.org/ Statewide Multimodal Cyclopath—a free online demonstrating how improved walking and bicy- Share the Road – Minnesota’s Bicycle web-based application developed by the University cling networks can increase rates of walking and Safety Education Program of MInnesota that allows users to create, edit and bicycling. www.sharetheroadmn.org/ rate their own bike routes on a regional basemap. Complete Streets in Minnesota www.dot.state.mn.us/planning/completestreets/ Sustainability How we decide Parks and Trails Legacy Grant Program Encouraging drivers to bike, walk and use public When making decisions about bicycling, walking www.dnr.state.mn.us/grants/recreation/pt_legacy. html transportation meets environmental, civic engage- and public transportation, MnDOT uses the Context ment and economic goals of sustainability. Sensitive Solutions approach to involve all stake- Bicycling in Minnesota www.dot.state.mn.us/bike/ Ridesharing Services provided by the Metropolitan holders in designing solutions that fit their settings Cyclopath Council offer additional transportation choices for and enhance scenic, aesthetic, historic, community www.cyclopath.org commuters currently driving alone. Metro Transit and environmental resources, while improving safe- ty, mobility and infrastructure. Pedal Minnesota works with individuals and business to develop pedalmn.com alternatives to solo driving. p. 45 Transportation fuel consumption in Minnesota (calendar year, billions of gallons) Fuel Use

Energy and the 3.26 3.28 3.32 3.30 3.25 3.25 3.16 3.05 3.08 3.04

Environment Better Measure

Gallons of transportation fuel consumed in Source: Mn Dept. of Revenue 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Minnesota

System Motor fuel tax revenue All taxable sales of gasoline and diesel fuel, (State scal year in $millions) including fuel sold for off-road use except avia- tion

Why this is important 865 877 875 870 823 846 The 2007 Minnesota Next Generation Energy 743 Act established greenhouse gas reduction goals 644 648 of 15 percent by 2015, 30 percent by 2025, and 80 percent by 2050 compared with 2005. These goals apply to all sectors of the economy, as well as cities, counties and state agencies. In Source: MnDOT Minnesota, transportation is responsible for 2007 2008 2009 2010 2011 2012 2013 2014 2015 about 24 percent of greenhouse gas emissions. projected Reducing petroleum fuel consumption along with other strategies can help the state achieve What We Are Doing these goals. The legislation that created MnDOT was amend- non-auto mode share and facilitating land ed in 2008 and again in 2010 to add environ- use patterns that reduce the number or mental goals for the transportation system. length of necessary trips. Our Progress These include increasing the use of high-occu- Minnesota transportation fuel use fell slightly in pancy and low-emission vehicles, promoting Additional strategies include: 2011 compared to 2010. Transportation fuel con- bicycling and walking as energy efficient, non- • Making the transportation system sumption had declined from 2004 to 2009 after a polluting forms of transportation, and reducing more efficient by reducing congestion, long period of steady growth. At about the same greenhouse gas emissions from the transporta- delay, fuel consumption and emissions. time, the state saw a slowing and leveling off in tion sector. annual vehicle miles traveled (VMT) which had • Changing personal driving habits to increased consistently until 2004. Strategies maximize fuel economy, for example, by reducing idling time and accelerating and Transportation fuel consumption and travel In a 2008 report titled “A Smaller Carbon braking less aggressively. reflect broad economic conditions. Other factors Footprint,” the University of Minnesota Center reducing fuel consumption include more efficient for Transportation Studies suggested three vehicles and peaking in the number of vehicles broad strategies for reducing transportation’s Sustainability owned per driver. To meet the goal set in the contribution to greenhouse gas emissions. MnDOT has limited influence on statewide Next Generation Act, transportation fuel use Reducing emissions requires broad participation transportation fuel consumption, but is pursuing would decrease to 2.92 billion gallons by 2015. by the traveling public, the private sector and approaches to make its own large fleet more public agencies. fuel efficient. MnDOT is increasing its use of State and federal fuel taxes are major sources cleaner fuels along with other strategies to • Reducing fuel consumption per mile by of transportation funding. Revenue from the reduce emissions and improve energy efficiency improving vehicle fuel efficiency and creat- Minnesota state fuel tax is increasing because in its fleet and facilities. However, in any given ing regulations and incentives that lead the tax increase passed in 2008 is still being year, the total amount of fuel MnDOT uses consumers to purchase more efficient vehi- phased in. After the increase is fully phased in depends largely on weather conditions and the cles. on July 1, 2012 (state fiscal year 2013), state size of the construction program. fuel tax revenue is expected to decline in 2014 • Reducing fuel carbon content by devel- and in future years. Federal fuel tax revenue oping new technologies for electric vehi- MnDOT has increased its use of E85 from 29 also is affected, as VMT is one of the factors cles or biomass fuels, economic incentives, gallons in 2002 to more than 400,000 gallons in used to apportion the funds among states. and legislation. 2011, and increased its use of B20 biodiesel • Reducing vehicle miles traveled by from 1,260 gallons in 2007 to 169,000 gallons in increasing development density, increasing 2011.

p. 46 How we decide Minnesota vehicle miles traveled 2001-2010 (billions) While MnDOT does not have any authority over individual travel choices or local land use deci- sions, it does plan, facilitate and promote the 56.5 56.6 57.4 use of transportation alternatives. The 56.5 57.3 57.0 56.8 56.7 54.4 55.4 Statewide Transportation Policy Plan 2009-2028 53.2 sets forth key components of this vision. Citizens, local officials, regulators, planners, Source: MnDOT TDA developers and fleet operators all make deci- 2001 2003 2005 2007 2009 2011 sions that influence fuel consumption and emis- sions. MnDOT eet gasoline use MnDOT eet diesel use (millions of gallons) (millions of gallons) 1.7 1.6 1.5 3.0 1.4 1.4 0.2 0.4 2.7 0.2 0.1 0.2 0.4 0.1 2.6 0.2 For comparison In 2010, Minnesota ranked 23rd of the 50 states 1.3 1.4 1.3 1.2 1.1 2.6 2.6 2.8 by per capita gasoline use in the transportation Better 2.4 2.4 sector, according to MnDOT analysis of data Better from the U.S. Energy Information Administration and the U.S. Census. Source: MnDOT Finance Ofce Source: MnDOT Finance Ofce 2007 2008 2009 2010 2011 2007 2008 2009 2010 2011 Gasoline E85 Diesel B2 and B5 Diesel B20

What We Are Doing (cont.) MnDOT has 1,597 light-duty vehicles in its fleet. Of these, 946, or 59 percent, are flex-fuel and can run on ethanol blends of up to 85 percent. When vehicles that can run on biodiesel are included, 62 percent are capable of running on cleaner fuels. The types of vehicles and fuels used by MnDOT and other state fleets are guided by Minnesota law (Minn. Stat. Sec. 16C.135 and Sec. 16C.137). Agencies are directed to purchase cleaner fuels, such as ethanol blends of 70 per- cent or greater and biodiesel blends of 20 per- cent or greater, whenever they are reasonably available. Subject to department needs, new on- road vehicles are to have fuel efficiency ratings of at least 30 miles per gallon and be able to run Source: MnDOT on cleaner fuels. Learn More Investment/Spending MnDOT light-duty vehicle purchases MnDOT Office of Environmental Stewardship Congestion is a large and visible source of emis- State Light- Light- % www.dot.state.mn.us/environment/ Fiscal sions. Projects that reduce congestion have a Duty E-85 Duty Total E-85 University of Minnesota Center for Yr direct environmental benefit. The 2012-2015 Transportation Studies: A Smaller Carbon State Transportation Improvement Program 2006 71 106 67.0% Footprint, June 2008 includes $181 million in federal congestion miti- 2007 118 136 86.8% www.cts.umn.edu/Publications/ResearchReports/ reportdetail.html?id=1628 gation/air quality grant projects. Typical uses of 2008 46 53 86.8% grant funds include signal coordination, bus pur- USDOT Transportation and Climate Change 2009 192 219 87.7% Clearinghouse chases, and park & ride facility construction. www.climate.dot.gov 2010 162 178 91.0% MnDOT Office of Transportation Data and 2011 204 229 89.1% Analysis – Traffic volume reports Source: MnDOT Maintenance Office www.dot.state.mn.us/traffic/data/

p. 47 Measure explanations and system definitions Measure Explanation System Definition traveler safety This measure counts the annual number of deaths on all state and local roads resulting from All state and local roads (141,000 miles) Minnesota traffic crashes, usually involving a vehicle colliding with another vehicle, another road user, or a sta- 58% state, 42% local (includes CSAH & Fatalities tionary object. MSAS) by vehicle-miles traveled infrastructure preservation This measure is compiled from inspection ratings done for all state highway bridges at least Bridges 20 feet and longer on State every 24 months, as required by the U.S. Department of Transportation. The combined numer- Highway Principal Arterials (2,530 bridg- ic rating includes the deck, superstructure and substructure. It uses the National Bridge es). Principal Arterial bridges are 85% of Inspection Standards (NBIS) 0 to 9 scale. Bridges rated 7 to 9 are counted as “Good,” and Bridge condition all state bridges by deck area. Non- those rated 4 or lower are counted as “Poor,” also termed “Structurally Deficient.” Bridges Principal Arterial Bridges make up only rated Structurally Deficient are safe to drive on, but are approaching the end of their useful 15% of deck area; they are measured but life. To arrive at the statewide percent measure, results are weighted based on each bridge’s not reported here due to the small share. deck area, so that larger bridges are fully accounted for. The Ride Quality Index measures smoothness and pavement condition. It uses a 0 to 5 scale with 5 being the best. Pavements with an RQI above 3.0 are classified as Good. Pavements Of the 14,310 miles of state highways, with an RQI of 2.0 or lower are classified as Poor. Pavements rated “Poor” have deteriorated 7,570 miles or 53% are principal arterials. to the point where they may affect the speed of free-flow traffic. The pavement measures are Pavement ride quality The remaining 6,740 miles (47%) of minor broken into two sub-sets of state highways - one for Principal Arterials (the 53% of roadways arterials and collectors are grouped with the highest traffic), and one for Non-Principal Arterials (the other 47% of state high- together as non-principal arterials. ways). Combined “Good” and “Poor” measures calculated for the full state highway system are also included in this report and in the Minnesota Dashboard. maintenance Target times for removing all snow and ice to bare pavement vary for five traffic volume cate- Snow and ice—fre- gories: super commuter (0-3 hours), urban commuter (2-5 hours), rural commuter (4-9 hours), State highways (approximately 30,000 quency of achieving primary collector (6-12 hours), and secondary collector (9-36 hours). This measure tracks the lane miles). All storms and snowplow bare pavement within frequency at which targets are met. Targets are based on research with Minnesotans and on routes are included. target time historical results. This measure is compiled from the inspection dates in the Pontis bridge database, which are Bridge Safety recorded upon completion. All bridges over 20 feet in length that either carry or cross over a All bridges 20 feet and longer that carry or Inspections—% com- state highway are included. An inspection is considered “on-time” if it occurs no later than 30 cross over a state highway (3,657 bridges) pleted on time days past its due date. This 30-day grace period accounts for variable conditions such as weather and scheduling. Customer Satisfaction The MnDOT Omnibus Survey polls a statewide sample of 800 citizens annually by telephone. with State Highway Participants are asked to rate performance in several maintenance categories and overall Overall state highway system. Maintenance state road maintenance on a 10-point performance scale, 1 being low and 10 high. national and global connections Eight Minnesota airports provide sched- Airline annual avail- This indicator tracks changes in the number of available seat miles—defined as one aircraft uled service: Minneapolis-St. Paul, able seat miles from seat flown a distance of one mile—offered on scheduled service nonstop flights from Bemidji, Brainerd, Chisholm/Hibbing, msp—on scheduled Minnesota. Three variables influence available seat mile totals: service frequency, aircraft Duluth, International Falls, Rochester and commercial flights capacity and flight distance. Thief River Falls. Minnesota has four ports on Lake Superior Annual shipments to and from Minnesota’s river and Great Lakes ports are measured by (Duluth, Two Harbors, Silver Bay and Ports—Annual ship- weight. Waterway shipments are affected by international and domestic demand, competi- Taconite Harbor) and five ports on the ments by weight tion from other modes and weather conditions. MnDOT has minimal control over this mea- Mississippi River system (Minneapolis, St. sure, but helps fund improvements and coordinate policy. Paul, Savage, Red Wing and Winona). Annual rail shipments originating, terminating and passing through Minnesota, are measured Railroads—Annual by weight. Shipments are affected by international and domestic demand, competition from All railroads in Minnesota are included (20 shipments by weight other modes and other economic factors such as fuel prices. MnDOT has minimal control over operators on 4,458 track miles) this measure, but helps fund improvements and coordinate policy.

p. 48 Measure Explanation System Definition statewide connections Interregional corridors 2,580 miles of state highways are desig- Average travel speeds between regional centers and to the edge of the Twin Cities Metro in greater mn—% of nated interregional corridors. Routes with- Area are estimated. Corridor target speed is a length-weighted average of segment targets, miles meeting or in the Twin Cities area (249 miles) are which are 55 or 60 mph. The model is based on traffic volume, congestion severity and the within 2 mph of target tracked by the Twin Cities mobility mea- number of stops along the corridor. speed sures. Airport access—% of A paved and lighted runway allows a broader range of aircraft to use an airport, especially The measure includes all 135 publicly population within 30 during periods of reduced visibility. General aviation access is vital for business and agricul- owned airports in Minnesota, 113 of minute drive time of ture, recreation and delivery of goods. This measure includes public airports across Greater which currently have paved and lighted an airport with paved Minnesota and in the Twin Cities area. runways. and lighted runway twin cities mobility Twin cities freeway Freeway miles operating below 45 mph for five minutes or more during weekday AM or PM The instrumented system includes 379 congestion: percent of peak periods are counted. The system measured has increased from 320 miles in 2003, centerline miles of freeway in the Twin miles below 45 mph in decreasing the average congestion level with the addition of uncongested suburban freeway Cities metropolitan area. AM or PM peak miles. Clearance time for This measure tracks the time it takes MnDOT and partners to clear incidents on the Metro The Freeway Incident Response Safety metro urban freeway Area freeway system, such as stalled cars, crashes and other disruptions to normal traffic Team operates on about 400 miles of Twin incidents—3-year flow. Time is counted from lane blockage to lane opening. Cities area freeways. average All providers are counted. Metro Transit is This measure tracks annual ridership of rail and express transit service in the Twin Cities the largest provider. Others include Metro area transit: rail Metro Area. Services included are express bus, bus rapid transit, light rail and commuter rail. Southwest Transit, Minnesota Valley and express bus Express bus services are those that provide a premium over regular-route bus service in travel Transit, Maple Grove, Shakopee, time or ride quality. Minnetonka, Plymouth and Prior Lake. greater minnesota mobility Greater Minnesota transit systems (58 This measure tracks the extent to which transit needs are met in Greater Minnesota. It mea- providers serving 78 of 80 counties). Local sures bus service hours against the number of bus service hours needed to meet transit Greater minnesota bus transit operators sponsored by cities, demand. A bus service hour measures the time that a vehicle is available to the general pub- service hours counties, or regional authorities provide lic with the expectation of carrying passengers (often referred to as a “revenue hour” in the regularly scheduled bus service or dial-a- transit industry). ride services. community development and transportation ADA applies to all pedestrian and public right of way facilities, and also to public Ada-accessible This measure is expressed as a percentage of signalized intersections that meet ADA require- hearings, meetings, buildings and docu- pedestrian sig- ments for accessibility to people with disabilities. Accessible Pedestrian Signals include such ments. In addition, MnDOT is responsible nals—% of state high- components as audible signals, reachable push-button detectors and curb ramps oriented for assisting local governments with com- way intersections toward the crosswalk. pliance of streets, highways and pedestri- with APS an facilities. The measure tracks 1,179 intersections on the state highway system. Bike, walk and public transit share of com- Percent of people 16 or older who commute to work by bicycle, walking and/or public trans- American Community Survey data only muter trips—selected portation as their primary mode in Minneapolis-St. Paul-Bloomington, Duluth, Rochester and available for larger Minnesota municipali- metropolitan areas in St. Cloud. Source: American Community Survey, US Census. ties. Minnesota energy and the environment Transportation fuel Fuel sold for transportation is assumed to indicate fuel burned, causing emissions attributable All taxable sales of gasoline and diesel consumption—bil- to transportation. To be consistent with other reports, the DNR share of fuel tax receipts (for fuel are counted, including fuel sold for lions of gallons sold boats, ATVs, dirt bikes, snowmobiles) is not subtracted. This share amounts to about 2.2% of off-road use but not including aviation in Minnesota total fuel use. fuel.

p. 49 Revenue & Funding: FY 2011 Investment Overview Sources

Transportation is the third largest state program in ra Other, r 5% Minnesota after Human 14% Motor Vehicle Services and Education. Sales Tax, 9% Motor vehicle Federal fuel tax re ation tax, 20% Sources gr State Fuel Taxes, 28% Each mode of transportation is funded in its own Long-Term Debt, 10% way. The largest sources of state highway funds are the motor fuel tax, motor vehicle sales tax, and vehicle registration fees. Federal fuel taxes Federal Aid, 11% and earmarks are also major sources of highway funding. Transit also receives federal funds and Motor Vehicle a portion of motor vehicle sales tax proceeds, Registration, 19% along with fares and other local sources. The state general fund is also an important source of Federal Fuel Taxes, 18% transit dollars, especially in Greater Minnesota. Other modes such as ports, railroads and aero- nautics are funded by various combinations of federal, state, local and private sources. The limited ability to distribute funds across modes Source: MnDOT Finance Office presents a challenge for multimodal transporta- tion system planning. Uses Uses The largest share of transportation investment is Public Safety, 3% Debt Service, 2% devoted to roads and bridges. In state fiscal year 2011, state and local roads and bridges account- ed for 68 percent of Minnesota state transporta- Other, 4% tion funds. The state contribution to local road Multi- funding is only a portion of the total. Local gov- modal Systems, ernments collect additional funds from sources 6% such as property taxes that are not included in Infrastructure these charts. Large individual projects can cause Investment and expenditures to vary significantly from year to Planning, 7% State Highway and Bridge year. Construction, 35% Operations and Maintenance, 10%

State Aid for Local Transportation, 33%

Source: MnDOT Finance Office

p. 50 Statewide Highway Investment Plan 2012-15 STIP: $3.2 Billion Minnesota’s Statewide 20-year Highway Investment Plan 2009-2028 identifies capital investments required to achieve and maintain highway system performance targets and priori- ties for available funding. An update to this plan is underway and will be completed in early Other Preservation, $26 M, 1% 2013. The goal of MnDOT's highway investment Safety Regional Econ. process is to balance performance-based invest- $177 M, 6% Devp/Misc. $11 M, <1% ments in the strategic priority areas of traveler safety, infrastructure preservation and mobility with projects to benefit regional and community Mobility $359 M, economic development. The 10-year Highway 11% Investment Plan is updated each year to incorpo- rate new revenue projections, current construc- Pavement tion costs and changing investment priorities. Consultants/ Preservation $1,352 M, Since the identified needs far exceed projected ROW/Other $390 M, 43% funding, districts are directed to prioritize in the 12% following order: 1. Legislative and agency directives, such as Bridge the Chapter 152 Bridge Program, inter- Preservation change programs and other directed $857 M, investments should be fully funded. 27% 2. Approximately 85 percent of bridge preser- vation needs should be met. Source: MnDOT: OCPPM 3. Traveler safety should be funded at about three times each district’s Highway Safety Improvement Program goal. 4. 70 percent of the remaining funds should be directed to pavement preservation. 5. Appropriate investment should be made to maintain other infrastructure, such as MnDOT construction program: drainage and ADA improvements. scal years 2005-2015 ($millions) 6. Remaining funds are allocated among 1,014 capacity improvements for mobility, and -21 969 929 915 939 939 regional and community priorities. 896 907 267 174 800 165 167 253 148 Investments included in the 2012-2015 State 262 72 -33 -2 Transportation Improvement Program are shown 414 626 114 at right. The combined preservation investments 258 for bridges, pavement and other highway infra- 199 273 structure make up the largest portion of capital highway investment and exceed 70 percent. 728 726 716 765 759 617 677 The trend in total construction program funding 482 488 420 is shown in the chart to the right. Trunk Highway 353

bonding and the American Recovery and Source: MnDOT OCPPM Reinvestment Act provided an increase in fund- 2005 2006 2007 2008 2009 2010 2011 2012* 2013* 2014* 2015* ing starting in 2009. Outside of these temporary Regular Programs Trunk Highway Bonds ARRA sources, MnDOT’s regular program funding level Bond Accelerated Projects 35W Emergency Relief and bond proceeds are forecast to remain sub- stantially level, averaging about $930 million per *Based on the 2012-15 STIP, Bonding Plan and other pertinent facts for bonds in year. addition to actual construction contracts. All dollars assigned to year of award.

p. 51 Transportation Systems in Minnesota System Extent Ownership Funding source MnDOT role

By share of centerline miles: State fuel tax, motor vehi- State Trunk Construction, operation, 11,878 miles cle sales tax, registration Highways Other maintenance, management 3% fees, federal funds State 8% Coordination of projects County State Aid that impact state trunk 30,588 miles State fuel tax, motor vehi- Highways (CSAH) highways, administration cle sales tax, registration of state and federal fund- Township County fees, federal funds, local ing (68% of county roads Other County 41% 32% funds 14,321 miles are eligible for state aid Roads funds) City Coordination of projects 16% Municipal State that impact state trunk 3,321 miles State fuel tax, motor vehi- Aid Streets (MSAS) highways, administration cle sales tax, registration By share of vehicle-miles traveled: of state and federal fund- fees, federal funds, local ing (15% of city streets Township Other funds Other City Streets 18,739 miles 2% 0% are eligible for state aid funds)

Streets, roads and highways City Township 58,443 miles 16%

County State Coordination of projects Other 5,154 miles 24% 58% State and local funds that impact state trunk highways

Total 142,485 miles

212 bus routes, 1 Metro Transit, Suburban Transit Providers and con- Construct and maintain Twin Cities area light rail route, 1 tracted operators on public right of way transit infrastructure commuter rail line Federal funds, state gener- al funds, MVST, local

Transit 58 public transit sys- funds, fares Planning and administra- Greater Minnesota tems serving 78 of 80 City and county transit authorities tion of funding counties

Private funds for opera- Planning and policy, sup- 18 railroads operate and own track: 4 Class I (70% Freight 4,458 track-miles tions, state and private port for infrastructure of network) and 14 Class III (30%) funds for track improvements

Rail Amtrak Empire Planning, policy, research, Passenger Builder (Chicago to Federally operated on privately owned track Federal funds, fares federal and state program Seattle) administration

Aircraft registration tax, Metropolitan Airport Commission owns 9 metro Airport development, plan- Passenger and 135 airports, 8 with airline flight property tax, airports; others are owned by Greater Minnesota ning, research, navigation- Air cargo commercial service aviation fuel tax, federal cities and counties al systems funds

Four ports on Lake Great Lakes Superior Local port authorities and private companies pro- Local port authority Planning and policy, sup- vide port operations. Channels (9 ft. draft on rivers, Five ports on 222 receipts, state general port for infrastructure 29 ft. on Great Lakes) are maintained by the U.S. miles of the funds, federal funds improvements Rivers

Waterways Army Corps of Engineers. Mississippi River sys- tem

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