TRIP report on MN Transportation Challenges -- February 6, 2013

7/29/2019 TRIP report on MN Transportation Challenges -- February 6, 2013

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Minnesotas Transportation Challenges and

the Improvements Needed to Address Them

January 2013

Washington, DC

202-466-6706

Founded in 1971,TRIP of Washington, DC, is a nonprofit organization thatresearches, evaluates and distributes economic and technical data on surface

transportation issues. TRIP is sponsored by insurance companies, equipment

manufacturers, distributors and suppliers; businesses involved in highway and

transit engineering and construction; labor unions; and organizations concerned

with efficient and safe surface transportation.
http://www.tripnet.org/http://www.tripnet.org/http://www.tripnet.org/http://www.tripnet.org/http://www.tripnet.org/


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Executive Summary

Minnesotas extensive system of roads, highways, bridges and transit provides the statesresidents, visitors and businesses with a high level of mobility. As the backbone of the North Star

States economy, Minnesotas surface transportation system plays a vital role in the stateseconomic well-being, and is an integral part of what makes Minnesota an attractive place to live,visit and do business.

However, increasing roadway and bridge deterioration, traffic safety concerns,inadequate transit service and growing congestion threaten to stifle economic growth andnegatively impact the quality of life of the states 5.3 million residents. Due to insufficienttransportation funding at the federal, state and local level, Minnesota faces numerous challengesin providing a road, highway, bridge and transit network that is smooth, well-maintained, as safeas possible, and that affords a level of mobility capable of supporting the states economic goals.

As Minnesota looks to build and maintain a thriving and diverse economy, it will need tomodernize its transportation system by improving the physical condition of its roads, highways,bridges, and transit systems and enhancing the systems ability to provide efficient, safe andreliable mobility to the states residents, visitors and businesses. Making needed improvementsto Minnesotas surface transportation system would provide a significant boost to the stateseconomy by stimulating short and long-term economic growth.

Numerous segments of Minnesotas surface transportation system have significantdeterioration, are congested or crowded, lack some desirable safety features, and do not haveadequate capacity to provide reliable mobility, creating challenges for Minnesotas residents,visitors, businesses and state and local governments. This report looks at the condition and use

of Minnesotas system of roads, highways, transit and bridges and provides information on thestates most pressing transportation challenges and the improvements needed to address thesechallenges.

Deficient roads, highways, bridges and transit systems and crowded or congested routes in

Minnesota are posing mounting challenges to the states residents, visitors and businesses

in the form of lost time, increased vehicle operating costs and the financial burden of

making needed transportation improvements.

TRIP has identified Minnesotas top surface transportation challenges, which include thefollowing: segments of the states major roads and highways that have significant levels

of traffic congestion; sections of major roads or highways that have significant pavementdeterioration and need to be resurfaced or reconstructed; needed safety improvements tosegments of state roadways; major bridges in the state that have significant deficienciesand need to be rebuilt or reconstructed; and transit routes or facilities that do not provideadequate mobility because they are overcrowded, deficient or underfunded.


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The report contains lists of the states most pressing challenges as determined by TRIP infive categories: roadway deterioration, congested routes, deficient bridges, roadwaysafety and transit. Lists of challenges in each category can be found inAppendices Athrough E.

The total cost of addressing the states top transportation challenges identified in thisreport is between $7.1 and $9.4 billion. An additional $171 to $181 million annuallywould be needed to adequately operate public transit service needed to addressMinnesotas public transit challenges. These costs are not meant to represent alltransportation needs in Minnesota, but only those identified in the TRIP report.

Currently there is no funding available to address the challenges identified in thisreport.

Growth in population and vehicle travel has far outstripped the current capacity of

Minnesotas transportation system. The states population and economy will continue

to grow in the future, bringing mounting challenges for the existing network of roadsand bridges.

Minnesotas system of 141,482 miles of roads and 13,117 bridges carries approximately57 billion vehicle miles of travel annually.

From 1990 to 2011, Minnesotas population increased by 21 percent, from approximately4.4 million to approximately 5.3 million. Minnesotas population is expected to increaseto 6.2 million by 2030.

From 1990 to 2010, annual vehicle-miles-of-travel (VMT) in the state increased by 45percent, from approximately 39 billion VMT to 57 billion VMT.

Minnesota is projected to have a 2.8 percent rate of economic growth in 2013, measuredin real Gross State Product (GSP), which is factored for price changes. This rate ofgrowth is lower than the forecast 3.0 percent increase in national real GSP in 2013.

Every year, $237 billion in goods are shipped from sites in Minnesota and another $199billion in goods are shipped to sites in Minnesota, mostly by trucks. Sixty-four percent ofthe goods shipped annually from sites in Minnesota are carried by trucks and another 21percent are carried by parcel, U.S. Postal Service or courier services, which use trucks forpart of their deliveries.

Minnesotas population and economy will continue to grow in the future, bringingmounting challenges for the existing network of roads and bridges. The state will need toexpand key roads, highways and bridges to increase mobility and ease traffic congestion,make needed road and bridge repairs, and improve roadway safety.
http://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdf


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Minnesota faces a significant challenge in the need to rehabilitate pavements on numerous

major roads and highways throughout the state. Nearly a third of Minnesotas major

roads are in poor or mediocre condition. Repairing the states deteriorated roadways and

maintaining them in good condition will provide a smooth and efficient roadway system for

the states residents and businesses.

Nearly a third of Minnesotas major roads are in poor or mediocre condition, with 12percent rated in poor condition and an additional 19 percent rated mediocre in 2010. Anadditional 18 percent of the states major roads were rated in fair condition and 51percent were rated in good condition in 2010.

The pavement data in this report is provided by the Federal Highway Administration(FHWA), based on data submitted annually by the Minnesota Department ofTransportation (MnDOT) on the condition of major state and locally maintained roadsand highways in the state (roads classified as arterials by the FHWA).

The functional life of Minnesotas roads is greatly affected by the states ability toperform timely maintenance and upgrades to ensure that structures last as long aspossible. It is critical that roads are fixed before they require major repairs becausereconstructing roads costs approximately four times more than resurfacing them.

The roadway sections in need of reconstruction include principle and non-principlearterials throughout the state, as well as sections of I-94 in the Twin Cities and WestCentral Minnesota, I-90 in Southern Minnesota, US 61 in Red Wing, MN 43 in Winonaand MN 194 in Duluth. A list of regionally significant roads and highways that are inneed of reconstruction or significant preservation can be found inAppendix A.

Minnesota faces a significant challenge in the need to reconstruct or repair numerousmajor bridges in the state, including several that cross the Mississippi River. A total of 11

percent of bridges in Minnesota show significant deterioration or do not meet current

design standards.

Eight percent of Minnesotas bridges were rated structurally deficient in 2011. A bridgeis structurally deficient if there is significant deterioration of the bridge deck, supports orother major components. Structurally deficient bridges may be posted for lower weightor closed to traffic, restricting or redirecting large vehicles, including commercial trucks,school buses and emergency services vehicles.

In 2011, three percent of Minnesotas bridges were rated as functionally obsolete.Bridges that are functionally obsolete no longer meet current highway design standards orare inadequate to accommodate current traffic levels, often because of narrow lanes,inadequate clearances or poor alignment.

Bridges that are designated structurally deficient or functionally obsolete are safe fortravel and are monitored and maintained on a regular basis by the agencies responsiblefor their upkeep.
http://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdf


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Significant bridges in need of repair or replacement include the Third Avenue Bridgeover the Mississippi River in Minneapolis; the Mendota Bridge (TH 55) in Bloomington;the I-35 Bridge in Duluth; and the multi-modal bridge in St. Paul carrying Robbins Street,the University of Minnesota Transitway and a railroad. A list of deficient bridges ofregional importance that present the most significant challenges to the state can be found

inAppendix B.

Commuting and commerce in Minnesota are constrained by growing traffic congestion,

particularly in the Minneapolis-St. Paul area. The state faces a significant challenge in the

need to relieve congestion and improve personal and commercial mobility by making

numerous transportation improvements, which will increase the capacity and efficiency of

its roadways and transit systems.

Minnesotas urban roads are becoming increasingly congested, hampering commutingand commerce while reducing economic opportunities and quality of life in the state.Unless Minnesotas transportation system is improved and enhanced, congestion willworsen dramatically in the coming years.

The improvements needed to relieve congestion and enhance mobility as determined byTRIP include the following: capacity enhancements, roadway reconstruction, managedlanes and improved traffic management on multiple sections of roadway in the TwinCities Metro Area (including sections of I-35W, I-35E, I-94, I-394, I-694, and MN 100),and enhancements that would promote economic development opportunities along crucialstatewide connector routes such as US 169 in Itasca County, US 14 in Dodge and SteeleCounties, and MN 371 in Crow Wing County.

A list of segments of roadway that are congested, contain chokepoints that hampercommuting or commerce, or lack an adequate facility to fully support economicdevelopment opportunities can be found inAppendix C.

Minnesotas transit system is overburdened, leading to gaps in service and reliability along

key transit routes. An adequate transit system helps to relieve traffic congestion and plays

an important role in providing mobility to those without access to a private vehicle.

TRIP has compiled a list of transit facilities or routes (or the lack thereof) that hampercommuting or commerce because they are deteriorated or congested. Minnesotascurrent transit needs include the following: expansion of the Metro Mobility Americanswith Disabilities Act service in the Twin Cities metro area; expanding bus service in the

Twin Cities metropolitan area; increasing funding for the Hiawatha Blue Line, GreenLine and Red Line to allow for connections between major employment centers in theTwin Cities; the addition of Bus Rapid Transit corridors; and increased operating fundsfor numerous transit systems.

A list of existing or lacking transit facilities, or routes that hamper commuting orcommerce because they are deteriorated or crowded can be found inAppendix D.
http://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdfhttp://www.tripnet.org/docs/MN_Transportation_Challenges_Appendices_A-E_Jan_2013.pdf


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Although Minnesota has one of the lowest traffic fatality rates in the county, it still faces a

challenge in the need to improve roadway safety, particularly on its rural roads and

highways, which have a significantly higher rate of fatal traffic crashes than all other roads

and highways in the state. TRIP estimates that roadway features are likely a contributing

factor in approximately one-third of all fatal and serious traffic crashes.

Traffic crashes claimed the lives of 411 people in Minnesota in 2010. Between 2006 and2010, 2,292 people were killed in traffic crashes in Minnesota, an average of 458fatalities per year.

Minnesotas traffic fatality rate in 2010 was 0.73 per 100 million vehicle miles of travel,below the national average of 1.11, the second lowest rate nationally among states behindonly Massachusetts at 0.58.

The traffic fatality rate in 2010 on Minnesota non-Interstate rural roads was 1.29 trafficfatalities per 100 million vehicle miles of travel, which is triple the rate of 0.43 fatalitiesper 100 million vehicle miles of travel on all other roads and highways in the state.

A disproportionate share of highway fatalities occurs on Minnesota rural, non-Interstateroads. In 2010, 63 percent of traffic fatalities in Minnesota occurred on rural, non-Interstate routes, while only 36 percent of vehicle travel in the state occurred on theseroads.

The roadway corridors most in need of safety improvements to reduce the occurrence ofcrashes and fatalities include the following: system-wide enhancements to the statesTrunk Highway System, including the addition of rumble strips, the construction of cablemedian barriers, additional signage, and intersection improvements; the statewideimplementation of conflict warning systems on rural intersections; and the removal of at-grade railroad crossings of major highways in Anoka, Cannon Falls, Crosby and Ramsey.

A list of the states most significant safety challenges can be found inAppendix E. Several factors are associated with vehicle crashes that result in fatalities, including

driver behavior, vehicle characteristics and roadway features. It is estimated thatroadway features are likely a contributing factor in approximately one-third of fataltraffic crashes.

Roadway features that impact safety include the number of lanes, lane widths, lighting,lane markings, rumble strips, shoulders, guard rails, other shielding devices, medianbarriers and intersection design.

Where appropriate, highway improvements can reduce traffic fatalities and crashes whileimproving traffic flow to help relieve congestion. Such improvements include removingor shielding obstacles; adding or improving medians; improved lighting; adding rumblestrips, wider lanes, wider and paved shoulders; upgrading roads from two lanes to fourlanes; and better road markings and traffic signals.


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Transportation projects that improve the efficiency, condition or safety of a highway

provide significant economic benefits by reducing transportation delays and costs

associated with a deficient transportation system. Some benefits of transportation

improvements include the following.

Improved business competitiveness due to reduced production and distribution costs as aresult of increased travel speeds and fewer mobility barriers.

Improvements in household welfare resulting from better access to higher-paying jobs, awider selection of competitively priced consumer goods, additional housing andhealthcare options, and improved mobility for residents without access to privatevehicles.

Gains in local, regional and state economies due to improved regional economiccompetitiveness, which stimulates population and job growth.

Increased leisure/tourism and business travel resulting from the enhanced condition andreliability of a regions transportation system. A reduction in economic losses from vehicle crashes, traffic congestion and vehicle

maintenance costs associated with driving on deficient roads.

The creation of both short-term and long-term jobs. Transportation projects that expand roadway or bridge capacity produce significant

economic benefits by reducing congestion and improving access, thus speeding the flowof people and goods while reducing fuel consumption.

Transportation projects that maintain and preserve existing transportation infrastructurealso provide significant economic benefits by improving travel speeds, capacity, load-carry abilities and safety, and reducing operating costs for people and businesses. Suchprojects also extend the service life of a road, bridge or transit vehicle or facility, whichsaves money by either postponing or eliminating the need for more expensive futurerepairs.

Site Selection magazines 2010 survey of corporate real estate executives found thattransportation infrastructure was the third most important selection factor in site locationdecisions, behind only work force skills and state and local taxes.

A 2007 analysis by the Federal Highway Administration found that every $1 billioninvested in highway construction would support approximately 27,800 jobs, includingapproximately 9,500 in the construction sector, approximately 4,300 jobs in industriessupporting the construction sector, and approximately 14,000 other jobs induced in non-construction related sectors of the economy.
http://www.siteselection.com/issues/2010/nov/cover.cfmhttp://www.fhwa.dot.gov/policy/otps/pubs/impacts/index.htmhttp://www.fhwa.dot.gov/policy/otps/pubs/impacts/index.htmhttp://www.siteselection.com/issues/2010/nov/cover.cfm


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A2009 report prepared for the American Public Transportation Associationfound thatevery $1 billion invested in public transit highway construction would supportapproximately 36,000 jobs, including approximately 17,500 in jobs related toconstructing transit facilities or manufacturing vehicles and in operating transit systems,approximately 4,500 jobs in industries supporting either the construction of transit

facilities or the manufacturing of transit vehicles and approximately 14,000 other jobsinduced in non-transit related sectors of the economy.

TheFederal Highway Administration estimatesthat each dollar spent on road, highwayand bridge improvements results in an average benefit of $5.20 in the form of reducedvehicle maintenance costs, reduced delays, reduced fuel consumption, improved safety,reduced road and bridge maintenance costs, and reduced emissions as a result ofimproved traffic flow.

Sources of data for this report include the Minnesota Department of Transportation (MnDOT), the U.S.

Department of Transportation (USDOT), the Federal Highway Administration (FHWA), the U.S. Bureau

of Transportation Statistics (BTS), the Bureau of Economic Analysis, the American Public TransitAssociation (APTA), the Texas Transportation Institute (TTI), and the U.S. Census Bureau. All data used

in the report is the latest available.
http://www.apta.com/gap/policyresearch/Documents/jobs_impact.pdfhttp://www.apta.com/gap/policyresearch/Documents/jobs_impact.pdfhttp://www.apta.com/gap/policyresearch/Documents/jobs_impact.pdfhttp://www.fhwa.dot.gov/policy/2008cpr/http://www.fhwa.dot.gov/policy/2008cpr/http://www.fhwa.dot.gov/policy/2008cpr/http://www.fhwa.dot.gov/policy/2008cpr/http://www.apta.com/gap/policyresearch/Documents/jobs_impact.pdf


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Introduction

Minnesotas system of roads, highways, bridges and transit forms a vital transportation

network for the states residents, visitors and businesses, providing daily access to homes,

employment, shopping, recreation and customers. The modernization of Minnesotas

transportation system could play an important role in the states economic wellbeing by

providing critically needed jobs in the short term and by improving the productivity and

competitiveness of the states businesses in the long term. Improving the states surface

transportation system also enhances quality of life in the state, making Minnesota a more

attractive place to live, work, visit and conduct business.

Roads, highways, bridges and transit facilities that are deficient, crowded or lack

adequate safety features present a challenge to the states residents, visitors, businesses and

governments because they hamper mobility, reduce economic productivity, reduce safety and

create an economic burden not only in lost time and increased vehicle operating costs, but also in

the future cost of making needed repairs.

This report examines the condition, use and safety of Minnesotas roads, highways,

bridges and transit systems and identifies the states most significant surface transportation

challenges in the form of deterioration, congestion, overcrowding, traffic crash rates or lack of

adequate capacity to meet the demand for reliable mobility. Sources of data for this report

include the Minnesota Department of Transportation (MnDOT), the U.S. Department of

Transportation (USDOT), the Federal Highway Administration (FHWA), the U.S. Bureau of

Transportation Statistics (BTS), the Bureau of Economic Analysis, the Texas Transportation

Institute (TTI), the American Public Transit Association and the U.S. Census Bureau. All data

used in the report is the latest available.


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Population, Travel and Economic Trends in Minnesota

Minnesota residents rely on a high level of personal and commercial mobility. Even

throughout the recent economic downturn, the state experienced population and economic

growth, resulting in an increase in the demand for mobility and a large increase in vehicle miles

of travel in the North Star State. To maintain and improve the quality of life in Minnesota and to

assist in the states economic growth, it will be critical that the state invest in a well-maintained,

modern transportation system that can accommodate future growth in population, tourism,

vehicle travel and economic development.

Minnesotas population increased by 21 percent between 1990 and 2010, increasing from

approximately 4.4 million residents in 1990 to approximately 5.3 million residents in 2011.1 The

population of Minnesota is projected to increase to approximately 6.2 million residents by 2030. 2

Population and economic growth in Minnesota have resulted in a significant increase in

vehicle travel in the state. From 1990 to 2010, annual vehicle miles of travel in Minnesota

increased by 45 percent, from approximately 39 billion miles traveled annually to 57 billion

miles traveled annually.3

Minnesota is projected to have a 2.8 percent rate of economic growth in 2013, measured

in real Gross State Product (GSP), which is factored for price changes.4

This rate of growth is

lower than the forecast 3.0 percent increase in national real GSP in 2013.5


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Condition of Minnesotas Roads

Minnesotas extensive network of roads, highways and bridges has significant

deficiencies and experiences severe congestion in key areas. Improvements to the condition and

efficiency of the states transportation system would enhance quality of life and economic

development. The states system of 141,482 miles of roads and 13,117 bridges, maintained by

local, state and federal governments, carries 57 billion vehicle miles of travel annually.6

The life cycle of Minnesotas roads is greatly affected by the state's ability to perform

timely maintenance and upgrades to ensure that road and highway surfaces last as long as

possible. The pavement condition of the state's major roads is evaluated and classified as being

in poor, mediocre, fair or good condition.

Nearly a third of Minnesotas major roads are rated either in poor or mediocre condition,

with 12 percent rated in poor condition and an additional 19 percent rated mediocre in 2010.7

An additional 18 percent of the states major roads were rated in fair condition and 51 percent

were rated in good condition in 2010.8

The pavement data in this report is provided by the Federal Highway Administration

(FHWA), based on data submitted annually by the Minnesota Department of Transportation

(MnDOT) on the condition of major state and locally maintained roads and highways in the state

(roads classified as arterials by the FHWA).

TRIP has identified the sections of regionally significant roads and highways in the state

that are in need of reconstruction. The estimated cost to repair and reconstruct these segments of

roadways is between $1.3 billion and nearly $1.76 billion.9


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The roadway sections most in need of reconstruction include principle and non-principle

arterials throughout the state, as well as sections of I-94 in the Twin Cities and West Central

Minnesota, I-90 in Southern Minnesota, US 61 in Red Wing, MN 43 in Winona and MN 194 in

Duluth. A list of regionally significant roads and highways that are most in need of

reconstruction or significant preservation can be found inAppendix A.

The functional life of Minnesotas roads is greatly affected by the states ability to

perform timely maintenance and upgrades to ensure that structures last as long as possible. It is

critical that roads are fixed before they require major repairs because reconstructing roads costs

approximately four times more than resurfacing them.10

Minnesota Bridge Conditions

In 2011, eleven percent of Minnesotas bridges (20 feet or longer) were rated as

structurally deficient or functionally obsolete.11 Approximately eight percent of Minnesotas

bridges were rated structurally deficient in 2011.12 A bridge is structurally deficient if there is

significant deterioration of the bridge deck, supports or other major components. Bridges that

are structurally deficient may be posted for lower weight limits or closed if their condition

warrants such action. Deteriorated bridges can have a significant impact on daily life.

Restrictions on vehicle weight may cause many vehicles especially emergency vehicles,

commercial trucks, school buses and farm equipment to use alternate routes to avoid posted

bridges. Redirected trips also lengthen travel time, waste fuel and reduce the efficiency of the

local economy.


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Three percent of Minnesotas bridges were rated functionally obsolete in 2011.13 Bridges

that are functionally obsolete no longer meet current highway design standards, often because of

narrow lanes, inadequate clearances or poor alignment or lack adequate capacity to

accommodate current traffic levels.

TRIP has identified the deficient bridges of regional significance in the state that are in

need of repair or replacement. The estimated cost to repair or replace the bridges identified in

this report is between $318 million and $419 million.14

The critical state bridges in need of repair or replacement include the Third Avenue

Bridge over the Mississippi River in Minneapolis; the Mendota Bridge (TH 55) in Bloomington;

the I-35 Bridge in Duluth; and the multi-modal bridge in St. Paul carrying Robbins Street, the

University of Minnesota Transitway and a railroad. A list of deficient bridges of regional

importance that present the most significant challenges to the state can be found inAppendix B.

The service life of bridges can be extended by performing routine maintenance such as

resurfacing decks, painting surfaces, ensuring that a facility has good drainage and replacing

deteriorating components. However, most bridges will eventually require more costly

reconstruction or major rehabilitation to remain operable.

Bridges that are designated structurally deficient or functionally obsolete are safe for

travel and are monitored and maintained on a regular basis by the agencies responsible for their

upkeep.


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Traffic Congestion in Minnesota

Minnesotas urban roads have become increasingly congested, hampering commuting

and commerce while reducing economic opportunities and quality of life in the state. Unless the

states transportation system is improved and enhanced, congestion will worsen dramatically in

the coming years.

According to the Texas Transportation Institute, the average commuter in the

Minneapolis-St. Paul urban area wastes 23 gallons of fuel per year and loses 50 hours annually

stuck in congestion, resulting in a loss of $1,166 annually per commuter in the cost of lost time

and wasted fuel due to congestion.15

TRIP has identified Minnesotas congested sections of roadway that either hamper

commuting or commerce or lack adequate capacity to support economic development

opportunities in a region. The improvements identified in this report needed to relieve

congestion and enhance mobility are estimated cost between $4.1 billion and $5.9 billion.

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The chokepoints and congested sections of roadway in need of improvements to relieve

congestion and enhance mobility include the following: capacity enhancements, roadway

reconstruction, managed lanes and improved traffic management on multiple sections of

roadway in the Twin Cities Metro Area (including sections of I-35W, I-35E, I-94, I-394, I-694,

and MN 100), and enhancements that would improve access and thus support economic

development opportunities along several statewide connector routes such as US 169 in Itasca

County, US 14 in Dodge and Steele Counties, and MN 371 in Crow Wing County.


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A list of segments of roadway that are congested, contain chokepoints that hamper

commuting or commerce, or lack a adequate capacity to support regional economic development

opportunities can be found inAppendix C.

Transit in Minnesota

Minnesotas transit system is overburdened, leading to gaps in service and reliability

along key transit routes. An adequate transit system helps to relieve traffic congestion and also

plays an important role in providing mobility to those without access to a private vehicle.

TRIP has compiled a list of transit facilities or routes (or the lack thereof) that hamper

commuting or commerce because they are deteriorated or congested. The improvements

identified in this report that are needed to improve transit service in Minnesota are estimated to

cost approximately $1.1 billion dollars and would also require between $171 and $181 million in

additional annual operating costs to help support the states public transit systems.17

Minnesotas current transit needs include the following: expansion of the Metro Mobility

American with Disabilities Act service in the Twin Cities metro area; expanding bus service in

the Twin Cities metropolitan area; increasing funding for the Hiawatha Blue Line, Green Line

and Red Line to allow for connections between major employment centers in the Twin Cities;

the addition of Bus Rapid Transit corridors; and additional operating revenues to support the

states transit systems.


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A list of existing or lacking transit facilities or routes that hamper commuting or

commerce can be found inAppendix D.

Roadway Safety in Minnesota

Although Minnesota has one of the lowest traffic fatality rates in the nation, some

segments of Minnesotas transportation system, particularly its rural roads and highways, lack

needed safety improvements that would make the driving environment safer and reduce the

occurrence of serious traffic crashes.

TRIP estimates that roadway features are likely a contributing factor in approximately

one-third of traffic fatalities. There were 411 traffic fatalities in 2010 in Minnesota.18 A total of

2,292 people died on Minnesotas highways from 2006 through 2010, an average of 458

fatalities per year.19

Minnesotas traffic fatality rate in 2010 was 0.73 per 100 million vehicle miles of travel,

below the national average of 1.11, the second lowest rate nationally among states behind only

Massachusetts at 0.58.20

Minnesotas non-Interstate rural roads have a traffic fatality rate that is significantly

higher than all other roads in the state. The traffic fatality rate in 2010 on Minnesota non-

Interstate rural roads was 1.29 traffic fatalities per 100 million vehicle miles of travel, which is

triple the rate of 0.43 fatalities per 100 million vehicle miles of travel on all other roads and

highways in the state.21 In addition to having a higher traffic fatality rate, a disproportionate

share of highway fatalities occur on Minnesota rural, non-Interstate roads. In 2010, 63 percent


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of traffic fatalities in Minnesota occurred on rural, non-Interstate routes, while only 36 percent of

vehicle travel in the state occurred on these roads.22

TRIP has identified the roadway corridors throughout the state that have significant

safety challenges. The improvements identified in this report that would enhance safety and

reduce crashes and fatalities are estimated to cost between $228 million and $308 million.23

The roadway safety improvements needed to address safety concerns in this report

include the following: system-wide enhancements to the states Trunk Highway System,

including the addition of rumble strips, the construction of cable median barriers, additional

signage, and intersection improvements; the statewide implementation of conflict warning

systems on rural intersections; and the removal of at-grade railroad crossings of major highways

in Anoka, Cannon Falls, Crosby and Ramsey.A list of the states significant safety challenges

can be found inAppendix E.

Several factors are associated with vehicle crashes that result in fatalities, including

driver behavior, vehicle characteristics and roadway features. Roadway features that impact

safety include the number of lanes, lane widths, lighting, lane markings, rumble strips, shoulders,

guard rails, other shielding devices, median barriers and intersection design.

Where appropriate, highway improvements can reduce traffic fatalities and crashes while

improving traffic flow to help relieve congestion. Such improvements include removing or

shielding obstacles; adding or improving medians; improved lighting; adding rumble strips,

wider lanes, wider and paved shoulders; upgrading roads from two lanes to four lanes; and better

road markings and traffic signals.


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Importance of Transportation to Minnesotas Economy

The condition and efficiency of a regions transportation system can be a critical factor in

the extent and rate of a regions economic growth. The level of mobility provided by a regions

network of roads, bridges and highways has a significant impact on the productivity of a regions

businesses. The physical condition of a regions transportation infrastructure also has a

significant impact on the cost of transportation to individuals and businesses and provides an

important signal to potential employers of a regions commitment to maintaining its local

transportation system.

Every year, $237 billion in goods are shipped from sites in Minnesota and another $199

billion in goods are shipped to sites in Minnesota, mostly by trucks.24

Sixty-four percent of the

goods shipped annually from sites in Minnesota are carried by trucks and another 21 percent are

carried by parcel, U.S. Postal Service or courier services, which use trucks for part of their

deliveries.25

Because it impacts the time it takes to transport people and goods, as well as the cost of

travel, the level of mobility provided by a transportation system and its physical condition play a

significant role in determining a regions economic effectiveness.

Minnesotas businesses are dependent on an efficient, safe and modern transportation

system. Today's business culture demands that an area have a well-maintained and efficient

system of roads, highways, bridges and public transportation if it is to be economically

competitive. The advent of modern national and global communications and the impact of free

trade in North America and elsewhere have resulted in a significant increase in freight


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movement. Consequently, the quality of a regions transportation system has become a key

component in a businesss ability to compete locally, nationally and internationally.

Businesses have responded to improved communications and the need to cut costs with a

variety of innovations including just-in-time delivery, increased small package delivery, demand-

side inventory management and by accepting customer orders through the Internet. The result of

these changes has been a significant improvement in logistics efficiency as firms move from a

push-style distribution system, which relies on large-scale warehousing of materials, to a pull-

style distribution system, which relies on smaller, more strategic movement of goods. These

improvements have made mobile inventories the norm, resulting in the nations trucks literally

becoming rolling warehouses.

The economic benefits of a well-maintained, efficient and safe transportation system can

be divided into several categories, including the following.

Improved competitiveness of industry: An improved transportation system reduces

production and distribution costs by lowering barriers to mobility and increasing travel speeds.

Improved mobility provides the manufacturing, retail and service sectors improved and more

reliable access to increased and often lower-cost sources of labor, inventory, materials and

customers.26 An increase in travel speeds of 10 percent has been found to increase labor markets

by 15 to 18 percent.27

A 10 percent increase in the size of labor markets has been found to

increase productivity by an average of 2.9 percent.28

Improved household welfare: An improved transportation system gives households

better access to higher-paying jobs, a wider selection of competitively priced consumer goods,

and additional housing and healthcare options. A good regional transportation system can also

provide mobility for people without access to private vehicles, including the elderly, disabled

and people with lower incomes.29


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Improved local, regional and state economies: By boosting regional economic

competitiveness, which stimulates population and job growth, and by lowering transport costs for

businesses and individuals, transportation improvements can bolster local, regional and state

economies. Improved transportation also stimulates urban and regional redevelopment and

reduces the isolation of rural areas.30

Increased leisure/tourism and business travel: The condition and reliability of a

regions transportation system impacts the accessibility of activities and destinations such as

conferences, trade shows, sporting and entertainment events, parks, resort areas, social events

and everyday business meetings. An improved transportation system increases the accessibility

of leisure/tourism and business travel destinations, which stimulates economic activity.31

Reduced economic losses associated with vehicle crashes, traffic congestion and

driving on deficient roads: When a regions transportation system lacks some desirable safety

features, is congested or is deteriorated, it increases costs to the public and businesses in the form

of traffic delays, increased costs associated with traffic crashes, increased fuel consumption and

increased vehicle operating costs. Transportation investments that improve roadway safety,

reduce congestion and improve roadway conditions benefit businesses and households by saving

time, lives and money.

Transportation investment creates and supports both short-term and long-term

jobs. A2007 analysis by the Federal Highway Administrationfound that every $1 billion

invested in highway construction would support approximately 27,800 jobs, including

approximately 9,500 in the construction sector, approximately 4,300 jobs in industries supporting

the construction sector, and approximately 14,000 other jobs induced in non-construction related

sectors of the economy.32
http://www.fhwa.dot.gov/policy/otps/pubs/impacts/index.htmhttp://www.fhwa.dot.gov/policy/otps/pubs/impacts/index.htmhttp://www.fhwa.dot.gov/policy/otps/pubs/impacts/index.htmhttp://www.fhwa.dot.gov/policy/otps/pubs/impacts/index.htm


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A2009 report prepared for the American Public Transportation Associationfound that

every $1 billion invested in public transit highway construction would support approximately

36,000 jobs, including approximately 17,500 in jobs related to constructing transit facilities or

manufacturing vehicles and in operating transit systems, approximately 4,500 jobs in industries

supporting either the construction of transit facilities or the manufacturing of transit vehicles and

approximately 14,000 other jobs induced in non-transit related sectors of the economy.33

Needed transportation projects that expand capacity and preserve the existing

transportation system generate significant economic benefits. Transportation projects that

provide additional roadway lanes, expand the efficiency of a current roadway (through improved

signalization, driver information or other Intelligent Transportation Systems), or provide

additional transit capacity, produce significant economic benefits by reducing congestion and

improving access, thus speeding the flow of people and goods.34

Similarly, transportation projects that maintain and preserve existing transportation

infrastructure also provide significant economic benefits. The preservation of transportation

facilities improves travel speed, capacity, load-carry abilities and safety, while reducing

operating costs for people and businesses.35 Projects that preserve existing transportation

infrastructure also extend the service life of a road, bridge or transit vehicle and save money by

postponing or eliminating the need for more expensive future repairs. 36

TheFederal Highway Administration estimatesthat each dollar spent on road, highway

and bridge improvements results in an average benefit of $5.20 in the form of reduced vehicle

maintenance costs, reduced delays, reduced fuel consumption, improved safety, reduced road

and bridge maintenance costs and reduced emissions as a result of improved traffic flow.37
http://www.apta.com/gap/policyresearch/Documents/jobs_impact.pdfhttp://www.apta.com/gap/policyresearch/Documents/jobs_impact.pdfhttp://www.apta.com/gap/policyresearch/Documents/jobs_impact.pdfhttp://www.fhwa.dot.gov/policy/2008cpr/http://www.fhwa.dot.gov/policy/2008cpr/http://www.fhwa.dot.gov/policy/2008cpr/http://www.fhwa.dot.gov/policy/2008cpr/http://www.apta.com/gap/policyresearch/Documents/jobs_impact.pdf


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Conclusion

Minnesotas residents, visitors and businesses are faced with numerous transportation

challenges every day as they travel to work, go to school, shop, or make deliveries. Eliminating

these challenges by improving the condition and efficiency of the states roads, highways,

bridges and transit systems will be an effective step in growing the states economy, enhancing

quality of life and making Minnesota an attractive place to live, work and play.

However, without additional transportation funding, many of the projects that would

improve road, bridge and transit conditions while easing congestion and supporting the states

growing economy will not be completed. It is imperative that Minnesota adequately fund its

system of roads, highways, bridges and transit in order to address the challenges currently faced

by the states residents and businesses.

As Minnesota looks to build a thriving, growing and dynamic state, it will be critical that

it is able to provide a 21st century network of roads, highways, bridges and transit that can

accommodate the mobility demands of a modern society.

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Endnotes

1 U.S. Census Bureau. www.census.gov.

2 Minnesota Department of Administration Population Projections for Counties 2015-2040

3 U.S. Department of Transportation - Federal Highway Administration: Highway Statistics 2010, 1990.www.fhwa.dot.gov.

4 USgovernmentspending.com. Comparison of State and Local Government Spending and Debt in the United StatesFiscal Year 2012.5 Ibid.6 U.S. Department of Transportation - Federal Highway Administration: Highway Statistics 2010.www.fhwa.dot.gov7 U.S. Department of Transportation - Federal Highway Administration data (2010).8 Ibid.9 Minnesota Department of Transportation response to TRIP survey. 2012.10

Selecting a Preventative Maintenance Treatment for Flexible Pavements. R. Hicks, J. Moulthrop, TransportationResearch Board. 1999. Figure 1.11 Federal Highway Administration National Bridge Inventory, 2011.12 Ibid.13 Ibid.14 Minnesota Department of Transportation response to TRIP survey. 2012.15 Texas Transportation Institute. 2011 Urban Mobility Report.16 Minnesota Department of Transportation response to TRIP survey. 2012.17 Ibid.18 National Highway Traffic Safety Administration. 2010 data.19 Ibid.20 Ibid.21 TRIP analysis of National Highway Traffic Safety Administration and Federal Highway Administration Data.22 Ibid.23 Minnesota Department of Transportation response to TRIP survey. 2012.24 Bureau of Transportation Statistics, U.S. Department of Transportation. 2007 Commodity Flow Survey, StateSummaries.25 Ibid.26 National Cooperative Highway Research Program. Economic Benefits of Transportation Investment (2002). p. 4.27 The Transportation Challenge: Moving the U.S. Economy (2008). National Chamber Foundation. p. 10.28 Ibid.29 Ibid.30 Ibid.31 Ibid.32 Federal Highway Administration, 2008. Employment Impacts of Highway Infrastructure Investment.33 American Public Transit Association, (2009). Job Impacts of Spending on Public Transportation: An Update.http://www.apta.com/gap/policyresearch/Documents/jobs_impact.pdf34The Transportation Challenge: Moving the U.S. Economy (2008). National Chamber Foundation. p. 5.35 Ibid.36 Ibid.37 FHWA estimate based on its analysis of 2006 data. For more information on FHWAs cost-benefit analysis ofhighway investment, see the 2008 Status of the Nation's Highways, Bridges, and Transit: Conditions andPerformance.