Minnesota's Transportation Challenges and the Improvements - Trip

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Minnesota’s 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 that researches, 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.

Executive Summary

Minnesota’s extensive system of roads, highways, bridges and transit provides the state’s residents, visitors and businesses with a high level of mobility. As the backbone of the North Star State’s economy, Minnesota’s surface transportation system plays a vital role in the state’s economic 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 and negatively impact the quality of life of the state’s 5.3 million residents. Due to insufficient transportation funding at the federal, state and local level, Minnesota faces numerous challenges in providing a road, highway, bridge and transit network that is smooth, well-maintained, as safe as possible, and that affords a level of mobility capable of supporting the state’s economic goals. As Minnesota looks to build and maintain a thriving and diverse economy, it will need to modernize its transportation system by improving the physical condition of its roads, highways, bridges, and transit systems and enhancing the system’s ability to provide efficient, safe and reliable mobility to the state’s residents, visitors and businesses. Making needed improvements to Minnesota’s surface transportation system would provide a significant boost to the state’s economy by stimulating short and long-term economic growth. Numerous segments of Minnesota’s surface transportation system have significant deterioration, are congested or crowded, lack some desirable safety features, and do not have adequate capacity to provide reliable mobility, creating challenges for Minnesota’s residents, visitors, businesses and state and local governments. This report looks at the condition and use of Minnesota’s system of roads, highways, transit and bridges and provides information on the state’s most pressing transportation challenges and the improvements needed to address these challenges. Deficient roads, highways, bridges and transit systems and crowded or congested routes in Minnesota are posing mounting challenges to the state’s 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 Minnesota’s top surface transportation challenges, which include the following: segments of the state’s major roads and highways that have significant levels of traffic congestion; sections of major roads or highways that have significant pavement deterioration and need to be resurfaced or reconstructed; needed safety improvements to segments of state roadways; major bridges in the state that have significant deficiencies and need to be rebuilt or reconstructed; and transit routes or facilities that do not provide adequate mobility because they are overcrowded, deficient or underfunded.

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The report contains lists of the state’s most pressing challenges as determined by TRIP in five categories: roadway deterioration, congested routes, deficient bridges, roadway safety and transit. Lists of challenges in each category can be found in Appendices A through E.



The total cost of addressing the state’s top transportation challenges identified in this report is between $7.1 and $9.4 billion. An additional $171 to $181 million annually would be needed to adequately operate public transit service needed to address Minnesota’s public transit challenges. These costs are not meant to represent all transportation needs in Minnesota, but only those identified in the TRIP report.



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

Growth in population and vehicle travel has far outstripped the current capacity of Minnesota’s transportation system. The state’s population and economy will continue to grow in the future, bringing mounting challenges for the existing network of roads and bridges. •

Minnesota’s system of 141,482 miles of roads and 13,117 bridges carries approximately 57 billion vehicle miles of travel annually.



From 1990 to 2011, Minnesota’s population increased by 21 percent, from approximately 4.4 million to approximately 5.3 million. Minnesota’s population is expected to increase to 6.2 million by 2030.



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



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. This rate of growth 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 $199 billion in goods are shipped to sites in Minnesota, mostly by trucks. 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.



Minnesota’s population and economy will continue to grow in the future, bringing mounting challenges for the existing network of roads and bridges. The state will need to expand key roads, highways and bridges to increase mobility and ease traffic congestion, make needed road and bridge repairs, and improve roadway safety.

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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 Minnesota’s major roads are in poor or mediocre condition. Repairing the state’s deteriorated roadways and maintaining them in good condition will provide a smooth and efficient roadway system for the state’s residents and businesses. •

Nearly a third of Minnesota’s major roads are in poor or mediocre condition, with 12 percent rated in poor condition and an additional 19 percent rated mediocre in 2010. An additional 18 percent of the state’s major roads were rated in fair condition and 51 percent 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 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).



The functional life of Minnesota’s roads is greatly affected by the state’s 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.



The roadway sections 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 in need of reconstruction or significant preservation can be found in Appendix A.

Minnesota faces a significant challenge in the need to reconstruct or repair numerous major 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 Minnesota’s bridges were rated structurally deficient in 2011. A bridge is structurally deficient if there is significant deterioration of the bridge deck, supports or other major components. Structurally deficient bridges may be posted for lower weight or closed to traffic, restricting or redirecting large vehicles, including commercial trucks, school buses and emergency services vehicles.



In 2011, three percent of Minnesota’s bridges were rated as functionally obsolete. Bridges that are functionally obsolete no longer meet current highway design standards or are 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 for travel and are monitored and maintained on a regular basis by the agencies responsible for their upkeep.

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Significant 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 in Appendix 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. •

Minnesota’s urban roads are becoming increasingly congested, hampering commuting and commerce while reducing economic opportunities and quality of life in the state. Unless Minnesota’s transportation system is improved and enhanced, congestion will worsen dramatically in the coming years.



The improvements needed to relieve congestion and enhance mobility as determined by TRIP 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 promote economic development opportunities along crucial statewide connector routes such as US 169 in Itasca County, US 14 in Dodge and Steele Counties, and MN 371 in Crow Wing County.



A list of segments of roadway that are congested, contain chokepoints that hamper commuting or commerce, or lack an adequate facility to fully support economic development opportunities can be found in Appendix C.

Minnesota’s 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 hamper commuting or commerce because they are deteriorated or congested. Minnesota’s current transit needs include the following: expansion of the Metro Mobility Americans 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 increased operating funds for numerous transit systems.



A list of existing or lacking transit facilities, or routes that hamper commuting or commerce because they are deteriorated or crowded can be found in Appendix D.

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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 and 2010, 2,292 people were killed in traffic crashes in Minnesota, an average of 458 fatalities per year.



Minnesota’s 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.



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.



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



The roadway corridors most in need of safety improvements to reduce the occurrence of crashes and fatalities include the following: system-wide enhancements to the state’s 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 atgrade railroad crossings of major highways in Anoka, Cannon Falls, Crosby and Ramsey.



A list of the state’s most significant safety challenges can be found in Appendix E.



Several factors are associated with vehicle crashes that result in fatalities, including driver behavior, vehicle characteristics and roadway features. It is estimated that roadway features are likely a contributing factor in approximately one-third of fatal traffic crashes.



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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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 a result of increased travel speeds and fewer mobility barriers.



Improvements in household welfare resulting from better access to higher-paying jobs, a wider selection of competitively priced consumer goods, additional housing and healthcare options, and improved mobility for residents without access to private vehicles.



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



Increased leisure/tourism and business travel resulting from the enhanced condition and reliability of a region’s 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 flow of people and goods while reducing fuel consumption.



Transportation projects that maintain and preserve existing transportation infrastructure also provide significant economic benefits by improving travel speeds, capacity, loadcarry abilities and safety, and reducing operating costs for people and businesses. Such projects also extend the service life of a road, bridge or transit vehicle or facility, which saves money by either postponing or eliminating the need for more expensive future repairs.



Site Selection magazine’s 2010 survey of corporate real estate executives found that transportation infrastructure was the third most important selection factor in site location decisions, behind only work force skills and state and local taxes.



A 2007 analysis by the Federal Highway Administration found 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 nonconstruction related sectors of the economy.

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A 2009 report prepared for the American Public Transportation Association found 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.



The Federal Highway Administration estimates that 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.

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 Transit Association (APTA), the Texas Transportation Institute (TTI), and the U.S. Census Bureau. All data used in the report is the latest available.

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Introduction Minnesota’s system of roads, highways, bridges and transit forms a vital transportation network for the state’s residents, visitors and businesses, providing daily access to homes, employment, shopping, recreation and customers. The modernization of Minnesota’s transportation system could play an important role in the state’s economic wellbeing by providing critically needed jobs in the short term and by improving the productivity and competitiveness of the state’s businesses in the long term. Improving the state’s 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 state’s 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 Minnesota’s roads, highways, bridges and transit systems and identifies the state’s 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 state’s 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. Minnesota’s 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 Minnesota’s Roads

Minnesota’s 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 state’s transportation system would enhance quality of life and economic development. The state’s 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 Minnesota’s 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 Minnesota’s 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 state’s 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 in Appendix A. The functional life of Minnesota’s roads is greatly affected by the state’s 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 Minnesota’s bridges (20 feet or longer) were rated as structurally deficient or functionally obsolete. 11 Approximately eight percent of Minnesota’s 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 Minnesota’s 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 in Appendix 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

Minnesota’s urban roads have become increasingly congested, hampering commuting and commerce while reducing economic opportunities and quality of life in the state. Unless the state’s 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 Minnesota’s 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.16 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 in Appendix C.

Transit in Minnesota

Minnesota’s 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 state’s public transit systems. 17 Minnesota’s 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 state’s transit systems.

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A list of existing or lacking transit facilities or routes that hamper commuting or commerce can be found in Appendix D.

Roadway Safety in Minnesota

Although Minnesota has one of the lowest traffic fatality rates in the nation, some segments of Minnesota’s 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 Minnesota’s highways from 2006 through 2010, an average of 458 fatalities per year. 19 Minnesota’s 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 Minnesota’s 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’ nonInterstate 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 state’s 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 state’s significant safety challenges can be found in Appendix 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 Minnesota’s Economy

The condition and efficiency of a region’s transportation system can be a critical factor in the extent and rate of a region’s economic growth. The level of mobility provided by a region’s network of roads, bridges and highways has a significant impact on the productivity of a region’s businesses. The physical condition of a region’s 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 region’s 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 region’s economic effectiveness. Minnesota’s 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 region’s transportation system has become a key component in a business’s 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, demandside 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 pullstyle distribution system, which relies on smaller, more strategic movement of goods. These improvements have made mobile inventories the norm, resulting in the nation’s 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 18

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 region’s 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 region’s 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. A 2007 analysis by the Federal Highway Administration found 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

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A 2009 report prepared for the American Public Transportation Association found 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 The Federal Highway Administration estimates that 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

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Conclusion Minnesota’s 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 state’s roads, highways, bridges and transit systems will be an effective step in growing the state’s 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 state’s 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 state’s 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

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2

U.S. Census Bureau. www.census.gov. Minnesota Department of Administration – Population Projections for Counties 2015-2040

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

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USgovernmentspending.com. Comparison of State and Local Government Spending and Debt in the United States Fiscal Year 2012. 5 Ibid. 6 U.S. Department of Transportation - Federal Highway Administration: Highway Statistics 2010. www.fhwa.dot.gov 7 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, Transportation Research 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, State Summaries. 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.pdf 34 The 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 FHWA’s cost-benefit analysis of highway investment, see the 2008 Status of the Nation's Highways, Bridges, and Transit: Conditions and Performance.

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