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Using detailed travel surveys (the Travel Behavior Inventory) conducted by the Metropolitan Council of the Minneapolis/Saint Paul (Twin Cities) Region in Minnesota for 1990, 2000-2001, and 2010-2011, this report conducts an analysis of changes in travel behavior over time. Specifically looking at changes in travel duration, time, use, and accessibility; telecommuting and its relationship with travel and residential choices; transit service quality and transit use; effects of age and cohort; and changes in walking and bicycling. Much has changed in this period, including the size of the region, demographics, economics, technology, driver licensing, and preferences, examining in turn the effects of investment, development, and population change on behaviors for the Minneapolis-St. Paul region as a whole and for areas within the region. While this research cannot hope to untangle all of the contributing factors, it aims to increase understanding of what did happen, with some explanation of why. This will inform transportation engineers, planners, economists, analysts, and decision makers about the prospective effects of future changes to networks, land use, and demographics while also evaluating the effects of previous network investments.

The purpose of this project was to develop methodologies for monitoring non-motorized traffic in Minnesota. The project included an inventory of bicycle and pedestrian monitoring programs; development of guidance for manual, field counts; pilot field counts in 43 Minnesota communities; and analyses of automated, continuous-motorized counts from locations in Minneapolis. The analyses showed hourly, daily, and monthly patterns are comparable despite variation in volumes and that adjustment factors can be used to extrapolate short-term counts and estimate annual traffic. The project technical advisory panel made five recommendations: (1) MnDOT should continue and institutionalize coordination of annual statewide manual bicycle and pedestrian counts; (2) MnDOT should improve methods for reporting results of field counts and explore web-based programs for data reporting and analysis; (3) MnDOT should lead efforts to deploy and demonstrate the feasibility of new automated technologies for bicycle and pedestrian counting, focusing on new technologies not presently used in Minnesota; (4) MnDOT should begin integration of non-motorized traffic counts from existing automated, continuous counters in Minneapolis into its new databases for vehicular traffic monitoring data; and (5) MnDOT should work with local governments and explore institutional arrangements for (a) establishing a network of permanent, automated continuous monitoring sites across the state and (b) sharing and deploying new technologies for short-duration monitoring to generate traffic counts that provide a more comprehensive understanding of spatial variation in nonmotorized traffic volumes.

This project estimated the economic impact of the bicycling industry and events in Minnesota, estimated bicycling infrastructure use across the state, and assessed the health effects of bicycling in the Twin Cities metropolitan area (TCMA). A survey of bicycling-related manufacturers, wholesalers, retailers, non-profit and advocacy groups found the industry produced a total of $779.9 million of economic activity in 2014. Using data from multiple sources, The number of bicycle trips in Minnesota was estimated to be between 75.2 and 96 million annually. The TCMA accounts for 69%-72% of the total number of trips and miles traveled in Minnesota. Bicycling events, including races, non-race rides, fundraising events, mountain bicycling events, high school races, and bicycle tours, produced a total of $14.3 million of economic activity in 2014. All six types of bicycling events mainly attract white, non-Hispanic male participants. "Riding my bicycle" was the most frequently identified reason to attend an event (except for fundraising event participants), and there is a variety of enjoyable attributes that differed across event types. Overall, respondents were satisfied with the events. Bicycle commuting prevents 12 to 61 deaths per year, saving $100 million to $500 million. Bicycle commuting three times per week is also linked to 46% lower odds of metabolic syndrome, 32% lower odds of obesity, and 28% lower odds of hypertension, all of which lower medical costs. Project findings tell a compelling story for the positive effects of bicycling and provide direct evidence that supports the efforts of promoting bicycling-related industry, infrastructure, events, and activities.

The Minnesota Department of Transportation (MnDOT) launched the Minnesota Bicycle and Pedestrian Counting Initiative in 2011; a statewide; collaborative effort to encourage and support non-motorized traffic monitoring. This report summarizes work by MnDOT and the University of Minnesota between 2014 and 2016 to institutionalize bicycle and pedestrian monitoring. The project team established a new statewide bicycle and pedestrian traffic monitoring network with 25 permanent monitoring locations and a new district-based portable counting equipment loan program. Other key accomplishments included Minnesota's first Bicycle and Pedestrian Annual Traffic Monitoring Report; a new MnDOT website for reporting annual and short-duration counts; and a new Bicycle and Pedestrian Data Collection Manual that local jurisdictions and consultants can use to design manual and automated non-motorized traffic monitoring programs. The project team also included provisions in MnDOT equipment vendor agreements that enable local governments to purchase bicycle and monitoring equipment; established new annual training programs for bicycle and pedestrian monitoring; and contributed provisions in the Statewide Bicycle System Plan and Minnesota Walks that call for bicycle and pedestrian traffic monitoring and creation of performance measures based on counts. Despite this progress; challenges in implementing monitoring remain and continued investment in and support for bicycle and traffic monitoring is needed.

The Minnesota Department of Transportation (MnDOT) launched the Minnesota Bicycle and Pedestrian Counting Initiative in 2011; a statewide; collaborative effort to encourage and support non-motorized traffic monitoring. One of the objectives of the Initiative was to provide guidance related to monitoring bicycle and pedestrian traffic. This manual is an introductory guide nonmotorized traffic monitoring. The manual describes general traffic monitoring principles; bicycle and pedestrian data collection sensors; how to perform counts; data management and analysis; and the next steps for bicycle and pedestrian traffic monitoring in Minnesota. The manual also includes several case studies that illustrate how bicycle and pedestrian traffic data can be used to support transportation planning and engineering.

Engineers need information about interactions between vehicles and bicyclists to design efficient; safe transportation systems. This study involved a review of design guidelines for bicycle facilities; observation of bicycle-vehicle interactions at nine roadways with different types of bicycle facilities; analysis of results; and description of design implications. Facilities observed included buffered and striped bicycle lanes; sharrows; signed shared lanes; and shoulders of various widths. Driver behaviors were categorized as no change in trajectory; deviation within lane; encroachment into adjacent lane; completion of a passing maneuver; and queuing behind cyclists. Drivers on roadways with bicycle lanes were less likely to encroach into adjacent lanes; pass; or queue when interacting with cyclists than drivers on roadways with sharrows; signs designating shared lanes; or no bicycle facilities. Queueing behind cyclists; the most significant impact on vehicular traffic flows; generally was highest on roads with no facilities or shared facilities without marked lanes. Statistical modeling confirmed the descriptive results. Given an objective of increasing predictability of driver behavior; buffered or striped bicycle lanes offer advantages over other facilities. Sharrows may alert drivers to the presence of cyclists; but traffic impacts on roadways with sharrows may not differ significantly from roadways with no facilities. Signs indicating bicyclists may occupy lanes also may alert drivers to the presence of cyclists; but this study provided no evidence that interactions on roadways marked only with signs differ from roadways with no facilities. From the perspective of reducing potential traffic impacts; bicycle lanes are to be preferred over sharrows or signage.

Investigators created a manual to help MnDOT and local agencies implement counting programs, which can be used to evaluate safety and use of bicycle and pedestrian facilities. The first edition of this manual was published as a draft version. The final version is Report 2017-03.

The Minnesota Bicycle and Pedestrian Counting Initiative: Implementation Study reports results from the second in a series of three MnDOT projects to foster non-motorized traffic monitoring. The objectives were to install and validate permanent automated sensors, use portable sensors for short duration counts, develop models for extrapolating counts, and integrate continuous counts into MnDOT traffic monitoring databases. Commercially available sensors, including inductive loops, integrated inductive loops and passive infrared, pneumatic tubes, and radio beams, were installed both as permanent monitor sites and used for short-duration counts at a variety of locations in cities, suburbs, and small towns across Minnesota. All sensors tested in the study produced reasonably accurate measures of bicycle and pedestrian traffic. Most sensors undercounted because of their inability to distinguish and count bicyclists or pedestrians passing simultaneously. Accuracy varied with technology, care and configuration of deployment, maintenance, and analytic methods. Bicycle and pedestrian traffic volumes varied greatly across locations, with highest volumes being on multiuse trails in urban areas. FHWA protocols were used to estimate annual average daily traffic and miles traveled on an 80-mile multiuse trail network in Minneapolis. Project findings were incorporated in a new MnDOT guidance document, "DRAFT Bicycle and Pedestrian Data Collection Manual" used in statewide training workshops. A major challenge in implementing bicycle and pedestrian traffic monitoring is data management. Years will be required to institutionalize bicycle and pedestrian traffic successfully.

Separated bicycle lanes (SBLs) are bicycle facilities that employ both paint and a vertical element as a buffer between vehicle traffic and bicycle traffic. In recent years, the installation of SBLs has increased in the U.S. as planners and engineers seek to reduce crash risk, increase safety and foster demand. In turn, public demand for these facilities has continued to grow. This project conducted a thorough literature search to identify knowledge gaps and aspects of design not addressed in depth in existing guides. In collaboration with the Local Road Research Board and MnDOT, the study identified which design elements were of the greatest local interest or missing from the guidance altogether. The identified subject areas were explored with the help of three major knowledge gathering approaches: interviews of industry professionals from local agencies currently operating SBLs, interviews with leading bicycle advocates representing the local cycling community, and an ambitious and lengthy online survey of people who cycle in Minnesota. As noted by several existing guidance documents and corroborated by the information collected and analyzed in this project, the SBL is one of the highest quality bikeway facilities available. This report adds to the existing guidance regarding the planning and operation of SBLs by refining the discussion and taking into account individual aspects of separate design elements and their implementation alternatives, as well as their influence and limitations on maintenance needs, especially in winter. The guidance identifies multiple considerations for each of the selected structural elements and maintenance considerations to inform the choices made during the design process.

Studies by the Federal Highway Administration show that American Indians have higher rates of pedestrian injury and death per capita than any other population group in the United States. The Minnesota Department of Transportation (MnDOT) has identified Native Americans as one of six priority populations in Minnesota that face disproportionate risks as pedestrians. This report summarizes efforts taken between 2016 and 2024 to document and reduce risks to pedestrians on the seven recognized Anishinaabe reservations in Minnesota. Across reservations, researchers monitored pedestrian crossings using video recorders at 23 different sites identified by Tribal transportation managers, including 10 Phase 1 sites (2016-2020) and 13 Phase 2 sites (2019-2024). Monitoring results, including pedestrian counts, interactions with drivers, and yield rates, were used to inform planning and implementation of countermeasures to reduce crash risk at six Phase 1 sites and two Phase 2 sites. These countermeasures included marked crosswalks with pedestrian landing pads, better lighting and signage; ADA-accessible pedestrian access ramps; and a pedestrian hybrid beacon. Additional countermeasures have been scheduled or planned for 2024 or later at six more locations. Post-implementation monitoring at six Phase 1 sites confirmed that countermeasures change pedestrian and driver behaviors, but not all pedestrians or drivers use countermeasures as designed. Implementation of countermeasures may change risk factors and reduce risks, but risks cannot be eliminated and will remain after countermeasures are implemented. Consultation, coordination, and cooperation among Tribal, state, and local transportation planners and engineers are essential to reducing crash risk and increasing pedestrian safety.