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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.

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.