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Members of the general public were invited to drive Mn/DOT automobiles on a driving course comprised of State and County roads. An interviewer rode along with each study participant asking questions about the brightness of pavement markings within predetermined sections of roadway. The interview was conducted after dark with the car's headlights kept at low-beam. For each section of roadway, study participants were asked to grade the visibility of the pavement markings; the edge line and the centerline were each evaluated individually. The average score received from all of the study participants for a specific section were compared with retroreflectivity data taken by Mn/DOT's mobile and handheld reflectometers. Analysis of the data revealed a significant correlation between the readings taken by the reflectometers and the rating scores provided by the study participants. This analysis suggests that the threshold value of acceptability versus unacceptability is between 80 and 120 Mcd/m2/lux. This establishment of a threshold retroreflectivity value(s) will allow cost-benefit/lifecycle analysis of different materials, and allow Mn/DOT to grade itself on how well it is meeting 'customer expectations'.

Transit service in Greater Minnesota is provided through a combination of multi-county systems, single county systems, small urban systems, urban systems and large urban systems. There are 10 rural multi-county systems serving 33 counties and 30 rural single county systems. Nine of the remaining 16 counties without countywide service contain one or more of the small urban or urban systems. The number of large urban systems in Greater Minnesota has remained constant, with Duluth the sole large urban system. Between 1993 and 1998, Duluth's ridership decreased by nine percent. There has been no change in the number of urban systems in Greater Minnesota during the mid-1990s. East Grand Forks, Moorhead, Rochester, and St. Cloud comprise this system category. Between 1993 and 1998, urban system ridership increased by 2 percent. There has been a decrease in the number of small urban systems in Greater Minnesota during the mid-1990s as some were coordinated into countywide rural systems. Between 1993 and 1998, small urban system ridership decreased by 7 percent. A portion of the decline in ridership can be attributed to the restructuring of two small urban systems to countywide systems over the same period of time. There has been an increase in the number of rural systems in Greater Minnesota during the mid-1990s. Between 1993 and 1998, rural system ridership increased by 75 percent. Some of the ridership increase can be attributed to the gain of 10 new systems over the same period of time. The objectives of the overall study were as follows: • To identify and develop a profile of current transit riders, non-riders, and those for whom transit is unavailable. • Determine unmet transit needs. • Measure awareness and satisfaction with current transportation services. • Develop strategies to expand the base of possible users of public transportation. • Provide information that would be useful in developing a marketing manual for small urban and rural public transportation providers.

The Minnesota Department of Transportation is searching for ways to maximize the use of transportation alternatives among single occupant vehicle drivers to (a) reduce traffic congestion, (b) improve the efficiency and sustainability of the regional transportation system, and (c) improve the livability of the Twin Cities region and the competitive advantage of its economy. Multi-Modal Alternative Transportation Study is designed to measure the potential for change in mode shift behavior in a corridor that has alternative infrastructure in place (1-394). The purposes of this study are to: 1. Identify incentives, services and facilities that have the greatest likelihood of changing commuting behavior (use of alternative modes of transportation at least one day per week). 2. Identify groups of individuals for whom the alternative modes have realistic appeal. 3. Establish baseline data from which to measure trends in this corridor over the course of deploying promotional programs (incentives and marketing). 4. Investigate the appeal of alternative modes within a health context. 5. Determine the amount of telecommuting that is taking place and the types of workers who telecommute.