Railroads

The Minnesota Department of Transportation is pleased to provide this assessment report as required by Minn. Session Law Ch. 68, sec. 112. The purpose of the study was to conduct an analysis and evaluation of options for development of transit and rail service improvements in the corridor between the Minnesota Cities of St. Paul, Minneapolis, Coon Rapids, St. Cloud and Moorhead, and Fargo, North Dakota.

Minnesota’s industrial and agricultural base has been tied closely to the state’s extensive railroad network for our entire history, and still is today. In the last three decades, railroads enjoyed a resurgence in productivity and profitability, with shippers increasingly turning to rail to capture benefits in costs, service and good connections to distant markets, a key factor in Minnesota’s business future. Both businesses and railroads have expressed interest in enhancing the potential for business growth around this transportation mode. The Freight Rail Economic Development study lays out a range of options and tools in response to this desire.

The purpose of the Minnesota Comprehensive Statewide Freight and Passenger Rail Plan (“State Rail Plan”), pursuant to Minnesota Statute Minnesota Session Law 2008, Section 174.03 subd 1b, is to guide the future of the rail system and rail services in the State. The development of the Plan, managed by the Minnesota Department of Transportation (Mn/DOT), included extensive involvement by the private sector, public officials, and representatives, as well as the general public.

Minnesota Statutes 219.375, subd. 1 and 3, direct Class I railroads, Class II railroads and the union representative for each railroad to submit reports to the commissioner of transportation. According to the statute, these reports should include specific information regarding lighting conditions in rail yards where train cars or locomotives are frequently switched, repaired, inspected, assembled or disassembled at night. After the railroad yard lighting reports are received, the commissioner is to advise the transportation committees about the content of reports, any discrepancies investigated, the railroads progress toward achieving the standards and guidelines identified in the statute, and any recommendations for legislation to achieve compliance. BNSF Railway, Canadian Pacific Railway, Canadian National Railroad, Union Pacific Railroad, and United Transportation Union’s SMART Transportation Division submitted initial reports to Minnesota Department of Transportation’s Office of Freight and Commercial Vehicle Operations. Three of the four railroads stated in their cover letters that while they were submitting information in a spirit of cooperation, each believes that some or all of the requirements placed on the railroads in Minn. Stat. 219.375 may be preempted by federal laws. No documentation or analysis was provided supporting the contention of preemption by federal laws.

This interim update is issued to comply with Laws of Minnesota 2014, Chapter 312, Article 10, Section 10. Improvements Study on Grade Crossings and Rail Safety for Oil and Other Hazardous Materials Transportation (a) The commissioner of transportation shall conduct a study on highway-rail grade crossing improvement for oil and other hazardous materials transported by rail, and on rail safety. At a minimum, the study must: (1) provide information that assists in risk management associated with transportation of oil and other hazardous materials by rail; (2) develop criteria to prioritize needs and improvements at highway-rail grade crossings; (3) consider alternatives for safety improvements, including but not limited to active warning devices such as gates and signals, closings, and grade separation; (4) provide findings and recommendations that serve to direct accelerated investments in highway-rail grade crossing safety improvements; and (5) analyze state inspection activities and staffing for track and hazardous materials under Minnesota Statutes, section 219.015 (b) The commissioner shall submit an interim update on the study by August 31, 2014, and a final report by October 31, 2014, to the chairs and ranking minority members of the legislative committees with jurisdiction over transportation policy and finance.

Minnesota Statutes 219.375, subd. 1 and 3, direct Class I railroads, Class II railroads and the union representative for each railroad to submit reports to the commissioner of transportation. According to the statute, these reports should include specific information regarding lighting conditions in rail yards where train cars or locomotives are frequently switched, repaired, inspected, assembled or disassembled at night. After the railroad yard lighting reports are received, the commissioner is to advise the transportation committees about the content of reports, any discrepancies investigated, the railroads progress toward achieving the standards and guidelines identified in the statute, and any recommendations for legislation to achieve compliance.

The Minnesota Department of Transportation, 3M, and Dynamic Vehicle Safety Systems have developed an in-vehicle signing system to alert drivers of potentially dangerous railroad crossing situations. In this project the in-vehicle signing system was installed in 29 school buses in Glencoe, Minnesota. The system was operational for the 1997/1998 school year. The system was initially installed at signalized railroad crossings but the test was later expanded to evaluate the technology for use at unsignalized or passive crossings. This report evaluates the impact of the system and the performance of the system's technology.

The Headwaters Regional Development Commission has been aware of the tenuous nature of much of the rail service in the region for quite some time. There have been rumors of a potential abandonment of the Park Rapids - Wadena rail line as early as the mid-70's. Cutbacks in stations and in service on the Burlington Northern line from Bemidji to International Falls were starting to occur in the early 1980's. Events of the last year led local officials to believe that one or more rail abandonments in the near future was indeed a possibility. From this context, the Headwaters Commission developed a proposal, ultimately funded by MN/DOT, to study the potential re-usea of rail right of way (R.O.W.) subject to abandonment in the Headwaters Region. The idea behind this was that local governments normally are ill-equipped to influence a R.O.W. re-use decision and, therefore, have little impact on the process. Unfortunately, most of the effects of such a decision are felt by local governments through which the rail line passes. The purpose of our study was to help local governments gain access to the R.O.W. re-use decision process. The Commission proposed to do this by providing information concerning the process and concerning various re-use alternatives.

The Minnesota Intermodal Railroad Terminal Study (MIRTS) was formed in June of 1993 to evaluate the need for new or expanded intermodal terminal facilities in the Twin Cities metropolitan area. MIRTS is a public/private partnership originally made up of the Burlington Northern Santa Fe (BNSF), Canadian Pacific Railway (CP), the Minnesota Department of Transportation (Mn/DOT) and the Metropolitan (Met) Council. Union Pacific Railroad (UP) joined later in anticipation of extending their service to the Twin Cities area. MIRTS completed a study in February 1995; concluding that the region needs to more than double its intermodal terminal capacity. This would require construction of new facilities. MIRTS then investigated the feasibility of creating a joint facility large enough to meet the Twin Cities' intermodal shipping needs to the year 2012. In November 1995, MIRTS identified one area in Cottage Grove and two in Rosemount as viable locations for a new multi-user, intermodal terminal in the metro area. MIRTS consulted with staff from the three local railroads and its eighteen-member advisory committee - made up of local manufacturers, shippers, municipalities, academics, transportation professionals and potential users - before making these selections. This report establishes a model for terminal investment and examines the terminal's possible effect upon local communities and the public highway and private railroad infrastructure.

The State Rail Bank Program (SRB) was authorized by the Legislature in 1980, Minn. Stat. 222.63. During the 1981 Legislative Session, the 1980 legislation was amended and bonding authority for the SRB Program was established. In 1982 the rules for the Program, 14 MCAR +1.4010-1.4016, were promulgated. The SRB Program may be implemented when funding for the Program becomes available. The purpose of this Report is to present possible SRB projects for the implementation of the Program. The Report includes a discussion of the purpose and intent of the Program, a discussion of how rail lines were analyzed for the purposes of the SRB Program, and a possible project candidates list. The purpose of the SRB Program is to acquire and preserve abandoned rail lines for future uses. All future uses must be for public or commercial use in serving the public by providing for the transportation of persons or freight, or the transmission of energy, fuel or other commodities. Rail, electrical transmission line, transit, highway and pipeline include the types of transportation and transmission modes that are considered for meeting SRB purposes. Rail lines that are to be acquired for preserving rail service receive top priority over other lines competing for funding. Other priority considerations include the expected benefit to the state of the proposed future use, and whether or not the acquired line will be used for more than one SRB purpose.