Reports

This report contains data about contracts that meet the definition of “Privatization Transportation Contracts” as described in Minnesota Statutes 161.3203, which is also known as the “Taxpayers’ Transportation Accountability Act.” A total of 994 contracts were evaluated since the Act took effect. The Minnesota Department of Transportation executed 113 contracts meeting the statutory definition of a privatization transportation contract during state fiscal year (FY) 2024 (July 1, 2023 - June 30, 2024). This report provides information on the contracts executed in FY 2024 and the 248 contracts from previous years that remained active or were in the close-out audit process at the end of the prior year. Appendix A provides a detailed breakdown for each active contract.

The Transit Report is published annually to give residents and elected officials an overview of public transit services in Greater Minnesota. The report includes fact sheets that describe each of these state-supported public transit systems, aggregated information about calendar year (2022) expenditures, and calendar year (2023) operating budgets. 2023 expenditures are not included because the report is developed in fall 2023. This report meets the requirements in Minn. Stat.174.247 that MnDOT annually compiles and publishes financial information for federal and state-supported transit systems.

The Transit Report is published annually to give residents and elected officials an overview of public transit services in Greater Minnesota. The report includes fact sheets that describe each of these state-supported public transit systems, aggregated information about calendar year (2020) expenditures, and calendar year (2021) operating budgets. 2021 expenditures are not included because the report is developed in fall 2021. This report meets the requirements in Minn. Stat.174.247 that MnDOT annually compiles and publishes financial information for federal and state-supported transit systems. The chart on page 3 itemizes specific statutory guidelines for the report and indicates which sections meet the requirements.

Max-pressure (MP) traffic signal control is a new and innovative control algorithm that uses upstream and downstream vehicle counts to determine signal timing that maximizes throughput. While this method has been extensively tested in simulation, it has not yet been tested on actual traffic signals in the US. To close this gap, this report presents the results of the development of a hardware-in-the-loop traffic signal testbed where microsimulation is used to simulate realistic traffic conditions, and the MP algorithm is used to control the signal display using a traffic controller (Q-Free MaxTime controller). The hardware-in-the-loop results demonstrate that MP can be safely deployed on North American traffic signal control hardware.

The Minnesota Department of Transportation (MnDOT) investigated the use of dowel bars with various anchoring methods. This report examines the characteristics of various epoxy and grout anchorage systems at the interface between new construction and existing concrete. Twelve different anchoring materials as well as various anchoring methods were studied and compared to a control using no grout. This study did not examine the effects of the number of dowels used but instead was limited to the methods and materials used to anchor the dowels. This experiment was performed on concrete panels in-house. The tube grout method exhibited the best visual and magnetic imaging results. The evaluation methods did not clearly categorize the materials in order of performance but showed advantages of cleaning the drill-hole prior to dowel placement as well as the merits and demerits of using a retaining collar. The results generally suggested the need for an actual deployment research project on actual pavement in real-world service conditions. The field experiment was reported in a separate document.

Pedestrian bridges are sometimes constructed as the result of public pressures, i.e. emotional pleas for pedestrian bridges are voiced with safety used as a ploy. But, casual observation has shown that some pedestrians prefer to ignore the safety of bridges that have been provided for them, and cross highways at grade level. The purpose of this study was to determine pedestrian crossing patterns and degree of pedestrian bridge use in areas where pedestrian bridges exist but pedestrians are not compelled to use them.

The Third National Conference on Weigh-in-Motion (WIM) was held to share information and experience on this rapidly advancing technology. The first such conference was held in Denver, Colorado in 1983 and explored the technology in its infancy. The Conference looked ahead to experimentation, testing, and demonstrating the capabilities of WIM. A second conference was held in Atlanta, Georgia in 1985. WIM use and interest had grown from a handful of states to a majority of states and the conference looked ahead to the use of WIM data for enforcement, design, and pavement management. The third national conference on WIM was attended by representatives from all 50 states and eight foreign countries. Presentations and demonstrations clearly revealed wide spread acceptance and use of WIM for both enforcement of vehicle weight laws, pavement design, and management.

The Third Avenue North Distributor is being designed as a high capacity connection between I-394 west of Minneapolis and the downtown Minneapolis street system. It is the eastern most mile of I-394, and it will be constructed on the northern fringe of the CBD. As part of the transportation system management plan for downtown Minneapolis, three parking garages are being proposed to be constructed adjacent to, or in the air-rights of, this roadway. The garages were proposed in 1969, and in 1974, the Federal Highway Administration (FHWA) asked to have a financial feasibility study conducted along with a study to determine the impact these parking garages will have on the regional transit system. This report is the results of these studies, and includes an examination of alternative locations for the garages

This project is located in a fully developed area of the Cities of Minneapolis and St. Paul, Minnesota. The unmarked Trunk Highway involved is Legislative Route 108, which is Lake Street in Minneapolis and Marshall Avenue in St. Paul. Lake Street and Marshall Avenue span the Mississippi River on Bridge No. 6520. The river banks on both ends of the bridge are part of the park systems of Minneapolis and St. Paul. The common border of the cities at this location is at the middle of the bridge, which is known as the Lake Street Bridge in Minneapolis and as the Marshall Avenue Bridge in St. Paul. This project consists of replacing the Lake Street/Marshall Avenue Bridge. Originally constructed in 1888, the bridge must now be replaced because of its poor condition and inability to handle modern-day traffic loads and volumes. The replacement bridge will be constructed in stages to allow continuous use of the bridge during the construction period. This project will also incorporate, at the request of the City of Minneapolis; the construction of a grade-separated intersection at Lake Street and West River Road. The present at-grade intersection is directly off the west end of the bridge. Construction is expected to begin in early 1988 and be completed in 1989.

In August, 1984, the Commissioner of Transportation requested the Finance and Administration Division to perform a preliminary feasibility study of using toll financing for funding of bridge replacement construction. The objective of the study was to provide information to decision makers regarding the feasibility of using tolls as a means of accelerating the financing of bridge replacement construction.