FREIGHT PLAN DEVELOPMENT DATA SOURCES
FREIGHT RELATED INDUSTRY TRANSPORTATION REQUIREMENTS
MULTIMODAL FREIGHT SYSTEM
DISTRICT 8 Needs and Issues
The District's road network consists of a variety of road types, including US highways, state highways, and county roads. However, unlike most other Districts, District 8 lacks interstate highway mileage. The road network plays an important role because it provides direct connections to not only rail within the District and to all of the District’s businesses, but also to other modal systems located beyond District boundaries. Infrastructure condition is important for two reasons. First, poorly-maintained infrastructure can damage vehicles and cargo, or force trucks to travel at slower speeds, effectively increasing travel costs for District businesses. Second, structurally-deficient infrastructure may necessitate lower weight limits, which could result in longer routes for trucks. Another issue is that freight may take alternate routes that add many miles to their trip. This discussion of infrastructure condition in the report is broken down into two parts: pavement condition and bridge condition.
Stakeholders did not identify any grade crossing needs or issues in the District, but there are some actively- and passively- protected crossings with relatively high levels of assessed risk. MnDOT and BNSF have partnered on a new wye in Willmar, with MnDOT altering road routes and BNSF constructing new track. The project will improve rail mobility by creating a direct connection for BNSF trains to move between the Morris and Marshall subdivisions .
Anticipating and Interpreting Future Changes
The freight transportation system is made up of a variety of actors such as shippers, brokers, and carriers. These actors make choices in response to a variety of external factors, including economic or political changes. Therefore, the operation of freight itself is fundamentally reactive to a variety of factors that lie well outside of the control of MnDOT and other agencies that build and maintain the transportation system. Additionally, the freight system is continually changing. It can be difficult to determine exactly how it will change in the future because the specific factors that influence demand are numerous and difficult to forecast. However, there are a number of “lenses” through which MnDOT can interpret or anticipate future freight changes including Social, Technological, Environmental, Economic, and Political considerations.
Support Minnesota’s Economy
|Programs||• Manufacturers’ Perspectives Study. Update or “refresh” the Manufacturers’ Perspectives study on a 5 or 10-year basis, to gather relevant feedback and evaluate how freight needs and issues are changing over time. • Minimize Empty Truck Opportunities. Explore opportunities to utilize empty trucks traveling to the District to obtain favorable inbound trucking rates.|
|Partnerships||• Marketing Collaboration for Key Industries. Collaborate with local economic development agencies to market the region’s competitive location and assets. One area to target could be wind energy development • Truck Driver Training Collaboration. Partner with local educational institutions to support truck driver training programs, with goal to ensure local businesses have enough drivers.|
Improve Minnesota’s Mobility
|Policies||• Tailored OSOW Regulations. Examine potential opportunities to tailor OSOW truck regulations to reflect local operational context, such as allowing OSOW loads at times when loads would be prohibited elsewhere in Minnesota./td>|
|Programs||• Develop a District Freight Mobility Program. Develop a freight mobility program in District 8 to systematically address the mobility (performance) issues identified as “unaddressed” (as shown in Figure 30). This program should focus on eliminating vertical clearance restrictions, in order to provide improved system redundancy.|
|Partnerships||• Engage with South Dakota DOT. Engage with South Dakota DOT to ensure that highways critical to freight in District 8 (US-12, US-212, US-14, etc.) are adequately maintained. Other topics for collaboration include weight limit harmonization and the creation or preservation of oversize-overweight truck corridors.|
Preserve Minnesota’s Infrastructure
|Policies||• Incorporate Freight Considerations into Existing MnDOT Funding Programs, or determine the potential freight benefits or impacts of specific CHIP, STIP, and county projects. Including these considerations may help the District address freight needs and issues without the assistance of a dedicated freight funding program. • Focus on Maintaining the Good Condition of Existing Assets, rather than expanding capacity of the system (primarily roads). The policy reflects the fact that funding shortfalls are expected in the future, and limiting additional maintenance costs for additional infrastructure is in the states’ best interest.|
|Programs||• Develop a Freight Infrastructure Program in District 8 to systematically address the condition issues identified as “unaddressed” • Expand Truck Parking Options on the southern and western sides of the Twin Cities • Conduct Research in Freight Technology Topics, including to understand how the implementation of autonomous trucks may be relevant to freight in the area, and what facilities may be needed to support autonomous vehicle operations|
|Partnerships||• Provide Stable Funding. Encourage state and federal lawmakers to develop stable funding policies and sources for freight, and the transportation system in general. • Consult with Trucking Operators when creating roundabouts on major freight routes. • Work with Class III Railroads to understand track weigh limitations and investment requirements to make the rail system more efficient in the District.|
|Programs||• Develop a Freight Safety Program in District 8 to systematically address the safety issues identified as “unaddressed”. This could effectively be incorporated in existing District safety activities, with an emphasis on addressing those most pressing freight-related needs (e.g., adding turning, accelerating and passing lanes; improving sight lines and warnings for shot stopping distances; widening and strengthening shoulders). • Make Targeted, Low Cost Safety Investments, which could include warning devices at high-risk rural intersections • Advance District Recommendations of MnDOT’s Weight Enforcement Investment Plan including: 1) US-71/MN-23 in Kandiyohi County north of Willmar needs increased enforcement due to the shipping of heavy sugar beets and generally heavy truck traffic, and 2) additional review is needed to upgrade a Weigh In Motion site on US-212 in Renville County, east of Olivia.|
|Partnerships||• Partner with Local Communities and Railroads to advance grade crossing and low clearance improvements at key location • Public Education on How to Drive Near Trucks. Public education with local law enforcement and media to help public understand how to drive around trucks.|
Protect Minnesota’s Environment and Communities
|Programs||• Improve Truck Routing. Examine opportunities to minimize truck routing through urban areas/town centers • Reduce Use of Salt and Deicers. Examine opportunities to reduce the use of salt and other deicing solutions that may contribute to the contamination of local water supply used for agriculture.|
|Partnerships||• Provide Local Assistance. Offer assistance to county and local governments with long-range planning. Many freight issues occur off of MnDOT’s trunk highway network, so collaboration with local governments may be necessary to solve first- and last-mile freight movement needs and issues.|