Chapter 2 Page 15 WHERE ARE WE NOW? A current snapshot of Minnesota’s population, economy, and environment along with information about the existing multimodal transportation system SEPTEMBER 2012 Page 16 This page intentionally left blank. Page 17 WHERE ARE WE NOW? Minnesota is a great place to live, work, play, start a business, visit, and raise a family. Minnesota’s transportation system contributes to the state’s overall quality of life and economic competitiveness. The transportation system connects businesses to suppliers and customers around the nation and world. Minnesotans rely on the transportation system to get to their jobs and school, visit the doctor, enjoy the natural environment, shop, and take advantage of the amazing cultural, entertainment, and recreational opportunities available in the land of 10,000 lakes. Both the state and the transportation system have great strengths as well as challenges. Minnesota’s Population As of 2010, 5.3 million people called Minnesota home.7 More than half of Minnesotans live in the seven-county Twin Cities metropolitan area. Figure 2-1 shows the population distribution across the state. Figure 2-1: Minnesota Population Distribution 2010. Reprinted with permission from the Center for Urban and Regional Affairs (CURA) at the University of Minnesota. Figure showing cluster of dots for all of Minnesota. Each dot represents 100 persons. County boundaries are also identified on the map. There are many small clusters of dots around the state primarily in urban areas. The vast majority are in the Twin Cities metropolitan area. Page 18 As highlighted in Figure 2-2, over the last 20 years the population of Minnesota has diversified throughout the entire state. Between 2000 and 2010, the state’s population of color increased 55 percent, while the population of the state as a whole grew only 7.8 percent. Currently, approximately 6.5 percent of Minnesotans are foreign-born. Understanding the population makeup of Minnesota is critical for transportation decision-making. It is important that the people included in the decision-making process are representative of the state’s demographics to ensure that the decisions being made are reflective of the needs and priorities of the people of Minnesota. Figure 2-1: 1990 Minnesota Population Diversity by County. Source: US Census Bureau. Figure showing about a dozen counties with percent of racial minority and/or hispanic greater than five percent. Figure 2-2: 2010 Minnesota Population Diversity by County. Source: US Census Bureau. Figure showing about 75 percent of counties with percent of racial minority and/or hispanic greater than five percent. Page 19 Economy Minnesota has a strong, diversified economy with unemployment typically below the national average. As of January 2012, the Minnesota unemployment rate was 5.9 percent versus 8.3 percent nationally. Per capita GDP, a common measure of economic activity, is approximately $3,000 more than the national average. On a per capita basis, Minnesota ranks second in the number of Fortune 500 companies. It also is home to world-class research and medical facilities such as the Mayo Clinic in Rochester. Finance, insurance, real estate, trade, manufacturing, professional services, public administration, and health care are the largest sectors in Minnesota’s economy (see Figure 2-3). Minnesota is the nation’s largest producer of iron ore and taconite as well as the sixth largest agricultural state. Although heavily reliant on freight systems for product transport, mining, forestry, and agriculture collectively make up less than three percent of the state’s economic activity. Figure 2-3: Percentage of Minnesota’s Gross Domestic Product and Employment by Economic Sector (2010). Source: US Bureau of Economic Analysis. Figure showing breakdown of share of GDP and sahre of employment by economic sector. For GDP, finance, insurance and real estate hold the highest share of GDP at 22.3 percent while trade, transportation and utilities hold the highest share of employment at 19.8 percent. In 2010, Minnesota was ranked 14th in the nation with a median annual household income of just over $55,000. Additionally, more than 30 percent of adults in Minnesota have at least a bachelor’s degree, which is the 10th highest in the nation. Both Minnesota’s median income and educational attainment are above the national average. However, disparities along racial lines exist. In the United States, the Twin Cities metropolitan area has one of the most severe racial employment disparities. Call out circle indicating Minnesota is the nation’s largest producer of iron ore and taconite as well as the sixth largest agricultural state Picture of rolling dirt road running past farm in countryside Page 20 As shown in Figure 2-4, on average approximately 11 percent of the state’s population was living below the poverty line in 2010, an increase from approximately eight percent in 2000. Figure 2-4 also highlights how poverty levels vary by race. Figure 2-5 highlights the geographic distribution of poverty across the state. To better address these trends and align with the Minnesota GO Vision and Guiding Principles, “The system should be accessible regardless of socioeconomic status or individual ability” and “must be accessible and safe for users of all abilities and incomes.” Figure 2-4: Percentage of Minnesota’s Population Below Poverty Line by Race. Source: US Census Bureau. Figure showing that all ethnicities have increased percent of population below poverty line between 2000 and 2010. The ethnicities with the largest percentages below poverty line in 2010 are American Indian at 39.5 percent, Black at 37.2 percent, Hispanic at 24.4 percent and Asian at 17.8 percent. Figure 2-5: Minnesota Population Poverty by County, 2010. Source: US Census Bureau. Figure showing population by county that is considered poverty. The majority of counties in greater Minnesota have poverty percentage 10 percent or greater. Page 21 Access to technologies like broadband is important to the economic competitiveness of Minnesota. There are efforts underway to expand access to high-speed broadband service (greater than ten mbps) to everyone in the state. Currently 99 percent of urban residents in Minnesota have access to high-speed broadband service, compared with only 52 percent of the population in rural areas. Economic conditions greatly impact the use of the transportation system, whether it is how and when employees get to work, the transportation needs of companies, or the changes in travel that result from technologies such as broadband. It also is important to recognize that the transportation system can influence the economy of the state by allowing for the easy movement of goods, connecting to critical markets, and attracting human and financial capital to Minnesota. Environment Minnesota’s landscape varies from the evergreen forested north, to western prairies, central oak-savanna, and the “big woods” forests and hills of the east and southeast. Despite the changes over the past 200 years from logging, agricultural production, mining, and other development, the state retains vital wildlife populations. Of the lower 48 states, Minnesota hosts the largest number of timber wolves as well as the second largest breeding bald eagle population. The Mississippi River system is a major flyway for migratory birds. Water plays a crucial role in Minnesotan culture, climate, and economy, and it is inherently connected to statewide transportation. In fact, Minnesota has more shoreline than California, Florida, and Hawaii combined. Historically major cities, including Minneapolis, St. Paul, St. Cloud, and Duluth, were sited along waterways for transportation and economic advantages. Table 2-1 shows that the land of 10,000 lakes is actually home to: Table 2-1: Minnesota Water Resources. Source: MN DNR. Table showing that there are 11,842 (10+ acres) lakes, 6,564 (69,200 miles) natural rivers and streams, and 9.3 million acres of wetlands. Picture of road running through forest Picture of walking path through the prairie Picture of Minnesota lakeside in autumn Page 22 Air quality in Minnesota is generally good and improving. Nationwide, vehicle emissions account for nearly half of the volatile organic compounds that lead to smog, more than half of nitrogen oxide emissions, and half of toxic air pollutants. In Minnesota most air pollution, including from transportation sources, is associated with the combustion of fossil fuels for one purpose or another. While population and other indicators of economic activity have increased over the past decade, major pollutant emissions have steadily declined. Greenhouse gas emissions from transportation sources and other sectors have also declined. The Minnesota Pollution Control Agency reports daily on ground-level ozone, sulfur dioxide, carbon monoxide, and fine particles in Minnesota’s air. While Minnesota generally receives high marks for air quality, there are still areas with elevated pollution. In 2009 and 2010, there were a number of days with high levels of fine particles. For ozone, local pollutants mingling with pollution from other regions occasionally come close to unhealthy levels. The federal government has standards for air quality that impact transportation policy since vehicle emissions are a major contributor to air pollution. Currently, the federal government is considering tighter standards that could trigger changes for transportation in Minnesota. In addition to air pollution, if left unconsidered, the transportation system can have severe impacts on other aspects of the environment including water quality and critical habitat. It is important that transportation decision-makers recognize the importance of natural resources in Minnesota and the potential impacts that transportation may have on them. Existing Transportation System Minnesota has a vast multimodal transportation system that requires substantial annual investment to operate and maintain. This is the responsibility of MnDOT and local, regional, state, tribal, federal, private sector, and other partners. Picture of an exhaust pipe Picture of clouds with blue sky Page 23 Table 2-2 provides an overview of the current multimodal transportation system in Minnesota. Streets, Roads and Highways: Total 141,482 miles State Trunk Highways: 11,896 miles County State Aid Highways: 30,548 miles Other County Roads: 14,348 miles Municipal State Aid Streets: 3,321 miles Other City Streets: 18,837 miles Township Roads: 58,101 miles Other Public Roads: 4,431 miles Bicycles and Trails Designated Trails: More than 3,880 miles including 22 state trails Bike Sharing (Nice Ride MN): 1,328 bicycles and 146 stations (July 2012) Bus and Light Rail Transit Twin Cities Area (seven counties): 218 bus routes, and one light rail transit (LRT) corridor with another under construction Greater Minnesota: 70 of 80 (non-Twin Cities metro) counties with countywide transit service, Eight counties with municipal service only, two counties with no service Intercity Bus: 87 destinations served in the state as well as every metropolitan area in the Midwest Rail Freight: 4,458 track-miles (19 railroad companies) Commuter: Northstar commuter rail line (see also transit above for light rail) Intercity Passenger: Amtrak Empire Builder (Chicago to Seattle) Air Passenger and Cargo: 135 airports; eight with airline service Waterways Great Lakes: Four ports on Lake Superior Rivers: Five ports on 222 miles of the Mississippi River system (including the Minnesota and St. Croix rivers) Miscellaneous Carsharing: 2 systems (HOURCAR and Zipcar) Source: MnDOT Page 24 Figure 2-6 highlights key elements of the existing multimodal transportation system across the state discussed on the previous page. Page 25 MINNESOTA STREETS, ROADWAYS AND HIGHWAYS With 141,482 miles of publicly-owned roads, streets, and highways, Minnesota’s roadway system ranks fifth in the nation. To put this in perspective, the state ranks 21st in terms of population and 12th in geographic area. Figure 2-7 highlights the interregional corridor network (with proposed changes) and trunk highway network of the existing multimodal transportation system. Figure 2-7 highlights Minnesota's interregional corridor system, supplemental freight routes, and trunk highway roadway networks. Page 26 MINNESOTA BICYCLES AND STATE TRAILS There are 22 designated state trails, and collectively the state boasts more than 3,880 miles of designated walking and biking trails. Figure 2-8 highlights the state trail network of the existing multimodal transportation system. Additionally, there are many more thousands of miles of designated bicycle routes and sidewalks and bicycle and pedestrian friendly roads throughout the state not identified on the map. Nice Ride Minnesota, a bike sharing initiative, became operational in summer 2010 and now includes 1,328 bicycles in the Twin Cities metropolitan area. In recent years, Minneapolis has been identified as a top tier bicycle friendly city. Figure 2-8 highlights Minnesota's 22 designated state trails. Page 27 MINNESOTA PUBLIC TRANSIT: TWIN CITIES Within the Twin Cities metropolitan area there are a variety of public transit services offered. These options include fixed-route services such as regular and express bus routes, light rail transit (LRT), commuter rail, and bus rapid transit (BRT) as well as dial-a-ride service. All 187 communities within the metropolitan area have access to some form of public transit service. Figure 2-9 shows the public transit service availability within the Twin Cities metropolitan area. Figure 2-9: Twin Cities Public Transit Service Coverage. Source: Metropolitan Council. Figure showing fixed route and dial-a-ride public transit service in the seven county metropolitan area. All of Ramsey, most of Hennepin and small parts of the other counties have fixed route service. The remaining areas are served by dial-a-ride. Page 28 MINNESOTA PUBLIC TRANSIT: GREATER MINNESOTA In Greater Minnesota, 70 of the 80 non-metro counties have access to countywide public transit service. Eight counties have access to some municipal service but no county-wide service. Two counties have no access to public transit services. Figure 2-10 shows the breakdown of public transit service in Greater Minnesota. Page 29 MINNESOTA INTERCITY PASSENGER SERVICES The state of Minnesota has both intercity passenger rail and bus service. Greyhound, Jefferson Lines, and Megabus provide intercity bus service to 87 destinations within the state as well as connections to every metropolitan area in the Midwest. Amtrak offers passenger rail service to the state and runs diagonally through the state along BNSF and CP rail lines between La Crosse, Wisconsin and Fargo, North Dakota. Figure 2-11 shows the intercity passenger rail and bus networks in Minnesota. Figure 2-9: Minnesota Intercity Passenger Services. Source: MnDOT. Figure showing intercity bus services across the state. Map depicts seven major corridors for intercity bus services: East Grand Forks to St. Cloud to Twin Cities; Moorhead to St. Cloud to Twin Cities; Duluth to Twin Cities; St. Cloud to Sioux Falls; Sioux Falls to Mankato to Twin Cities; Albert Lea to Twin Cities; and Winona to Twin Cities. Amtrak is depicted along the BNSF/CP rail lines from Fargo/Moorhead to La Crosse. Page 30 MINNESOTA FREIGHT RAIL In 2011, there were 19 railroad companies operating in Minnesota on 4,458 route miles of track. The state ranks eighth in the nation for total track mileage. In terms of product originating and traveling by rail, Minnesota ranks first in the nation in the number of tons of iron ore, third in food products, and fourth for farm products. Figure 2-12 highlights the freight rail network of the existing multimodal transportation system. Figure 2-11: Minnesota Freight Rail System. Source: MnDOT. Figure showing all 19 railroads Page 31 MINNESOTA AIR Minnesota’s aviation system includes 135 state-funded airports that support a range of services to benefit the citizens, businesses, and economy of the state. Some of the general aviation activities include personal travel, cargo services, medical transport, agricultural spraying, and aerial surveying. In addition, eight airports provide airline service. Airports are classified depending on their size and the role the facility plays in supporting its community. Figure 2-13 highlights the air network of the existing multimodal transportation system. Figure 2-12: Minnesota Airports. Source: MnDOT. Figure showing all Minnesota airports as previously described. Page 32 MINNESOTA PORTS and WATERWAYS Minnesota has four ports on Lake Superior located at Taconite Harbor, Silver Bay, Two Harbors, and Duluth/Superior. Their combined waterway transported tonnage for 2011 was just short of 60 million net tons. The Mississippi River system stretches more than 222 miles in Minnesota and supports five (Minnesota) port areas whose combined 2011 waterway transported tonnage was 10.6 million net tons. Figure 2-14 highlights the waterway network of the existing multimodal transportation system. Figure 2-13: Minnesota Ports and Waterways. Source: MnDOT. Figure showing all Minnesota ports and waterways as previously described. The Minnesota and Mississippi Rivers are only navigable near the Twin Cities and south through Red Wing, Winona and La Crosse. Page 33 Recent System Innovations The state’s multimodal transportation system continues to evolve. The following list identifies some relatively new elements of the transportation system that have been implemented more widely in recent years. This list does not include every change made to the transportation system but rather is just a selection of recent additions. There is more information about innovative approaches for the planning and operations of the transportation system in Chapter 3, “What is directing this plan?”. Transitways: In the seven years since Hiawatha LRT service went into operation connecting downtown Minneapolis to the Minneapolis-St. Paul International (MSP) Airport and Mall of America, a network of transitway services in the Twin Cities has grown steadily. The Central Corridor LRT line is under construction and scheduled to begin service in 2014 connecting downtown Minneapolis and downtown St. Paul. Planning is in progress for the Southwest Corridor LRT line that will connect Downtown Minneapolis to the western suburbs. Cedar Avenue BRT service as well as BRT on I-35W in Minneapolis will connect places in the southern portion of the Twin Cities metropolitan area to each other and to downtown Minneapolis. Since 2010, Northstar, Minnesota’s first commuter rail line between downtown Minneapolis and Big Lake, has offered commuteroriented round-trips each workday as well as additional trips on weekends and for special events. Transitway development was greatly accelerated with the formation of the Counties Transit Improvement Board in 2008. Bike Sharing: Minneapolis launched Nice Ride Minnesota, one of the nation’s largest bike share systems, in 2010 and the system has grown rapidly. More than 200,000 trips were taken on the bikes in 2011. The system was expanded to include downtown St. Paul in 2012. Cable Median Barriers: Cable median barriers are a safety solution with a high return-on-investment. MnDOT has installed cable median barriers in strategic locations as an effective method to prevent crossmedian crashes thus reducing fatal and serious injury crashes. In addition to being cost effective, there is great flexibility in the installation of barriers. Picture of MnDOT workers installing cable median barriers Picture of Nice Ride bike sharing station in downtown Minneapolis Picture of Hiawatha light rail transit on bridge elevated over roadway Page 34 MnPASS and other Managed Lanes: On the Twin Cities freeway system, MnPASS electronic tolled lanes were first implemented in 2005 along I-394. This automated toll lane and other managed lane technologies has been extended to portions of I-35W and are currently being considered for other parts of the metropolitan area. First introduced in 2010 on I-35W, Smart Lanes use electronic signs above each lane of traffic to improve traffic flow, reduce congestion, and improve safety by providing real-time information about road conditions. Real-time Traveler Information: Real-time information about highway and transit conditions and estimated travel times is now available online, via smart phones, overhead messaging, 511 service, and other sources. Alternative Intersection Treatments: A number of investment strategies with a high return-on-investment exist to reduce risks and improve the flow of vehicular traffic at intersections. An example strategy is Reduced Conflict Intersections, which take away high-risk actions, such as making a left turn from a side-street and instead allow drivers to make a left turn using two lower-risk actions. For example, to make a left turn onto a four-lane road, drivers would first make a right turn, travel a short distance, then move into a left turn lane where they can make a U-turn, and proceed toward their desired direction. In some instances, U-turns can be made at adjoining intersections or through an existing interchange. Roundabouts: Although roundabouts have existed for years, these circular intersections are still relatively new to Minnesota and are increasingly being built throughout the state. Roundabouts offer significant advantages over right-angled intersections with stop signs or signals because traffic speeds are slowed and right-angle collisions are avoided. The results are fatal crashes, improved traffic flow, and reduced air pollution. When appropriately designed, roundabouts can effectively handle bus and truck traffic. Picture of real-time traveler information overhead messaging signage Picture of MnPASS electronic tolled lanes Picture of roundabout Page 35 System Use and Performance Minnesota is in a period of change and transition, including the transportation system. Some of the changes are positive and encouraging. Safety has dramatically improved over the last decade, with fatalities dropping to World War II-era lows. Transit ridership is increasing and freight connections on all systems (roadways, rail, waterways, air cargo) continue to provide increasingly important access to national and global markets for our economy. At the same time, congestion in the Twin Cities remains virtually unchanged from a decade ago. Faced with an extensive aging infrastructure statewide, flat revenues, and increasing costs, Minnesota transportation partners are struggling to keep the existing system in a state of good repair. After decades of increasing at a higher rate than population growth, in 2004 vehicle miles traveled on the state’s roadways began to level off (see Figure 2-15). Rising fuel costs and shifts in travel behavior, including fewer, shorter trips and greater use of transit, bicycling, and walking, have all contributed to this pattern. Higher unemployment may also be a contributing factor in recent years. Figure 2-14: Annual Vehicle Miles Traveled in Minnesota (billions). Source: MnDOT Source: MnDOT. Figure showing VMT at 42 billion in 1992 and at 57 billion in 2004. VMT has remained flat since and has even dropped slightly. Between 2002 and 2011, transit ridership increased by roughly 25 percent in both the Twin Cities and across Greater Minnesota (see Figure 2-16). In 2011, Greater Minnesota transit ridership was at a decade high of 11.5 million. Twin Cities ridership in 2011 was 94 million, a level reached only once before in the previous 30 years. Page 36 TRACKING PERFORMANCE MnDOT tracks the overall performance of the transportation system and reports on system conditions in an annual performance report. Measures can help show successes of the transportation system as well as identify challenges. A selection of these measures and summaries from the report are provided below. Pavement—Good Ride Quality: As shown in Figure 2-17, the percent of pavements on the state highway system with a ride quality rating of good fell in 2009 but increased again in 2010, meeting the target of 70 percent for the first time since 2002. The increase was largely due to additional federal money received from the stimulus bill—the American Recovery and Reinvestment Act (ARRA). Percentages fell again in 2011, and it is projected that pavement condition will resume deterioration without increased investment. Figure 2-16: Annual Minnesota Transit Ridership (millions). Source: MnDOT and Metropolitan Council Figure 2-17: Percentage Good Pavement Ride Quality on Minnesota Principal and Non-Principal Arterials. Source: MnDOT Page 37 Pavement—Poor Ride Quality: As shown in Figure 2-18, the percentage of pavement on the state highway system with a poor ride quality is increasing. The decrease in 2010 was largely due to additional federal money received from the stimulus bill. It is projected that this figure will continue to increase in future years under the currently planned investment levels. Compared to other states, Minnesota’s interstates are ranked 44 out of 50 for this measure, 50 being the worst for pavement poor ride quality. Bridge Condition—Percent Good and Satisfactory: Figure 2-19 shows the percentage of bridges (by deck area) on state principal arterials, that has been rated in good or satisfactory structural condition between 2002 and 2010. Bridges in good or satisfactory structural condition have consistently exceeded targets. Figure 2-18: Percentage Poor Pavement Ride Quality on Minnesota Principal and Non-Principal Arterials. Source: MnDOT Figure 2-19: Percentage of Bridges in Good and Satisfactory Condition on Minnesota Principal Arterials (sq. ft.). Source: MnDOT Call out circle stating that Minnesota has the fourth lowest percentage of bridges rated structurally deficient or functionally obsolete in the nation. Page 38 Bridge Condition—Percent Poor: Figure 2-20 shows the percentage of bridges (by deck area) on state principal arterials rated in poor structural condition, has consistently exceeded the two percent or less target. Performance is still generally good as Minnesota has the fourth lowest percentage of bridges rated structurally deficient or functionally obsolete in the nation. Minnesota Traffic Fatalities: As shown in Figure 2-21, the number of traffic fatalities in Minnesota was 411 in 2010. The numbers are on the decline, with a significant decrease from the peak of 657 in 2002. The number of fatalities for 2011 was at 368. Nationwide, Minnesota was the third best state in this measure, with a fatality rate significantly below the national average. Figure 2-20: Percentage of Bridges in Poor Condition on Minnesota Principal Arterials (sq. ft.). Source: MnDOT Figure 2-21: Annual Traffic Fatalities on All State and Local Roads in Minnesota. Source: Minnesota Department of Public Safety Call out circle stating that Minnesota had the third lowest number of fatalities of all 50 states, significantly below the national average. Page 39 Twin Cities Urban Freeway System Congestion: As shown in Figure 2-22, the percent of urban freeway miles congested in the Twin Cities metropolitan area has remained relatively constant over the past decade, ranging from 17.3 percent to 21.5 percent. During the same time frame, the number of measured centerline miles did not significantly increase. Compared to a selection of 31 similar metropolitan areas across the nation, the Twin Cities is the seventh most congested. It should be noted that other factors also contribute to system congestion such as system size, land use densities, transit availability, etc. Airport Runway and Taxiway Pavement—Good Condition: As shown in Figure 2-23, the percentage of Minnesota airport and taxiway pavements in good condition, excluding Minneapolis-St. Paul (MSP), Duluth (DLH), and Rochester (RST) airports, has continued to decrease since peaking in 2006. Minnesota airports met target for good pavement in 2010 with 82.9 percent. Figure 2-22: Percentage of Twin Cities Urban Freeway Miles Congested. Source: MnDOT Figure 2-23: Percentage Minnesota Runway and Taxiway Pavements in Good Condition (MSP, DLH, and RST not included). Source: MnDOT Page 40 Airport Runway and Taxiway Pavement—Poor Condition: As shown in Figure 2-24, the percentage of Minnesota airport and taxiway pavements in poor condition, excluding MSP, DLH, and RST airports, has continued to increase since 2006. The relative decline in pavement condition reflects an aging system in which an increasing number of runways are reaching the end of their useful life. Minnesota airports fell short of the target for poor pavement in 2010 at 4.5 percent. Port Shipments: As shown in Figure 2-25, shipments to and from Minnesota ports have generally been decreasing over the past decade. This is largely attributed to corn having been processed locally for ethanol and not going for export and some fluctuation in taconite shipments due to domestic and foreign demand for steel. Based on tonnage, the Duluth/Superior port is the largest port on the Great Lakes and ranked 25th largest in the nation. Figure 2-24: Percentage Minnesota Runway and Taxiway Pavements in Poor Condition (MSP, DLH, and RST not included). Source: MnDOT Figure 2-25: Annual Minnesota Port Shipments (millions of tons). Source: MnDOT Call out circle stating that based on tonnage, the Duluth port on Lake Superior is the 25th largest in the nation. Page 41 Shipments on Minnesota Railroads: As shown in Figure 2-26, rail freight shipments generally have increased over the past decade with decreases in 2008 and 2009. This decrease is largely attributed to the recession, and growth is predicted for 2010. Compared to other states, Minnesota is ranked 13th out of 50 based on tons carried by rail. Americans with Disabilities Act (ADA) Pedestrian Accessible Signals: As shown in Figure 2-27, 21 percent of the signalized intersections on state roads have accessible pedestrian signals. MnDOT has a goal of achieving 100 percent in this measure by 2030. Dedicated funds and new road design guidelines will allow this percentage to continue to increase each year. Figure 2-26: Annual Minnesota Rail Freight Shipments (millions of tons). Source: MnDOT Figure 2-27: Percentage of Intersections with Accessible Pedestrian Signals Installed on State Roads. Source: MnDOT Call out circle stating that compared to other states, Minnesota is ranked 13th out of 50 based on tons carried by rail.