Editor’s note: This is one in a series of articles Mn/DOT Newsline will publish looking back on the department’s first 25 years—remembering the people, issues and cultural forces that have shaped the agency and the milestones Mn/DOT has achieved.

These dilapidated rails on the route between Plainview and Eyota in Olmsted County in 1978 illustrate the condition of the railroad before the Minnesota Rail Service Improvement Program upgraded the track.

When Mn/DOT was formed in 1976, the state’s rail system was starting to unravel.

"The declining economics of the rail industry going back to the 1950s led to major shakeups in the industry in the ‘70s and ‘80s—including rail abandonments, bankruptcies and mergers," said Cecil Selness, Modal Operations Division director.

That resulted in rail mileage in Minnesota dropping by half, from 9,400 to 4,700 miles. Moreover, many of the remaining rail lines were in poor condition.

Weakened roadbeds, loose ties, worn rails and other problems often limited train speeds to 10 miles per hour. Shippers (such as grain elevator operators) often complained about poor service, an inadequate number of cars, and long waiting periods while engines moved loaded cars to market. A growing number of abandoned lines offered some shippers little choice but to use trucks to move grain and other commodities.

Trucking, however, can be more expensive. Shipping by rail instead of truck could save farmers between 8 and 10 cents per bushel on their crops, as well as reduce truck traffic on state highways.

Listening to customers was an important part of improving Minnesota’s rail system. Here, Donna Rae McKenzie talks with the operator of a power generator about getting railroad-shipped coal to his plant.

Recognizing the state’s rail crisis, the 1978 Minnesota Legislature created the Minnesota Rail Service Improvement Program, said Al Vogel, director, Freight, Railroads and Waterways.

The program authorized $25.5 million in bonds to railroads and shippers for capital improvements (train engines and cars) and facilities (loading areas and sidings, etc.).

The first rail improvement project upgraded tracks and equipment used to provide service between Plainview and Eyota in southeastern Minnesota.

"We approved our first bond issue in 1982," Vogel said. "As the loans are repaid, we can recycle the funds to assist other railroads to stay viable." A total of $103 million has been allocated and repaid through the program since it began, he said.

Vogel said that one short line carrier, the Lac Qui Parle Railroad that provides service from Hanley Falls to Bellingham, was so successful after rehabilitation that the line’s previous owner—the Santa Fe/ Burlington Northern Railroad—bought it back.

Former Mn/DOT Commissioner Jim Denn shows former Gov. Arne Carlson where to sign an agreement allowing the Dakota, Minnesota & Eastern Railroad to operate on tracks once owned by the Union Pacific Railroad and the Chicago & North Western Railroad companies. Photo by Kent Barnard

A larger regional carrier, the Dakota, Minnesota & Eastern Railroad, also has prospered as a result of the program.

"The DM&E has paid back its loans and is now a strong, regional railroad serving a large part of the state," Vogel said.

A total of 28 railroads now operate in Minnesota, according to Vogel. Four of them are major carriers, including the Soo Line and SFBN; four are private lines used in specialty activities such as logging operations. Twenty railroads are the short and regional lines that support the state’s economic vitality and growth.

"The rail improvement program increased use of rail by shippers," Vogel said. "Investments made by the railroad companies enable moving more products a greater distance in a shorter period of time."

Mn/DOT also created a Rail Banking Program that set aside abandoned rail rights of way to preserve their use for recreational trails and other public uses.

LeRoy Vague, a retired OCFR employee, and Don Olson, a retired Duluth District employee, look over the area in where five different railroads relocated their freight yards in order for Mn/DOT to build I-35 through the city.

Since its inception in 1980, the program has preserved 318 miles of right of way for future use.

Another major Mn/DOT initiative has greatly improved safety at railroad crossings. The Railroad Crossing Safety Improvement Program, which began in 1973, has significantly reduced the number of crashes and injuries at rail crossings.

The safety program has combined pavement markings, improved signals and educational campaigns such as Operation Life Saver to cut the number of crashes, injuries and fatalities.

As a result, Minnesota reported a low of four deaths and 83 crashes at public rail crossings in 2000, a sizeable decrease from previous years. In 1998, by contrast, there were 105 crashes and nine people died.

Rail passenger program begins

MnDOT’s rail program reached an important crossroad in 1992. That year, the department became involved in planning a light rail transit line that would have connected downtown Minneapolis and downtown St. Paul with the Hennepin and Ramsey regional rail authorities.

Railroad inspection took a hands-on approach in 1981, as Kevin Nybloom measures track width the old-fashioned way. Photo by Craig Wilkins

That proposal failed, but in 1999 Mn/DOT signed agreements with the Hennepin rail authority, the Metropolitan Council and the Federal Transit Administration to build the Hiawatha light rail line. The line, currently in construction, will connect downtown Minneapolis, the Minneapolis-St. Paul International Airport, the Mall of America and other destinations. Mn/DOT leads the project’s design and construction, and Metro Transit will operate the system when it is completed, noted Mukhtar Thakur, director, Passenger Rail.

Mn/DOT’s other passenger rail initiatives include commuter rail projects such as the Midwest Regional Rail Initiative and the Northstar Commuter Railroad. The latter would connect St. Cloud with downtown Minneapolis.

The regional initiative would connect cities in nine states, using passenger rail and feeder bus service that would supplement rail infrastructure to improve passenger service. It would also replace long distance travel by car and airplane with fast, safe, convenient rail service.

Intermodality holds key to successful future

This stack of rails waits to be put in place for the Hiawatha light rail transit line currently under construction. Photo by Jurgen Sumann

Looking to the future, rail managers say expanded rail service linked to other modes plays a major role in improving mobility for people and goods and ensuring the vitality of the state’s economy.

They cite, for example, a commuter transferring easily from a commuter train to a passenger flight, or a shipment of grain traveling by truck or rail to a waiting river barge or Great Lakes freighter—all with minimal restrictions or delays.

"The Twin Cities region is a major metropolitan area," said Commissioner Elwyn Tinklenberg. "In order to keep it and the state vibrant, we must make sufficient public investments in light rail, commuter rail and high-speed and intercity rail, in addition to air and highways, in order to become truly competitive."

Selness also sees intermodal transport for moving freight as crucial for the state and the region’s to remain competitive in the global marketplace.

"Just as we need to maintain our roads and bridges," Selness said, "we need to invest in ways to have rail, water and road transportation modes work better together. Manufacturers, shippers and consumers are becoming increasingly demanding for faster and cheaper transport. We need a larger share of intermodal shipments to stay competitive in the world marketplace."

For more information, see Freight, Railroads & Waterways; passenger rail; and light rail transit.

By Craig Wilkins

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A coalition involving Mn/DOT and more than 30 state and local transportation agencies and private sector companies has moved a step closer to establishing a new, one-stop national traveler information service.

That’s because the coalition’s policy committee—chaired by Mn/DOT Commissioner Elwyn Tinklenberg—met last week in Chicago to work further on guidelines for 511’s nationwide rollout later this year.

The coalition has been meeting since December 2000 to address issues associated with deployment of a national easy-to-remember, three-digit traveler information number, and to provide guidance to state and local implementers of 511.

According to Tinklenberg, 511 would benefit the traveling public in several ways.

"It extends a valuable new service to our customers," Tinklenberg said. "They can reduce their travel time by choosing a different route, time or mode of travel. Just knowing how long the trip is going to take and planning accordingly, reduces stress and allows individuals to regain control over their increasingly busy lives."

The American Association of State Highway Transportation Officials (AASHTO) is leading the coalition, which includes the American Public Transportation Association, Intelligent Transportation Systems America, and the US DOT. Mn/DOT’s Jim Wright, who is on loan to AASHTO for the 511 deployment project, chairs the coalition’s working committee charged with drafting the guidelines for review by the policy committee.

These guidelines will address questions involving:

• Level of content and quality of traveler information provided by 511
• National uniformity or consistency in the information provided by 511
• Cost and consumer pricing of the 511 service

The 511 deployment coalition is considering both a "launch" model and a "vision" model of 511. This approach would speed up 511’s introduction of services. It would also promote the evolution and expansion of services over time in a cost-effective manner. The Federal Communications Commission will review 511 implementation progress in 2005.

Currently, the only 511 service operating is in the northern Kentucky/ Cincinnati, Ohio metropolitan area. However, several other areas besides Minnesota are developing 511 services. These areas include the San Francisco Bay area, the Arizona DOT and the Utah DOT.

"Mn/DOT is currently working with wireless service providers in Minnesota," said Sonia Pitt, Communications and Public Relations. "We anticipate 511 service will be available across the state by early November."

Tinklenberg added: "Together with the many partners who are working to make 511 a reality, we look forward to its broad and successful implementation. The 511 service provides us with an exciting opportunity in transportation."

By Mike Sobolewski, ITS business planner, Metro Division

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Moving Minnesota fans are a hot item at Mn/DOT’s State Fair booth.

Along with pickles, pork chops, candy bars and corn dogs, this year you can find Mn/DOT "on a stick" at the State Fair.

Actually, it’s a hand-held fan promoting Moving Minnesota that’s on a stick and it’s one of several items fairgoers can receive at Mn/DOT’s exhibit.

"We’ve given away a five-foot stack of historical transportation postcards and 6,000 fans," reports Gary Ruud, special events coordinator. Ruud claims Mn/DOT informational brochures are "going faster than corn dogs."

More than 32,000 people have already viewed the exhibit located at 1698 Judson Boulevard, according to the counter installed at the exhibit entrance. Visitors are asked to complete a trivia quiz; answers are found in the exhibit. Additionally, fairgoers can list their favorite transportation spots—railroad, highway, airport, transit system, bridge, bikeway, waterway, walking trail—around the state.

Special activities include crosswalk safety lessons on Kids Days (Aug. 27 and Aug. 30)—just in time for school.

There’s still time to be counted—the Mn/DOT exhibit is open from 9 a.m. to 9 p.m. through Sept. 3.

By Sue Stein

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Transportation generalist Roy Hall from District 1B’s Cook Truck Station listened closely to a speaker at last week’s Salt Solutions class in Virginia. Photo by Maureen Talarico

It may be the dog days of summer, but Mn/DOT already is thinking ahead to winter.

About 75 engineers, superintendents, supervisors and maintenance crews from around the state gathered in Mountain Iron Aug. 23 for the annual winter preparedness kickoff meeting.

"We serve the motoring public more efficiently and also help the environment by sharing ideas and solutions," said Nola Wright, salt solutions statewide coordinator.

One of the outcomes from the meeting was the decision for maintenance crews to use less sand than in previous years and more liquid chemicals (such as magnesium chloride), according to Wright. This will have a dramatic effect on efficiency, he said, since crews will spend less time sweeping up the extra sand. The motoring public will notice roadways will have a shiny, wet look.

Another big change coming from the meeting, Wright said, was the decision to introduce anti-icing specialized equipment throughout the districts. The new sprayers are useful not only for winter operations, but also for non-winter activities, such as spraying herbicide and washing bridges.

By Maureen Talarico, District 1 public affairs coordinator

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