1. Healthcare

1/28/2015
1.
2.
3.
4.
Senate Transportation Committee
Wednesday, January 28, 2015
5.
How do MnDOT highway projects
get selected?
Managing Minnesota’s Bridges
Managing Pavement Assets at MnDOT
MnDOT Efficiencies
Major Highway Projects and Trunk Highway
Expenditure Report
Minnesota GO 50-year Vision
Desired
Outcomes
Statewide Multimodal Transportation Plan
Guiding
Principles
Multimodal
Objectives
Strategies
Nancy Daubenberger, P.E.
State Highway Investment Plan
Mode-Specific Strategies & Guidance
Performance Measures &
Performance-Based Needs
Investment Optimization
System Priorities & Definition
Statewide Programs
State specialists recommend a
pool of projects using asset
conditions & performance
data
Districts agree on projects
from the pool considering
regional concerns or
suggest equal alternates
District Programs
District specialists
identify projects based on
performance data &
regional/local concerns
State specialists provide
performance & asset condition
data to assist the Districts
Districts agree on a
combined District program
Districts and specialists agree on MnDOT program of projects
to include in 10-Year Work Plan & STIP
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Area Transportation Partnerships
Regional Development Commissions
Metropolitan Planning Organizations
Stakeholder workshop meetings
Interactive websites
A build-your-own budget
calculator
Webinars
Social media
◦ Areas over 50,000
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STIP (State Transportation
Improvement Program)
◦ federally required
◦ includes federally funded
projects on both the state
and local system
◦ includes state funded
projects on the state
system
◦ updated annually
Recommendations of asset management
systems that maximize benefits for the
investment.
Projects result from specific engineering
studies and regional plan priorities, and
criteria include:
◦ Pavement smoothness
◦ Bridge condition
◦ Predictable, congestion-free travel option (MnPASS)
◦ Return on Investment
◦ Improve congestion with technology or operational
improvements.
◦ Congestion and traffic volumes
◦ Crashes
◦ Lane continuity
Achievement of plan outcomes and FHWA
targets.
Project continuity and timing coordination.
Coordination with other state or local
projects.
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Local government and public support
Readiness (MnDOT and local partners)
Return on Investment (cost/benefit analysis)
Economic development potential
Quality of life benefits.
And others
Safety
Congestion Mitigation and Air Quality (CMAQ)
Transportation Economic Development (TED)
Corridors of Commerce
Corridor Investment Management Strategies
(CIMS)
Managing Minnesota’s Bridges
Assessment
Bridge
Inventory
Safety
Inspections
Preservation
Preventive
Maintenance
Reactive
Maintenance
Improvement
Rehabilitation
Replacement
Nancy Daubenberger, P.E.
Number of MN Bridges on File 2014
State
County
Township
City
State Park/State Forest
Local Parks
Railroad
Private
Federal
Investments in the Life of a Bridge
20,671
4,846
8,548
5,347
1,223
114
122
273
183
15
23%
73%
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Interstate and State Bridges (>20’)
◦ Total Structurally Deficient – 2%
◦ 5 states better, 4 states tied, 41 states worse
Interstate, State and
City/County/Township Bridges (>20’)
◦ Total Structurally Deficient – 8%
◦ 21 states better, 6 states tied, 23 states worse
* Source: “Better Bridges” Better Roads 2014 Bridge Inventory, November 2014; 51
states reporting.
Program Changes Since 2007
Design QA/QC
Limitations on Construction Loads
Inspections/Ratings/Critical Findings
Chapter 152 Bridge Program
SIMS – Information Management &
Maintenance Module
BRIM – Bridge Risk Management System
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Trunk Highway Bridge
Improvement Program created
in 2008
Accelerated repair and replacement of
trunk highway bridges throughout the
state
Now part of Chapter 165 statute, still
referred to as the “Ch. 152 Program” in
MnDOT
Inventory bridges to include in the program
All bridges on the trunk highway system in
Minnesota that are classified:
Fracture Critical
Structurally Deficient
A priority “Tier System” was also established
Bridge Operations:
Inventory and Inspection
Status of the 172 Bridges:
94 substantially complete
8 others to be complete by end of 2015
construction season
35 scheduled to be under contract 2016 2018
32 were judged to need only routine
maintenance
3 are privately owned or do not carry Trunk
Highway traffic.
Bridge SIMS
State-of-the-Art Bridge Management Tool - Integrated Inspection and Maintenance
Consistent Documentation and Reporting
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Inspection
SIMS
National Bridge Inspection Standards
Inspection
SIMS
Bridge Safety Inspection
Bridge Operations:
Maintenance
Load Ratings
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Maintenance
Maintenance
SIMS
Identify
Prioritize
Schedule
Complete
Document
Assess
SIMS
Management
Resource and
Scheduling
Management
Bridge Information
vs. Maintenance
Costs
Investment Levels
Preventive Bridge Maintenance
Reactive Bridge Maintenance
Bridge Operations:
Emergency Response
Emergency Response
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Emergency Response
Inspection and Maintenance Training
Bridge Planning
and Programming
Bridge Replacement and
Improvement Management
BRIM
Bridge Replacement and
Improvement Mgmt.
WORSE
• Inspection
Details
Condition
Assessment
• Condition
Based Analysis
• Risk Based
Analysis
• Bridge
Programming
Index (BPI)
• Work Type
• Cost Estimate
Built
1995 or Later
Built
1977 – 1994
PROBABILTY
• Inventory
Information
LOW
BRIM
Built
1960 – 1976
Output
Enhanced Bridge Improvement Planning
HIGH
• Time Frame
Built Before
1960
HIGH
BRIDGE CONDITION
BETTER
Structurally
Deficient
Deck Condition
<= 5
Deck Condition
<= 6
Deck Condition
<= 7
Deck Condition
<= 8
Any Deck Type
N.A.
Overlay within
20 Years
Overlay within
25 Years
Preventive
Maintenance
Preventive
Maintenance
Concrete
Overlay
Replace within
10 Years
Rehabilitate
within 20 Years
Overlay within
10 Years
Preventive
Maintenance
Preventive
Maintenance
No Concrete
Overlay
Replace within
10 Years
Rehabilitate
within 20 Years
Overlay within
10 Years
Overlay within
25 Years
Preventive
Maintenance
Epoxy Deck
Bars
Replace within
10 Years
Rehabilitate
within 10 Years
Preventive
Maintenance
Preventive
Maintenance
Preventive
Maintenance
Original Deck
with Concrete
Overlay –
No Epoxy Bars
Replace within
10 Years
Rehabilitate
within 10 Years
Rehabilitate
within 20 Years
Rehabilitate
within 25Years
Preventive
Maintenance
Original Deck –
No Concrete
Overlay
Replace within
10 Years
Rehabilitate
within 10 Years
Rehabilitate
within 10 Years
Rehabilitate
within 25Years
Overlay within
20 Years
Remodeled
1977 or Later
Replace within
10 Years
Replace within
10 Years
Replace within
20 Years
Preventive
Maintenance
Preventive
Maintenance
Deck Built
Prior to 1977
Replace within
10 Years
Replace within
10 Years
Replace within
10 Years
Replace within
25 Years
Preventive
Maintenance
CONSEQUENCE
LOW
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Risk-Based
Bridge Planning
Repair of Deteriorated Elements
Truck Hit
Evaluation of the Probability and
Consequences of Bridge Risks.
Critical Finding
Glenn Engstrom, MnDOT
Director, Office of Materials and Road Research
Flood Damage
Pathway Services© Pathrunner Digital Inspection Vehicle
MnDOT measures the pavement condition
of all State Highways on an annual basis.
Testing involves driving each road, in both
directions, and measuring the following:
◦
◦
◦
◦
Pavement Roughness
Rutting and Faulting
Cracking and other pavement distress
Digital images of the right-of-way and pavement surface
Each year, approximately 21,000 lanemiles of state highways are driven.
Typical Profile from the
Pavement Van
Ride Quality Index (RQI)
An independent rating by an
individual(s), i.e. customers. An
indication of the roughness of a
pavement on a 0 – 5 scale.
Correlated to the van profile
5
4
3
2
1
0
VERY GOOD
GOOD
FAIR
POOR
VERY POOR
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Surface Rating (SR)
Relates to the amount of surface distress (cracking,
rutting, faulting, etc.)
MnDOT has had pavement performance
measures and targets since 2000
Typical Uses
Ranges from 0 to 4
4
3
2
1
0
No Defects
◦
◦
◦
◦
◦
Report to top staff and legislators
Estimate funding needed to achieve targets
Compare the conditions of the 8 Districts
Estimate the impact of potential funding proposals
Track system trends
Lots of Defects
Prediction Models
Pavement Roughness is predicted for each
section of road based on it’s historical data
Pavement projects are chosen primarily based on
their condition (current, past, and future), age,
and maintenance/construction history.
Pavement engineers also look at other factors
such as safety, maintenance needs, other nearby
projects, etc.
Projects on the National Highway System are
chosen using a more centralized approach.
Projects off the National Highway System are
chosen more at the District level.
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Prediction Models
The impact of future work can be predicted
1.
Enter a predetermined program (list of
projects) and see what the likely
performance results are.
2.
Enter anticipated budget and determine
the most likely performance results.
3.
Determine the funding needed to reach
certain performance targets.
Decision Trees
are used to
identify possible
fixes for given
conditions
Each fix on the
tree has an
estimated cost
Pavement Quality Index
Each fix will result in an expected improvement and decay rate
Minimum Acceptable Level
Age
The pavement data only reflects what is visible from
the surface, not underlying issues or problems.
Pavement management segments/recommendations
may not result in logical project limits
There are other factors to consider when identifying
projects such as safety, mobility, maintenance
history, utilities, etc.
As a result of the data limitations, district pavement
engineers and planners are consulted and help
refine the list of projects including type of fix,
estimated cost, and timing.
There is a lot of back and forth communication that
normally occurs before a project moves into the
program.
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To demonstrate effective and efficient
stewardship of public resources:
◦ Financial Management
◦ Asset Management
◦ Project Management
Tracy Hatch
Deputy Commissioner, CFO, COO
Efficient stewardship comes in 3 categories:
1.
2.
3.
The commissioner of transportation shall include in
the report under Minnesota Statutes, section
174.56, due by December 15, 2015, information on
efficiencies implemented in fiscal year 2015 in
planning and project management and delivery,
along with an explanation of the efficiencies
employed to achieve the savings and the
methodology used in the calculations. The level of
savings achieved must equal, in comparison with
the total state road construction budget for that
year, a minimum of five percent in fiscal year 2015.
The report must identify the projects that have
been advanced or completed due to the
implementation of efficiency measures.
Analysis of efficiencies in an ongoing process
◦ Legislation required the Department to analyze
project development pre-letting to find efficiencies
for projects implemented in FY 2015
◦ Doing project analysis for all projects $10M and
over and let in 2015
Internal Cost Savings and Cost Avoidance: SRC,
Maintenance & Operations, Agency Efficiencies
External Direct Savings: user impacts or benefits;
reduced detours, limited road closures
External Indirect Impacts: economic impact – jobs
created/supported
Pre-Letting
Current FY
• MnDOT can influence
• More real time /
current savings
• Savings within the
program, reducing the
cost of the project
once let
• Limited in project
construction
• Maintenance &
Operations
2015 Goal – 5%
Asset Life-Cycle
Investment
• Making the right
investment at the right
time saves money over
frequent, and
continuous, fixes.
$60,250,000
To date (as of 1/27/2015)
◦ State Road Construction
◦ Maintenance & Operations
◦ TOTAL
$36,800,000
$ 4,300,000
$41,100,000
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Primarily Pre-Letting
◦
◦
◦
◦
◦
◦
Value Engineering
Alternative Technical Concepts (post-letting)
Design Optimization
Contract Design Flexibility
Innovative Delivery Methods
Traffic Control Plan
TH 24 - Replace Bridge 6557 Over Mississippi River in Clearwater, MN
$5,550,000
I-90 - Unbonded Concrete Overlay/ Bituminous M+O (55 miles Total)
I-35 - SB Unbonded Concrete Overlay (14 miles), Drainage and
Guardrail
TH 610 - Construct 4 Lane Freeway (2.5 miles), 9 Bridges and 3
Interchanges
TH 10 - Unbonded Concrete Overlay (2 miles), Bridge at TH 59,
Frontage Roads
$2,810,000
TH 14 - Mill and Overlay (16 miles), Culverts, ramps, and Turn Lanes
I-90 WB - Unbonded Concrete Overlay (12.2 miles), Br 85817, Culverts
TH 14 - 2 to 4 lane Expansion and Nicollet Bypass (9 miles) and Bridge
52005
I-494 - 394 to the Fish Lake interchange, Pavement and Bridge
Preservation/Rehabilitation, Improve Traffic Flow
Annualized savings from M&O innovations
Tow Plow: $490,000
Maintenance Decision Support System: $3,800,000
Automatic Flagger Assistance Devices: $13,000
$2,117,304
$12,689,449
$4,721,000
$334,500
$2,341,600
$4,500,000
$1,740,000
Savings were used to:
◦
◦
◦
◦
Balance the FY 2015 program.
Advance priority projects
Convert Advanced Construction (AC)
Fund Early Let Late Awards (ELLAs)
The lessons learned from efficiencies
identified for FY 2015 will lead to best
practices the department plans to implement
in overall program delivery.
The report can be found at:
http://www.dot.state.mn.us/govrel/reports.html
The report includes the following sections:
Tracy Hatch
Deputy Commissioner, CFO, COO
1. Major Highway Projects Summary
2. Environmental Mitigation and
Compliance Analysis
3. Trunk Highway Fund Expenditures
4. Systems Evaluations
5. Products and services budget and
spending
6. Productivity measures
7. Project Summaries
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This report was completed to comply with
Minn. Stat. 174.56 as amended by the Laws
of Minnesota 2012, Chapter 287, Article 4,
Section 48.
Found on Pg. 4 of the Report
Found on Pg. 11 of the Report
Found on Pg. 19 of the Report
Metro I-494 (Bloomington): Environmental
mitigation costs were $0.35 million on $31.7
million project
Greater MN Hwy 14 (Nicollet County):
Environmental mitigation costs were $1.05
million on $22.4 million project
Found on Pg. 15 of the Report
Trunk highway fund expenditures by category FY 2014
(in millions)
1
2
3
4
5
6
7
8
9
10
Road construction
Design and engineering
Labor
Acquisition of right of way
Litigation
Maintenance
Road operations
Planning
Environmental compliance
Administration
Program Budget Activity
Multimodal Systems
Aeronautics
Freight
Pavement Management System Audit
Passenger Rail
Transit
Bridge Management System Audit
State Roads
Trunk Highway Program Planning
and Delivery
Note: External Partner
Support can occur in
any of the products
and services.
Found on Pg. 21 of the Report
Found on Pg. 58 of the Report
$957.6
$198.4
$370.9
$65.9
$3.0
$95.1
$225.7
$13.6
$13.6
$88.0
Product and Service
Airports
Aviation Safety Operations and Regulation
Commercial Truck and Bus Safety
Freight Rail Improvements
Freight System Planning
Port Improvements
Rail Crossing Safety
Intercity Passenger Rail Improvement
Bicycle and Pedestrian Planning and Grants
Light and Commuter Rail
Transit Planning and Grants
Develop Highway Improvement Projects
Highway Construction Management Oversight
Plan Highway System
Research and Development
Trunk Highway State Road
Construction
Other Trunk Highway System Improvements
Trunk Highway System Expansion
Trunk Highway System Preservation
Trunk Highway Debt Service
Trunk Highway Operations and
Maintenance
Trunk Highway Debt Service
Bridges and Structures Inspection and Maintenance
Roadside and Auxiliary Infrastructure
Snow and Ice
System Roadway Structures Maintenance
Traffic Devices Operation and Maintenance
Statewide Radio Communications
Local Roads
County State Aid Roads
Municipal State Aid Roads
Radio Towers and Communications
County State Aid Highway
Municipal State Aid Highway
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Includes services such as: leave time, fleet
support, buildings, building services and
maintenance, finance and accounting, human
resources and workforce relations, training,
supervision, IT, inventory and equipment,
legal services, government relations, audit,
research, communication, citizen
participation, customer relations,
management and administration
Found on Pg. 26 of the Report
Found on Pg. 26 of the Report
Bridges:
◦ Inspection cost per square foot of deck area
◦ Maintenance cost per square foot of deck area
Pavement: Cost per additional roadway mileyear added
Snow and ice: Cost per plow mile driven
Pavement markings: Cost per mile striped
Transit: MnDOT administrative cost per
transit passenger trip
Found on Pg. 40 of the Report
• There is a slight upward trend in the square foot cost for bridge
maintenance.
• Possible contributors to the upward trend: increased funding through the
HSOP program for bridge preventive maintenance; and an aging bridge
system requires an increase in reactive maintenance
Found on Pg. 45 of the Report
• The cost per square foot for bridge inspections appears to increase over the
time period analyzed, although more years of data are needed to accurately
establish a trend
• Bridge inspection expenses and cost per square foot peaked in fiscal year
2008 when the governor mandated accelerated inspections for all bridges.
Found on Pg. 42 of the Report
• The trend in cost per roadway mile-year added is decreasing over
time.
• Pavement is especially impacted by inflation since asphalt and
concrete prices have increased disproportionately compared to
other construction activities in recent history.
Found on Pg. 48 of the Report
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• The cost per plow-mile driven has been stable over eight of the
last 10 years.
• Contributing to added efficiency are innovative technologies
including tow plows, anti-icing, pre-wetting, de-icing,
comprehensive snowfighter training and enhanced materials.
Found on Pg. 51 of the Report
• Striper cost per mile trends downward over the
reporting period, though it fluctuate from year-to-year
• Data is used by the striping unit to adjust standard
practices and make operational improvements
Found on Pg. 53 of the Report
Major Project Summaries
Found on
Pg. 67 of
the Report
What projects are included:
• Greater MN projects over $5 M*
• Metro Projects over $15 M*
• All projects planned and
programmed for the next 15 years
(projects beyond the STIP are
displayed in a summary table with
project cost ranges)
• Projects are included in the report
for 2 years after they have entered
Substantial Completion
• The MnDOT administrative cost per transit passenger
trip has decreased over time
• The unusually low administrative costs for 2011 are
partially due to the state government shut down
*2012 Legislation changed the thresholds
expanding the number of projects included in
this report.
Found on Pg. 55 of the Report
Major Project Summaries
District
1
2
3
4
6
7
8
Metro
State
Projects
Projects in
completed, under
Total
years
construction or
projects
2019-2030
listed in the STIP
34
30
64
21
5
26
33
21
54
30
12
52
38
30
68
38
14
52
11
7
18
31
10
41
245
129
374
Major Project Summaries
What information is being provided in
the one page summary:
• What we’re doing
• Where we’re doing it
• Why were doing it
• How the project has changed over time
• Cost and underlying assumptions
• Risks
• Key dates
• Important project contacts
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Major Project Summaries
Questions?
www.mndot.gov
Scott Peterson, Director of Government Affairs
651-366-4817
[email protected]
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