Goodhue

Mn DOT District 6 has partnered with the city of Zumbrota, and Goodhue County, to guide short- through long-term transportation and land use along the Hwy 58 and 180th Avenue South corridor. The Study corridor runs from 180th Avenue South/22rd Street to MN 58/443rd Street, mostly within Zumbrota. The existing two-lane highways in Zumbrota serve through and local traffic, including motorists, pedestrians, bicyclists, freight shippers, agri-business, and transit users. The highway runs through commercial, residential and downtown "Main Street" Zumbrota, and heading north crosses the Zumbro River and proceeds through park, suburban residential, and agriculture areas. Destinations along and near Hwy 58 and 180th Avenue South include residences, schools, parks, businesses, and transit stops.

The front side of "Minnesota Bike Map East" contains the map of the southeastern quadrant of the state, from Elmore to Royalton, a legend, a small map of native vegetation in the state, and an article about bicycling safety and security. The back side contains the map of the northeastern quadrant of the state, from Royalton to Baudette, and a legend. MnDOT's bikeway maps serve as a reference guide illustrating major historical and cultural points of interest in Minnesota, public park lands and facilities, equipment, and safety information. They also depict road analyses for bicycle travel, location of paved road shoulders and off-road bikeways, and controlled access roads where bicycles are prohibited. There are 54 maps in the Statewide Series (1979-1983), 4 maps in the Statewide Quadrant Series (1986-1993), and 2 maps in the Metro Series (1989). Legislatively mandated, these maps were prepared as convenient guides to help bicyclists select their routes. Each map is unique and signifies a historical reference to the state of bicycle facilities at the time of publication.

The front side of "Explore Minnesota Bikeways: Southeast" contains the larger bikeways map, a legend, inset maps of Stillwater and Hastings, an illustration of the St. Croix Valley Tour Route, and bicycling safety tips. The back side contains inset maps of Austin, Faribault, Albert Lea, Rochester, Northfield, St. Cloud/Sauk Rapids, Mankato/North Mankato, Owatonna, Winona, and Red Wing; and an illustration of the Tour of Valleys and Ridgetops. MnDOT's bikeway maps serve as a reference guide illustrating major historical and cultural points of interest in Minnesota, public park lands and facilities, equipment, and safety information. They also depict road analyses for bicycle travel, location of paved road shoulders and off-road bikeways, and controlled access roads where bicycles are prohibited. There are 54 maps in the Statewide Series (1979-1983), 4 maps in the Statewide Quadrant Series (1986-1993), and 2 maps in the Metro Series (1989). Legislatively mandated, these maps were prepared as convenient guides to help bicyclists select their routes. Each map is unique and signifies a historical reference to the state of bicycle facilities at the time of publication.

Census measures are used to classify Minnesota counties and metropolitan area census tracts according to demographic, journey-to-work, and mobility characteristics in 1990. Counties differ regarding scores calculated with respect to Population Mass-reflecting measures such as numbers of persons, of commuters, and of vehicles available for personal use; and a general Commuting tendency-reflecting proportions of commuters traveling more than 30 minutes, average commute time, and average number of vehicles per household. Three other basic characteristics of counties-average Socioeconomic Status of residents, degree of Mobility Impairment of residents; and Solo Commuting tendency-provide scores further differentiating counties. County scores are used to group Minnesota's 87 counties into six diverse clusters: 1) Hennepin (Minneapolis); 2) Ramsey (St. Paul); 3) Anoka and Dakota (Twin Cities suburbs); 4) St. Louis (Duluth); Olmsted (Rochester), Stears (St. Cloud), Washington (Twin Cities); and 6) all others. The second analysis examines 833 census tracts in the Minnesota's five MSAs, classifying them with the procedures used for counties. Resulting classifications illustrate that relationships between travel activity and socioeconomic characteristics vary considerably for different metropolitan contexts. As a demonstration of potentially useful methods applied to census data for Minnesota, the study provided results. On other grounds, its value is more limited.

The front side of "Minnesota Bikeways: Map 38 Southeast Minnesota" contains a legend of signs and symbols, the larger bikeways map, and the map index. The back side contains: a list of county, municipal, and state parks, state forests, and state rest areas; a "potpourri" article; a mini-tours map of local landmarks from Faribault to Lake City; and inset maps of Faribault, Lake City, Cannon Falls, Red Wing, Lakeville, and Northfield. MnDOT's bikeway maps serve as a reference guide illustrating major historical and cultural points of interest in Minnesota, public park lands and facilities, equipment, and safety information. They also depict road analyses for bicycle travel, location of paved road shoulders and off-road bikeways, and controlled access roads where bicycles are prohibited. There are 54 maps in the Statewide Series (1979-1983), 4 maps in the Statewide Quadrant Series (1986-1993), and 2 maps in the Metro Series (1989). Legislatively mandated, these maps were prepared as convenient guides to help bicyclists select their routes. Each map is unique and signifies a historical reference to the state of bicycle facilities at the time of publication.

This Technical Summary pertains to report 2019-11, Optimal RAP Content for Minnesota Gravel Roads.

This Technical Summary pertains to the LRRB-produced Report 2014-06, “Research Using Waste Shingles for Stabilization or Dust Control for Gravel Roads and Shoulders,” published January 2014.

The objective of this project was to provide a better understanding of how various virgin aggregate and recycled asphalt pavement (RAP) mixtures for surface layers affect the performance of gravel or crushed rock roads and; with further analysis; to determine the optimal RAP content for Minnesota gravel roads. This project included a literature review; preliminary laboratory testing; economic and feasibility analysis; and two field studies. Several studies regarding the use of RAP materials for road surfaces were reviewed. Then; laboratory tests on various RAP materials; one virgin aggregate; and mixtures of RAP materials and virgin aggregate were conducted to observe the effect of RAP on the index properties of the materials and the engineering properties of the mixtures. Initially; six test sections were constructed with various surface aggregates in two locations. Virgin RAP-aggregate blends having 15% to 60% RAP contents were placed as surface aggregate. Then; three more test sections were constructed using RAP-aggregate blends having 50%; 70%; and 80% RAP contents. Several field tests; including lightweight deflectometer; dynamic cone penetrometer; scrape; and dustometer tests; were performed to evaluate the test sections. This report provides insights regarding the effect of using RAP material on surface layers to reduce the use of virgin aggregates. It was concluded that the optimal RAP content for unpaved road surfaces changes according to the properties of the materials used; testing methods; and site conditions.

Recycled Asphalt Shingles (RAS) include both manufacture waste scrap shingles (MWSS) and post-consumer tearoff scrap shingles (TOSS). It is estimated that Minnesota generates more than 200,000 tons of shingle waste each year. Recently, a portion of this waste has been incorporated into hot-mixed asphalt (HMA) pavement mixtures. The current technology limits the amount of RAS in HMA to no more than 5 percent by weight. This leaves a lot of underutilized shingle waste material throughout the state. This has prompted MnDOT to investigate other potential uses RAS. One potential use is to improve the performance of gravel surfacing and reduce dust by replacing common additives such as calcium chlorides with RAS. This is especially relevant as gravel sources in Minnesota have been depleted and/or have declined in quality, which has affected the performance of gravel surfacing. These poorer quality fines can increase the amount of dust generated and increase the difficulty of keeping the roadway smooth. Some agencies have used dust control additives to help the performance of these lower quality gravels. Successful implementation has the potential of removing valuable RAS materials from the waste stream to supplement the use of more expensive virgin materials and improve the performance of local roads.