Jackson

Many state, county, and municipal highway agencies have experienced the formation of bumps when placing single-lift overlays or the first lift of a multiple lift overlay. These bumps are produced at the location of a previously-existing crack, and even then almost exclusively when the crack has been sealed prior to the overlay. When such bumps are not covered with a subsequent lift, what remains is often a rough ride on a newly-overlaid roadway. This paper describes the effects of crack sealant material type and the geometry (shape) of the routed cracks in the existing surface on the formation of bumps in bituminous overlays. A matrix of four sealant type treatments and six geometries was designed, and implemented in a test section in Jackson County, Minnesota. The overlay on the test section was constructed in September 2007. The results of this investigation indicate that cooler pavement surface temperatures, no overband, hot-poured crumb rubber and hot-poured elastic sealants provided the best resistance to the formation of bumps in overlays. Content Note: This is the author’s version of a work that was accepted for publication in the Transportation Research Record: Journal of the Transportation Research Board, Issue Number: 2108, Publisher: Transportation Research Board ISSN: 0361-1981. The final version can be found at https://doi.org/10.3141/2108-08.

The front side of "Minnesota Bike Map West" contains the map of the southwestern quadrant of the state, from Elmore to Genola, 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 northwestern quadrant of the state, from Genola to St. Vincent, 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 Each map is unique and signifies a historical reference to the state of bicycle facilities at the time of publication.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: Southwest" contains: inset maps of Willmar, Alexandria, Fairmont, Worthington, Hutchinson, Marshall, and New Ulm; an illustration of Highland Farms, Pipestone and Prairie routes; and bicycling safety tips. The back contains the larger bikeways map 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.

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 41 - Southwest 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 and state rest areas; a "potpourri" article; a checklist of touring supplies with a diagram of where to put supplies on a bike; and inset maps of St. James, Jackson, Fairmont, Windom, and Lakefield. 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 the LRRB-produced Report 2014-17, “Building Local Agency Capacity for Public Engagement in Local Road Systems Planning and Decision Making,” published May 2014.

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.

This is a photo of the Highway 60 J-Turn in Heron Lake, Minnesota.

Aggregate surfaced roads become coarser and coarser after a few years of service due to an inherent problem - dust emission. Fines in the surfacing material are kicked up by traffic and blown away by the wind as fugitive dust. One of the alternative rejuvenation methods is to replenish the missing fines to restore the gradation and plasticity of the in situ material. Savings in the material and cost could in return benefit the environment and financial condition of the jurisdiction. Control and experimental test sections were established in three counties of Minnesota and performance of the sections were assessed using methods including cross-section profile change surveys, gravel loss and loose aggregate measurements, gravel road condition ratings, International Roughness Index estimation, and field observations. Experimental sections in Jackson County did not perform satisfactorily. However, one of the test sections in Beltrami County performed favorably well. A five-year-cycle benefit-cost analysis revealed that a 20 percent cost savings was also achievable in that particular section. Another trial in Olmsted County tested whether modified Class 5 limestone aggregate is appropriate for gravel road surfacing.

This report documents the efforts of engaging the public in decision making regarding local road policy issues in Minnesota, specifically in Beltrami, Dakota, and Jackson counties, and make recommendations based on the findings.