95-005 - 01-17 - Adopting a pavement Management Program Resolution 95-5 January 17, 1995
Member Thompson introduced the following resolution and moved its adoption:
RESOLUTION ADOPTING A PAVEMENT MANAGEMENT PROGRAM
WHEREAS, it is prudent and deemed to be in the best interest of the City
of Golden Valley to develop a long term plan and policy to maintain its street
infrastructure; and
WHEREAS, the City Council has been considering the best method of
managing this most vital piece of infrastructure.
NOW THEREFORE, BE IT RESOLVED by the City Council of the City of Golden
Valley, Minnesota that the Pavement Management Policy for the City of Golden
Valley, dated January 17, 1995, and attached hereto as Exhibit A is hereby
adopted.
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air rem ayor
ATTEST:
Shirley J. e son, City Clerk
The motion for the adoption of the foregoing resolution was seconded by Member
Russell ; and upon a vote being taken thereon, the following voted in favor
thereof: Johnson, Micks, Russell , Thompson and Tremere; and the following voted
against the same: none; whereupon said resolution was declared duly passed and
adopted, signed by the Mayor and his signature attested by the City Clerk.
Resolution 95-5 - Continued January 17, 1995
EXHIBIT A
PAVEMENT MANAGEMENT POLICY
FOR
THE CITY OF GOLDEN VALLEY
JANUARY 17, 1995
PURPOSE:
There are approximately 119 miles of street to be maintained within the City of Golden
Valley. Of this total, 23 miles are designated as Municipal State Aid (MSA) roadways and
the remaining 96 miles are local streets. Keeping the street system in good condition is
necessary to provide safe and reasonable transportation to the citizens of the City, to
maintain property values, and to keep the City an attractive and desirable place to live and
do business.
The goal of the Pavement Management Policy (PMP) is to establish a program that
systematically evaluates the street network to maximize the pavement lifespan, at
minimum long term cost, by performing the proper rehabilitation measure at the proper
time.
BACKGROUND:
A street constructed to today's standards can be expected to have an average effective
lifespan of 50 years if proper maintenance measures (crack sealing, sealcoating, and
bituminous overlays) are performed at the proper times. The average age of the local
streets within the City of Golden Valley is 30 years. In general, streets more than 20 to 25
years old were not constructed properly when compared to today's standards. Most were
constructed without removing unsuitable soils from the street subgrade, which causes the
street to crack, distort, and break-up under normal traffic loading. This breakup of the
pavement allows moisture into the subgrade, which further accelerates deterioration. For
streets with failed pavements and poor subgrades, reconstruction has been deternuned to
be the most cost-effective method of long-term rehabilitation followed by proper and
timely maintenance procedures.
Many of Golden Valley's streets are newer, having been constructed or reconstructed to
City standards within the last 20 years. Although the pavement on these streets also
exhibits some distress, rehabilitation methods such as sealcoating and bituminous overlays
are usually appropriate for prolonging the useful life of these streets.
Resolution 95-5 - Continued January 17, 1995
THE PAVEMENT MANAGEMENT PROGRAM:
The entire street system under the jurisdiction of the City of Golden Valley has been
broken into segments, which are evaluated by staff and consultants to determine the type
of pavement distresses present. Staff then records the severity and extent of each
pavement distress as well as the quality of the ride on each street segment. The recorded
information is analyzed by a pavement management computer program and a pavement
quality index(PQI) is assigned to each street segment. For example, a PQI of 10
represents a street that is newly constructed with little or no distress evident, and a PQI of
2 represents a street pavement that has completely failed. The PQI of each street segment
is then inventoried, and streets are selected for rehabilitation measures based upon staff
opinion and the recommendations of the computer software.
Because streets decay at different rates depending on subgrade and pavement conditions,
the pavement evaluation and assignment of PQIs is to be conducted every three years.
This will ensure that the baseline data being used for decision making is current and that
each street in the system receives appropriate rehabilitation measures when the need for
maintenance first arises.
The rehabilitation measures for bituminous streets to be used as part of the Pavement
Management Program include sealcoating, edge and full width milling and overlays, and
total street reconstruction.
SealcoatinQ:
Sealcoating is a preventive maintenance measure used to extend the life of a bituminous
pavement. The application of oil and aggregate helps seal out moisture, reduce abrasion
of the existing surface, increase skid resistance, and help prevent older pavements from
drying out and prematurely deteriorating. A properly installed sealcoat should last
approximately six to 10 years.
Sealcoating will be applied to those streets in the system that have concrete curb and
gutter and do not exhibit distresses indicative of poor street subgrade. The PQI of these
streets will typically be greater than 7.0. Crack sealing, routine patching, and limited
repair of concrete curb and gutter will accompany application of a sealcoat.
Bituminous Milling and Overlav:
Bituminous milling and overlay consists of inechanically removing a portion of the existing
bituminous pavement, usually up to one and one-half inches (1.5"), and placing new
pavement. After placement of a bituminous overlay, properly timed sealcoating can
extend the life of a street for 20 to 25 years before another overlay is required.
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Resolution 95-5 - Continued January 17, 1995
Bituminous overlays will be performed only on those streets that have been constructed to
City standards (including concrete curb and gutter) and do not have distresses indicative
of a poor subgrade. The streets receiving overlays also will be subject to crack sealing,
curb repair, and patching before the placement of the overlays. The PQI of these streets
will vary between 6.0 to 8.0, depending on the types of distress present.
Reconstruction:
Reconstruction will be perFormed on streets that do not currently have concrete curb and
gutter as well as on streets with curb and gutter that have deteriorated to the point where
reconstruction is the only cost effective method of rehabilitation. Sanitary sewer,
watermain, and storm sewer systems on streets subject to reconstruction will also be
investigated as part of the PMP. Those utilities that exhibit inadequate capacity,
maintenance problems, and that do not meet specific state or federal requirements for the
utility will be repaired or replaced as part of the street reconstruction project.
Staff will recommend streets for reconstruction each year of the Pavement Management
Program based on the street ratings previously discussed. Highest priority for
reconstruction is to be given to the worst streets, or those with the lowest PQIs.
However, if several streets within an area are projected for reconstruction within a five-
year period, these streets may be recommended for reconstruction simultaneously to limit
the number of years a neighborhood is disrupted by construction.
The standard residential roadway in the City of Golden Valley as defined in the City Code
is 30 feet wide with concrete curb and gutter. Parking is allowed on both sides of a
standard residential street. Variation of the road width will be considered to avoid
environmental impacts such as wetland filling and removal of significant trees, provided
the decrease in width does not create safety hazards or create undue hardships on other
properties. Parking will be restricted to one side of the street for roadway widths between
26 and 28 feet. No parking is to be permitted if the street width is 26 feet. In no situation
will the width of a two-way street be less than 26 feet.
Contracts for street reconstruction will include contract unit prices for bituminous and
concrete driveway pavement. Residents along streets being reconstructed will be given
the option of having their driveways reconstructed at these contract unit prices. If a
resident elects to have his or her driveway reconstructed, staff will measure the quantities
installed. The cost of driveway reconstruction may then be paid in cash by the resident or
added to the assessment against the property.
Petitions for street reconstruction will continue to be accepted under the Pavement
Management Program. However, priority will be given to petitions on streets projected
for reconstruction within five years of receipt. Petitions for street reconstruction must be
received by the City no later than August 1 of the year before reconstruction is desired.
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Resolution 95-5 - Continued January 17, 1995
Streets which typically require reconstruction also require maintenance measures beyond
what is required for streets built to City standards. These maintenance measures must also
be performed more frequently on poor streets, resulting in an increasing burden on
General Fund street maintenance, thereby causing increasing taxes to finance the increased
maintenance. Therefore, those streets which are recommended for street reconstruction
consistent with the Pavement Management Policy, but denied by the City Council due to
resident opposition, will no longer be subject to maintenance measures beyond those
deemed necessary for public safety. Maintenance measures required for public safety may
include, but is not limited to, repair of large potholes in the driving lanes and patching of
utility openings.
The construction of sidewalks will be evaluated for each street based on the goals of the
Golden Valley Sidewalk Committee recommendations. Sidewalk construction will be
financed by the City.
Concrete Streets:
Some of Golden Valley's streets currently have concrete pavement. Concrete streets can
either be repaired or totally reconstructed, depending on the amount and types of
distresses present. As with bituminous roadways, staffwill recommend rehabilitation
measures on concrete streets with priority on those with the lowest ratings. The
rehabilitation of concrete streets will be included in the yearly Pavement Management
Program funding.
Re air:
Repair of concrete pavement consists of crack sawing, routing and sealing, shallow depth
patching, full-depth patching, and panel replacement. In general, if more than one-third
of a block of concrete street requires panel replacement, repair is not cost-effective and
the street must be reconstructed.
Reconstruction:
The cost of reconstructing a concrete street is approximately 49% higher than the cost of
a bituminous street. In addition, maintenance and rehabilitation of concrete streets is also
considerably more expensive than bituminous streets. Therefore, residents on concrete
streets will be given two options: Option 1 is to reconstruct the street as a bituminous
roadway, with an assessment consistent with the Special Assessment Policy. Option 2 is
to reconstruct the street as a concrete roadway, and pay an assessment of the base unit
assessment for a bituminous roadway plus 100% of the increased costs resulting from
constructing the street with concrete.
In order to reconstruct an existing concrete street as a new concrete street, a minimum of
fifty-one percent (51%) of the abutting property owners must sign a petition requesting
the concrete reconstruction. The petition form for a concrete street must be provided by
the City. No other petition form will be accepted.
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Resolution 95-5 - Continued January 17, 1995
FINANCING AND SPECIAL ASSESSMENTS:
The City of Golden Valley Pavement Management Program is to be financed through the
general fund and general obligation bonds. The bonds will be repaid through tax levies
and special assessments. Sealcoating will be financed completely through the general
fund, with no assessments to adjacent properties. Bituminous overlays will be contracted
with the reconstruction portion of the program and will be financed through bonding as
funding allows. Special assessments will only be levied against those properties adjacent
to streets being reconstructed. The amount of the special assessments will be according to
the Special Assessment Policy.
TYPICAL YEARLY PROJECT SCHEDULE:
The following schedule is typical for a specific project under the Pavement Management
Program:
June:
City staff makes recommendations to the City Council regarding proposed reconstruction
projects for the following year. The City Council reviews the recommendations and
orders feasibility reports for projects.
July thru November:
Staffbegins preliminary surveying as time pernuts during construction season and
completes surveying in the fall. Staff also completes soil borings and televising of the
sanitary sewer.
September thru December:
Preliminary design and neighborhood meetings are held.
December thru.Ianuary:
Preliminary design continues, incorporating comments from residents. Feasibility reports
are prepared based on the preliminary design. Neighborhood meetings are held again prior
to the public hearings.
Public hearings are also held during this time. The City Council will either order or deny a
project at the public hearing. The City Council will also authorize preparation of plans
and specifications and authorize bidding if the project is approved at the public hearing.
January thru March:
Final design, preparation of specifications, review of plans by staff and State Aid when
needed, and plan revisions.
March:
Advertising for bids.
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Resolution 95-5 - Continued January 17, 1995
April:
Bids are received and a contract is awarded by the City Council.
May thru September:
Construction begins in May with completion dates on each contract no later than
September 30.
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