HomeMy WebLinkAboutRC November 21, 1995
8:30 PM
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CITY of ANDOVER
1685 CROSSTOWN BOULEVARD N.W. . ANDOVER, MINNESOTA 55304 · (612) 755-5100
Road Committee Meeting
November 21, 1995
1. Call to Order
2. Consider Designation of A State Aid Route Through Crown Pointe and
Crown Pointe East Developments
3. Review Feasibility Report for Crooked Lake Boulevard Reconstruction
Project
4. Discuss 7 Year Cycle Sealcoat Program
5. Other
6. Adjournment
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CITY OF ANDOVER
ROAD COMMITTEE
November 21,1995
AGENDA ITEM
2. Consider Designation of State
Aid Route Through Crown Pointe
& Crown Pointe East
Developments
DATE
ORIGINATING DEPARTMENT
Scott Erickson,
Engineering
BY:
The Road Committee is requested to consider the possible designation of a state aid route
through the Crown Pointe and Crown Pointe East developments.
This item will be discussed at the Road Committee meeting.
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CITY OF ANDOVER
ROAD COMMITTEE
November 21, 1995
OATE
AGENDA ITEM
ORIGINATING OEPARTMENT
3. Review Feasibility Report for
Crooked Lake Boulevard
Reconstruction Project
BY:
Scott Erickson,
Engineering
The Road Committee is asked to review and comment on the feasibility report that has
been provided for the Crooked Lake Boulevard Reconstruction Project.
The Committee is also requested to establish an informational meeting date for this project
with the affected property owners..
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CITY OF ANDOVER
ROAD COMMITTEE
November 21, 1995
DATE
AGENDA ITEM
ORIGINATING DEPARTMENT
4. Discuss 7 Year Cycle Sealcoat
Program
BY:
Scott Erickson,
Engineering
The Road Committee is requested to review and recommend the adoption of the 7 Year
Cycle Sealcoat Program to the City Council.
Seven districts within the City have been established which are similar in size. Each year
one of the districts would be sealcoated so that by the end of the seventh year the entire
City will have been seal coated one time. Beginning the eighth year would start the cycle
over again. This program would be included as a part of the street improvement program
that will be established for the City of Andover.
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CITY of ANDOVER
1685 CROSSTOWN BOULEVARD NW. . ANDOVER, MINNESOTA 55304 . (612) 755-5100
ROAD COMMITTEE MINUTES
AUGUST 15, 1995
The Road Committee Meeting was called to order at 10:00 P.M.
at Andover City Hall, 1685 Crosstown Blvd. NW, Andover, MN 55304.
Members present: John Kunza~ Mike Knight
Also present: City Engineer Scott Erickson, City Administrator
Dick Fursman
MAKE A RECOMMENDATION ON CURRENT STATE AID ASSESSMENT POLICY
A recommendation was made to keep the current State Aid Policy as
written.
DISCUSS AND MAKE RECOMMENDATION REGARDING REMOVAL OF ILLEGAL STOP
SIGNS
The removal of stop signs at Flora St.j141st Ave. and Crocus
St.j139th Lane was recommended.
RECOMMEND PURCHASE OF PAVEMENT MANAGEMENT SYSTEM
The Committee recommended the purchase of pavement management
system hardware and software.
The meeting adjourned at 10:30 PM.
Respectfully submitted,
(A#~
Scott Erickson
Recording Secretary
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CITY of ANDOVER
1685 CROSSTOWN BOULEVARD NW. . ANDOVER. MINNESOTA 55304 . (612) 755-5100
Road Committee Meeting
August 15, 1995
After City Council Meeting - 9:30 P.M. ?
1. Call to Order
2. Make a Recommendation on Current state Aid Assessment
Policy
3. Discuss and Make Recommendation Regarding Removal of
Illegal Stop signs
4. Recommend Purchase of Pavement Management System
5. Adjournment
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CITY OF ANDOVER
ROAD COMMITTEE
AGENDA ITEM
DATE Auqust 15, 1995
ORIGINATING DEPARTMENT
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2. Make Recommendation on
Current state Aid
Assessment Policy
scott Erickson,
Engineering
BY:
please bring the information previously provided.
A recommendation will need to be provided by the Road Committee
as to whether or not the existing policy should be modified.
* Attached is a copy of the current state Aid Assessment Policy.
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streets: City Local/Distributor/Collector
street Costs are apportioned to the property benefiting from th,
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street construction. Apportioning the cost of the street construction
may be done by dividing the cost of the street improvements by the
assessable front footage of the benefiting properties or by dividing
the costs of the street improvements by the number of benefitting
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lots.
Streets: M.S.A./County Roads
1. The City will assess the properties along M.S.A. streets and
county roads the unreimbursable costs incurred by the City.
Except as follows:
a) Land acquisition costs - 100% of all land acquisition costs
will be assessed with the commercial and industrial area
rate being twice that of residential.
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b) A credit, not to exceed the total assessment, shall be
given against such total assessment for a pro-rata portion
of right-of-way acquisition costs and for the appraised or
negotiated value of any property which is/has been donated
as necessary for the project construction.
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c) Assessments upon unimproved property may be deferred until
a designated future year or until the subdivision of the
property or the construction of improvements thereon which
shall have access to the county highway or municipal state
aid roadway.
(Field entrance is not an improvement in itself).
Construction of improvements shall be defined as activity
upon the property which requires the need for a permit from
any city, county, state or federal governmental agency. In
the event that such construction of improvements is only
upon a portion of the property for which the assessment is
deferred, such deferral shall be terminated against that
portion of the property where the improvement is located in
an area equal to the minimum lot size established for the
zoning district within which it is located. Such deferral
can be on such terms and conditions and based upon such
standards and criteria as provided by Council resolution.
Such assessments can be deferred for up to 15 years without
interest and if the property has not been subdlvided for
improvements constructed thereon within that period of
time, the assessment shall be cancelled. All property with
deferred assessments that are subsequently subdivided or
have improvements constructed thereon which have access to
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the State Aid improvement shall require the payment of such
assessments in five equal annual installments with interest
thereon at the maximum rate allowed by Minnesota law in
effect at that time on unpaid special assessments.
2. Sidewalk costs that exceed M.S.A. reimbursement will be
assessed.
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CITY OF ANDOVER
ROAD COMMITTEE
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DATE ll."'J"c:1- 1 C; 1 QQ<;
AGENDA ITEM
ORIGINATING DEPARTMENT
3. Discuss and Make
Recommendation Regardin
Removal of Illegal stop BY:
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scott Erickson,
Engineering
The Road Committee is asked to review and make a recommendation
regarding the removal of illegal stop signs at two locations:
1. Flora Street NW at l4lst Avenue NW
2. Crocus street NW and l39th Lane NW
The stop signs at these locations do not meet the warrants for
Installation of stop Signs as identified in the Manual on Uniform
Traffic Control Devices (see attached). Although stop signs are
often installed to reduce speed, studies have shown that a
reduction in speed is usually insignificant. Also, improperly
installed signs may have legal implications for the City.
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RI-I
30" x 30"
RI-3
12" x 6"
RI-4
18"x 6"
2B-4 Stop Sign (R1-1)
STOP signs are intended for use where traffic is required to stop. The
STOP sign shall be an octagon with white message and border on a red
background. The standard size shall be 30 x 30 inches. Where greater
emphasis or visibility is required, a larger size is recommended. On low-
volume local streets and secondary roads with low approach speeds, a 24
x 24 inch size may be used.
At a multi way stop intersection (sec. 2B-6), a supplementary plate
(RI-3) should be mounted just below each STOP sign. If the number of
approach legs to the intersection is three or more, the numeral on the
supplementary plate shall correspond to the actual number of legs, or the
legend ALL- WAY (RI-4) may be used. The supplementary plate shall
have white letters on a red background and shall have a standard size of 12
x 6 inches (RI-3) or 18 x 6 inches (RI-4).
A STOP sign beacon or beacons may be used in conjunction with a
STOP sign as described in section 4E-4.
Secondary messages shall not be used on STOP sign faces.
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2B-5 Warrants for Stop Sign
Because the STOP sign causes a substantial inconvenience to motorists,
it should be used only where warranted. A STOP sign may be warranted at
an intersection where one or more of the following conditions exist:
1. Intersection of a less important road with a main road where
application of the normal right-of-way rule is unduly hazardous.
2. Street entering a through highway or street.
3. Unsignalized intersection in a signalized area.
4. Other intersections where a combination of high speed, restricted
v.iew, and serious accident record indicates a need for control by the STOP .
SIgn.
Prior to t~e ~pplication of these warrants, consideration should be given I
to less restnctlve measures, such as the YIELD sign (2B-7) where a full
Rev. 9/84
2B-2
estop is not necessary at all times. Periodic reviews of existing installations
may be desirable to determine whether, because of changed conditions,
. the use of less restrictive control or no control could accommodate traffic
" demands safely and more effectively.
STOP signs should never be used on the through roadways of
expressways. Properly designed expressway interchanges provide for the
continuous flow of traffic, making STOP signs unnessary even on the
entering roadways. Where at-grade intersections are temporarily justified
for local traffic in sparsely populated areas, STOP signs should be used on
the entering roadways to protect the through traffic. STOP signs may also
be required at the end of diverging roadways at the intersection with other
highways not designed as expressways. In most of these cases. the speeds
will not warrant any great increase in the sign sizes.
STOP signs shall not be erected at intersections where traffic control
signals are operating. The conflicting commands of two types of control
devices are confusing. If traffic is required to stop when the operation of
the stop-and-go signals is not warranted, the signals should be put on
flashing operation with the red flashing light facing the traffic that must
stop.
Where two main highways intersect, the STOP sign or signs should
.0rmallY be posted on the minor street to stop the lesser flow of traffic.
Traffic engineering studies, however, may justify a decision to install a
. STOP sign or signs on the major street, as at a three-way intersection
where safety considerations may justify stopping the greater flow of
traffic to permit a left-turning movement.
STOP signs may be used at selected railroad-highway grade crossings
only after their need has been determined by a detailed traffic engineering
study. Use of the STOP sign at railroad-highway grade crossings is
described in Section 8B-9.
Portable or part-time STOP signs shall not be used except for
emergency purposes. Also, STOP signs should not be used for speed
control.
11-48 (c)
Rov.3
VIII-5(c)
Rov.2
28-6 MuItiway Stop Signs
The "Multi way Stop" installation is useful as a safety measure at some
locations. It should ordinarily be used only where the volume of traffic on
the intersecting roads is approximately equal. A traffic control signal is
more satisfactory for an intersection with a heavy volume of traffic.
Any of the following conditions may warrant a multi way STOP sign
installation (sec. 2B-4):
_ 1. Where traffic signals are warranted and urgently needed, the
~nultiway stop is an interim measure that can be installed quickly to
. control traffic while arrangements are being made for the signal
installation.
2B-3
Rev. 9/84
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ALL-WAY STOPS
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The Manual on Uniform Traffic Control
Devices (MUTCD) and Traffic Engineers
Handbook (TEH) have established specific
warrants for installation of 4 way or all way
stops. These warrants were developed to
assist in determining whether or not 4 way
stop signs could help assign right of way at
higher volume intersections reduce an acci-
dent problem, or fill in as an interim measure
until traffic signals could be installed. Con-
siderations outside established warrants are
restricted intersection sight distances, and
school crossings. Studies have shown that 4
way stop signs are not an effective technique
for controlling speeds and should not be
used to reduce traffic volumes, or simply to
satisfy citizen demands. It should be remem-
bered that stop signs constitute one of the
most significant means of separating and
controlling traffic movements and should be
carefully considered.
Effects
Volumes. Four-way stop signs produce no
net reduction of traffic volumes if traffic is
primarily local in make-up. Where there is
existing shortcutting thru traffic, stop signs
may reduce volumes; however, the effective-
ness of the 4-way stop as a deterrent to thru
. traffic is dependent on stop sign saturation,
heavy enforcement and the availability of
useful alternative routes. Often the alterna-
tive route is another adjacent residential
street, and problem traffic is merely dis-
placed, not eliminated.
Neighborhood Traffic Control
January 1994
15-1
Speeds. Studies have typically shown 4-way
stops do not have a significant impact on
vehicular speeds. Overall area speeds have
shown minimal reductions near the intersec-
tion. In midblock areas, where most acci-
dents involving young pedestrians occur,
speed increases are frequently the result.
Safety. It is not clear whether 4-way stop
signs will improve safety when they do not
meet established warrants. In some cases
accidents actually increase, possibly due to
the stop signs being unexpected or deemed
unnecessary thereby encouraging rolling
stops, or by instilling a false sense of security
in crossing motorists and pedestrians.
Studies have shown that stop signs that do
not meet warrants are basically ignored by
many drivers. Also as mentioned before,
speeds tend to increase in the mid block areas
where most young pedestrian accidents
occur. However, if warrants are met or
where sight distances are poor - an all way
stop may increase safety.
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Traffic Noise, Air Quality, Energy Consump-
tion. Noise is increased near the intersection
due to the increased activity of acceleration
(many drivers speed up to make up for time
lost at the stop sign) and added braking. Ad-
jacent residents may complain about the addi-
tional noise.
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Air quality is worsened and fuel consumption
is increased due to added deceleration, ac-
celeration and idling. Unnecessary stops
reduce the efficient movement of traffic flow,
by increasing travel time on the route.
Community Reaction., Mixed. Some resi-
dents would feel "anything is better than noth-
ing" or are misinformed about the potential
impacts. Some view this measure as a safety
improvement. Others view this measure as an
unnecessary impediment to reasonable move-
ment thru the area and an encouragement to
"blow the stop signs" in the area. Many resi-
dents in the immediate vicinity of all-way stop
signs view them in a positive manner. It is up
to traffic engineers or other governing agents
to responsibly determine the best traffic con-
trol under the specific circumstances based on
reasonable guidelines.
Additional Considerations
Installation of all-way stop signs is often used
by a governing body as an immediate, tan-
gible and inexpensive response to a
neighborhood's concern about safety on a
local residential street. The use of stop signs
creates a solution which is one of perception
rather than effective improvement. This
misuse of stop signs should be resisted by the
local traffic' engineer and governing body.
Some studies have shown that the warrants
for stop signs can be expanded to include
other considerations such as presence of
Neighborhood Traffic Control
January 1994
15-2
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designated school crossings and sight dis-
tance problems. The failure to follow the es-
tablished warrants, to install stop signs
without specific justification, may have legal
implications to the local government agency.
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Reference
ManuoU on Uniform Traffic ControJ Devices
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CITY of ANDOVER
ACTION NOTICE
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DATE
NAME OF CALLER /k-v~~ ~ ~run. A~~ - l"'r\+A.crt i.-'Pyd- Whi tt..lle,,-
ADDRESS
TELEPHONE NO. 7,F~-S-II:JD
PROJECT # CONTRACTOR
REFERENCE: p-~(".c' ~ -fhe.. J't.~ I~~
~ .;.,u ~ASAP. A/'dfvecT;DI'lS.
I. 'FIDOl S-t. rl 1'1191" llV'et\~ N'AJ
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OPERATOR -:J::4/.
REFERRED TO ~v ~ v.--4JA-
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APPROX.
-
DATE 6 -t5l/J=- 9 S
SCHEDULE DATE______
ACTION TAKEN. REMARKS: COUA..JT6/GS ouT;
{; - '}.?~ CIS-
~T/{R T/A../J LJI1 TE
DATE COMPLETED (;, - 2 7- 9 S-
REPRESENTATIVE ~
M..,UUT 21.'7'.1:10,7,11.,'
'~ . "'P'ORTABLE
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T't,AFFlC RECORDER"-OATA SHEET
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STATION. NO.
COUNT BEGINNING DATE
,- 2. ?
DATA . BY
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DAY MON TUE WED THUR FRI SAT SUN WEEKDAY WEEK END
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4-5
5-6 .. ,..
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2-3 ..
3-4
.- .~_. .~.'-' -,
. ..~ .
.-~ . '.
5-6
S-7
7-8
8- 9
9-10
10-11
II -12'"
TOTAL I
SKETCH CD AvERAGE DAILY TRAFFIC
Remarks:
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to' 40 -....1 ,.... ....ot::' .' .... eo" "" "...
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STATION. NO.
j
COUNT BEGINNING DATE 6 - 2 ? 90"
DATA BY
DATE '-27 h:2'8 1A"-2C! AVERAGE of cexnn
DAY MON TUE WED THUR FRI SAT SUN WEEKDAY WEEK END
12-IAM . . . ..~. - - .-. ~ .
1-2 , . '.'
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2-3 . . ' .'---.-- . .' ._--
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~-4
4-5
5-6
6-7
. . , . .. - ._......- .. .
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TOTAL
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I'
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CITY OF ANDOVER
ROAD COMMITTEE
AGENDA ITEM
DATE ~~9~ct 15, 1995
ORIGINATING DEPARTMENT
/
4. Recommend purchase of
Pavement Management
System
Scott Erickson,
Engineering
BY:
The Road Committee is asked to evaluate and recommend a Pavement
Management System for the city. A pavement management system
(PMS) is a computerized system which will create a file of all
the city streets geometric characteristics (length, width,
asphalt thickness, etc.) and also provide a rating system in
order to evaluate the condition of the streets and provide
recommendations on maintenance and the estimated costs associated
with it. The costs of these systems range anywhere from $5,000-
$100,000.
/
Staff has evaluated a number of different software packages and
has found the "Road Pro" package to meet the needs of the City
while being a "reasonably" priced package. The estimated cost of
the software package is $6,000 which includes a sign inventory
module. The packages which were reviewed are as follows:
Approximate Cost
1. Road Pro $6,000.00
2. Pavement Management System $10,000.00
3. Braun +$30,000.00
A demonstration of the "Road Pro" program will be provided for
your review.
In addition to the software package chosen, computer hardware is
estimated to cost +$5,000.00 The hardware will be utilized for
numerous other appTications in addition to this one.
/
()
u
CITY of ANDOVER
1685 CROSSTOWN BOULEVARD NW. . ANDOVER, MINNESOTA 55304 . (612) 755-5100
ROAD COMMITTEE MINUTES
JULY 18, 1995
The Road Committee Meeting was called to order at 6:00 P.M.
at Andover City Hall, 1685 Crosstown Blvd. NW, Andover, MN 55304.
Members present: John Kunza, Mike Knight
Also present: City Engineer Scott Erickson, City Administrator
Dick Fursman, Residents
MAKE A RECOMMENDATION ON CURRENT STATE AID ASSESSMENT POLICY
No action was taken.
MAKE A RECOMMENDATION ON REVOLKING 177TH LANE NW AS A STATE AID
DESIGNATED STREET
Committee recommended revolking 177th Lane NW from Verdin Street
NW to Round Lake Boulevard NW.
DISCUSS PAVEMENT MANAGEMENT SYSTEM
No action was taken.
The meeting adjourned at 6:59 PM.
Respectfully submitted,
dJ;Jt 1~
Scott Erickson
Recording Secretary
/
~ )
\.J
CITY of ANDOVER
1685 CROSSTOWN BOULEVARD N.W. . ANDOVER. MINNESOTA 55304 . (612) 755-5100
Road Committee Meeting
July 18, 1995
6:00 P~M.1. Call to Order
/
/
2.. Make a Recommendation on Current State Aid Assessment
Policy
3. Make a Recommendation on Revolking 177th Lane NW as a
State Aid Designated Street .
4. Discuss Pavement Management System
5. Adjournment
, ,
,j ~
CITY OF ANDOVER
ROAD COMMITTEE
DATE
July 18, 1995
/
AGENDA ITEM ORIGINATING DEPARTMENT
2. Make a Recommendation on
Current State Aid Scott Erickson,
Assessment Policy Engineering
BY:
Please bring the information previously provided.
-I'
~J ~
CITY OF ANDOVER
ROAD COMMITTEE
J
July 18, 1995
DATE
AGENDA ITEM
3. Make a Recommendation on
Revolking 177th Lane NW
as a state Aid Designate~
street BY:
ORIGINATING OEPARTMENT
scott Erickson,
Engineering
177th Lane NW from Verdin street NW to Round Lake Boulevard
is currently designated as a state Aid Road. The residents
along this road have petitioned the Council to pave this
section of street this year.
The Road Committee is requested to provide a recommendation
on revolking or keeping this section of street on the State
Aid system as it may have an impact on whether or not to pave
this section of street at this time.
)
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CITY OF ANDOVER
ROAD COMMITTEE
AGENDA ITEM
4. Discuss Pavement
Management System
DATE
ORIGINATING DEPARTMENT
July 18, 1995
Scott Erickson,
Engineering
BY:
Staff has evaluated various pavement management systems
which exist on today's market. The Road Committee is
asked to made a recommendation on the type of system they
would like to see implemented. Information on the various
systems will be provided at the meeting.
u
u
CITY of ANDOVER
1685 CROSSTOWN BOULEVARD NW. . ANDOVER, MINNESOTA 55304 . (612) 755-5100
ROAD COMMITTEE MINUTES
JUNE 20, 1995
The Road Committee Meeting was called to order at 6:35 P.M.
at Andover City Hall, 1685 Crosstown Blvd. NW, Andover, MN 55304.
Members present: John Kunza, Mike Knight
Also present: City Engineer Scott Erickson, City Administrator
Dick Fursman
MSA ASSESSMENT POLICY DISCUSSION
No decision made on MSA Assessment Policy.
MUNICIPAL STATE AID STREET DESIGNATION
No decision was made on MSA Designation.
"NO PARKING" ISSUE - 139TH & EIDELWEISS ST. NW
......
The Committee's recommendation was to have the "no parking" signs
removed at 139th/Eidelweiss.
The meeting adjourned at 6:55 PM.
Respectfully submitted,
. #;ff~)~
Scott Erickson
Recording Secretary
',~~/
()
o
CITY of ANDOVER
1685 CROSSTOWN BOULEVARD NW. . ANDOVER, MINNESOTA 55304 . (612) 755-5100
ROAD COMMITTEE MEETING - JUNE 20, 1995
MINUTES
The Road Committee Meeting was called to order on June 20, 1995
at 6:31 PM, at the Andover City Hall, 1685 Crosstown Boulevard
N.W., Andover, Minnesota.
Item *2.
Item B.
Item H.
_/
Items *2
Meeting.
Members present: Mike Knight - Chairman
John Kunza
Dick Fursman
Scott Erickson
Members absent: None
MSA assessment policy was discussed with no
recommendation provided at this time.
No discussion was made on State Aid Street
Designations.
The "No Parking" on 139th at Eidelweiss Street was
discussed with no recommendation being provided.
and *3 will be brought back at the next Road Committee
Adjourned at 6:59 PM.
Respectfully submitted,
gft#k
Scott Erickson
Recording Secretary
-,J
'-.J
\
'-.J
,
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u
CITY of ANDOVER
u
June 20, 1995
Road Committee Meeting
6:30 P.M. 1. Call to Order
2. MSA Assessment Policy Discussion
3. Municipal State Aid Street Designation
4. 'No Parking" Issue - l39th & Eidelweiss St NW
5. Adjournment
" '\
,~)
,
o
CITY OF ANDOVER
ROAD COMMITTEE
- .I
'June 20, 1995
AGENDA ITEM
~.
DATE
ORIGINATING DEPARTMENT
Engineering
Scott Erickson ~r:
BY: cfL-
MSA Assessment
Policy Discussion
At the May 2, 1995 city Council meeting, the City Council briefly
discussed the Municipal State Aid Assessment policy. The two
items that were discussed were:
1. The method and amount of assessment to each property
owner.
2. Assessments to undeveloped parcels. (i.e. Farmland)
The City Council referred this back to the Road Committee for
recommendation, with the following suggestions.
1. Have the City contribute funding towards the street
reconstruction at a rate equal to the cost of maintaining
a dirt road. The City would contribute a fixed amount,
say $500.00 per rural residential lot.
-/
2. Pursue one of t~previous options discussed (See April
4th Memo)
3. Do nothing.
.I
. ) ,
,~ 0
CITY OF ANDOVER
REQUEST FOR COUNCIL AcrION May 2, 1995
DATE
AGENDA SECTlON
NQ Discussion Item
ITEM MSA Assessment Policy,
NQ Discussion, Cont.
ORIGINATING DEPARTMENT
Scot~ Eri~kson,l\t
Englneerlng or
APPROVED
FOR AGENDA
gr~
ItJ .
The City Council is requested to continue the discussion on
possible revisions to the current state Aid Assessment
Policy that has been adopted by the City Council. The two
items which were discussed at the last Council meeting were:
1. The ~ethod and amount of assessment to each property owner.
2. Assessments to undeveloped parcels (i.e. - farmland).
Council was going to evaluate these items and provide additional
i )input and/or suggestions to the options presented at the last
\ Council meeting.
\ ~
MOTION BY:
SECOND BY:
" \
, I
CITY OF ANDOVER
REQUEST FOR COUNCIL ACTION
April 4, 1995
('
\ J
DATE
This dis
state ai
Manual.'
Item
ORIGINATING DEPARTMENT APPROVED
FOR AGENDA
Scott Erickson,J~
Engineering
,GENOA
o
Discussio
rEM
0.
Consider SA Assessment
Policy Ch nge
BV::~
g.
The City ouncil is requested to consider revising the existing
MSA Assessment Policy.
ssion will pertain only to assessments to municipal
or county roads as identified in the City Assessment
The City
along mu
unreimbu
state ai
rural ar
areas, t
unreimbu
$3,000-$
project.
assessab
at a lev
and the
ssessment Manual currently requires the properties
icipal state aid streets and county roads to pay the
sable costs incurred by the City. With a number of the
streets that are in need of reconstruction being in
as and adjacent to farmlands and sparsely populated
e distribution of the assessments for the
sable state aid costs can tend to be in the area of
,000 per lot. This amount can vary depending on the
As identified in the Tulip Street public hearing, the
e costs to the adjacent property owners has shown to be
I that appears to be unacceptable to both the Council
esidents.
,.-- ''\
\, '
sment Manual could be modified to provide a more
e method of cost sharing for these projects.
The foIl wing suggestions or a combination of them could be
incorpor ted into the assessment manual.
2.
ish a flat assessment rate to be applied to each lot or
ial lot adjacent to the street to be reconstructed.
ot fronting the project will be assessed ($2,500 1).
3. The C ty will pay for all costs associated with municipal
state aid construction. This item would not allow many
proje ts to occur in the City as the City does not have a
large budget for state aid projects. This budget would be
deple ed with one or two projects and does not have a source
of re enue to replace the money that would be dispersed.
1. The u reimbursable costs incurred by the City will be split
with he property owners on a SO/SO basis.
, '\
I
MOTION BY:
SECOND BY:
/
. )
\,~
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CITY OF ANDOVER
ROAD COMMITTEE
.June
20, 1995
AGENDA ITEM
3.
DATE
ORIGINATING DEPARTMENT
Engineering
Scott Erickson Jt
BY:
Municipal State
Aid Street
Designation
Consider Municipal State Aid redesignations. The city Council
has asked the Road Committee to review the proposed Municipal
State Aid redesignations as outlined on the attached map (See
Attached Diagrams).
.I
/
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v
CITY OF ANDOVER
'-~/
REQUEST FOR COUNCIL ACTION
May 2, 1995
DATE
AGENDA SEen ON
110.
Discussion Item
ORIGINATING DEPARTMENT
APPROVED
FOR AGENDA
ITEM
110.
Consider MSA Redesignations,
Cont.
Scott Erickson, J L
Engineering d
~
1/.
This item was continued from the April 4, 1995 Council meeting.
If Council agrees with the proposed designations the appropriate
resolutions will be initiated at the next regularly scheduled meeting.
,
,
J
,
.'-)
MOTION BY:
SECOND BY:
'g;V
~~
, "\
)
/ "
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CITY OF ANDOVER
REQUEST FOR COUNCIL ACTIO}!p r i 1 18, 1995
DATE
()
IAGENDA SEe nON
N:l Discussion Item
ORIGINATING DEPARTMENT
APPROVED
FOR AGENDA
ITEM
N:l Consider Ml A Redesignations
Scott Erickson,
Engineering
BY:
The City C unci1 is requested to consider redesignating some of
the State, id Streets within the City. Some of the streets currently
designated are no longer valid or may be more effectively designated
at another location.
The street suggested to be revolked are:
Approxima e
Street NW ~\.c-".\-~ From To Mileage
1. 1 77 th L . Round Lake Blvd. NW Tulip St. NW .50 I
\ I
>
2. Tu li p S NW 177th Ln. NW 173rd Ln. NW .50 'I
. !
3. Tulip S . NW 168th Ln. NW 161st Ave. NW 1. 00 !
4. 165th L . NW 7th Ave. NW Round Lake Blvd. NW 1. 57
5. Crossto n Blvd. NW 157th Ave. NW Constance Blvd. NW .50
m
The street suggested to be designated are:
Approxima e
Street From To Mileage
A. 168th L . NW Tulip st. NW Round Lake Blvd. NW .50
B. Nightin ale St. NW Crosstown Blvd. NW 161st Ave. NW 1.25
C. 142nd A e. NW Round Lake Blvd. NW Orchid St. NW )
Orchid t. NW 142nd Ave. NW 140th Ave. NW )
140th A e. NW Orchid St. NW Ivywood St. NW ) 1.25
Ivywood St. NW 140th Ave. NW 139th Ave. NW )
13 9 th A e. NW Ivywood St. NW Eidelweiss st. NW )
Eidelwe ss St. NW 139th Ave. NW Bunker Lake Blvd. NW)
CONTINUED
/"~ '\'
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MOTION BY:
SECOND BY:
, I
,
,J
D. 161st Ave. NW Tulip st. NW Xenia St. NW .25
, Xenia St. NW 161st Ave. NW 157th Ave. NW .50
E. Xeon St. NW Andover Blvd. NW Crosstown Blvd. NW 1.12
F. 133rd Ave. NW Crosstown Blvd. NW Quinn st. NW .30
G. 13 9 th Ave. NW Crosstown Blvd. NW Future extension
of Jay st. NW .90
b':'07
A map detailing the existing state aid system and the proposed changes
will be provided at the Council meeting.
, "
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CITY OF ANDOVER
ROAD-' COMMITTEE
June 20, 1995
AGENDA ITEM
4.
DATE
ORIGINATING DEPARTMENT
Engineering
Scott EricksoncjJt
"No Parking" Issue
139th & Eidelweiss St NW
BY:
The Road Committee is asked to make a recommendation and provide
direction to the Council on further discussion regarding the "No
Parking" issue at the above noted location. This item is also
identified as Item #13 on the June 20th, 1995 Council Agenda.
u
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CITY of ANDOVER
1685 CROSSTOWN BOULEVARD NW. . ANDOVER, MINNESOTA 55304 . (612) 755-5100
ROAD COMMITTEE MINUTES
MARCH 7, 1995
The Road Committee Meeting was called to order at 6:15 P.M.
at Andover City Hall, 1685 Crosstown Blvd. NW, Andover, MN 55304.
Members present: John Kunza, Mike Knight
Also present: City Engineer Scott Erickson, City Administrator
Dick Fursman, Public Works Superintendent Frank
Stone
REVISE MSA ASSESSMENT POLICY
No decision was made on MSA Assessment Policy.
1995 MSA CONSTRUCTION
A recommendation was made to reconstruct Crooked Lake Boulevard
between 133rd Avenue NW and Bunker Lake Boulevard.
The meeting adjourned at 7:00 PM.
Respectfully submitted,
a!i# J~~
Scott Erickson
Recording Secretary
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CITY of ANDOVER
1685 CROSSTOWN BOULEVARD NW. . ANDOVER, MINNESOTA 55304 . (612) 755-5100
Road Committee Meeting
March 7, 1995
6:00 P.M. 1. Call to Order
2. Revise MSA Assessment Policy
4.
3. 1995,MSA Construction
5. Adjournment
.
~j 0
CITY OF ANDOVER
ROAD COMMITTEE
/
DATE
February 21, 1995
AGENDA ITEM
2. Revise MSA Assessment
Policy
ORIGINATING DEPARTMENT
Scott Ericksoncl~
Engineering
BY:
This discussion will pertain only to assessments to municipal
state aid or county roads as identified in the City Assessment
Manual. '"
,
The City Assessment Manual currently requires the properties
along municipal state aid streets and county roads to pay the
unreimbursable costs incurred by the City. With a number of the
state aid streets that are in need of reconstruction being in
rural areas and adjacent to farmlands and sparsely populated
areas, the distribution of the assessments for the
unreimbursable state aid costs can tend to be in the area of '.
$3,000-$6,000 per lot. This amount can vary depending on the
project. As identified in the Tulip Street public hearing, the
assessable costs to the adjacent property owners has shown to be
at a level that appears to be unacceptable to both the Council
and the residents.
The manual could be modified to provide additional flexibility to
the Council to evaluate each project on a case by case basis.
The following suggestions or a combination of them could be
incorporated into the assessment manual.
1. The City Council will determine on a case by case basis the
assessments that will be levied to the affected property
owners.
J
2. The unreimbursable costs incurred by the City will be split
with the property owners on a 50/50 basis.
3. The City will pay for all costs associated with municipal
state aid construction. This item would not allow many
projects to occur in the City as the City does not have a
large budget for state aid projects. This budget would be
depleted with one or two projects within the City and does not
have funding to replace the money that would be dispersed.
CONTINUED
/
, )
\. "
,
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4. A varied percentage could be determined by the Council for
City and property owner participation on a project by project
basis.
5. Establish an assessment cost associated with a non-state aid
street that would be applied as an assessment to the adjacent
property owners. This cost could be based on a standard
twenty four (24') foot wide residential street with bituminous
curb and gutter and no storm drainage. It is estimated this
cost could be somewhere between $4,000-$5,000 per lot,
although this could greatly vary depending on the amount of
'work that would have to take place.
/
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/
,
, /
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CITY OF ANDOVER
ROAD COMMITTEE
DATE
Februarv 21. 1995
AGENDA ITEM
3. 1995 MSA Construction
ORIGINATING DEPARTMENT
Scott Erickson,~(
Engineering
BY:
The City of Andover Road Committee and the City Council
identified and prioritized the municipal state aid streets that
are in need of reconstruction. The highest priority was Tulip.
Street NW which does not appear to be viable at this time.
The Road Committee is asked to make a recommendation if they
would like to recommend proceeding with a different state aid
project for 1995. By deferring these projects the City may
accumulate municipal state aid projects to an extent where there
will not be staff time or funding assistance available to
properly implement projects on a routine basis. Although the
state aid funding does carryover on a year to year basis, the
volume of projects that would accumulate would become
unmanageable
Attached are the priorities that should be reorganized and that
were approved by the City Council in 1994.
/
- "'
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ROAD
COMMITTEE
AGENDA ITEM
. 2. 1994-1995 MSA
Construction Project
Discussion
'ORIGINATING DEPARTMENT'
Engineering
DATE l'-P"~' 10 10011
~
BY:
Todd J. Haas
"
The Road Committee is requested to review and recommend the.
options for 1994-1995 MSA possible construction.
The Public Safety Committee has reviewed options presented by
City staff and after a brief overview of staff's recommendation
it was determined the following MSA priorities are as follows:
1. Tulip Street NW between 161st Avenue NW and 169th -Lane NW
2. Crooked Lake Boulevard NW between 133rd Avenue NW and Bunker
Lake Boulevard NW
3. Ward Lake Drive NW between 171st Avenue NW and 175th Avenue NW
Others That Were Considered:
:-!
- l49th Avenue NW between Round Lake. Boulevard NW and Nightingale
Street NW
- 165th Avenue NW between Valley Drive NW and Tulip Street NW
- l67th Avenue NW between Verdiri street NW and Hanson Boulevard
NW
.. . -
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CITY of ANDOVER
1685 CROSSTOWN BOULEVARD NoW. . ANDOVER. MINNESOTA 55304 . (612) 755-5100
Road Committee Meeting
February 21, 1995
6:00 P.M. 1. Call to Order
2. Revise MSA Assessment Policy
3 . 1995 MSA Construction
4 .
5. Adjournment
(.J U
CITY OF ANDOVER
ROAD COMMITTEE
DATE
February 21, 1995
AGENDA ITEM
2. Revise MSA Assessment
Policy
ORIGINATING DEPARTMENT
Scott.Eric~sonclt
Englneerlng
BY:
This discussion will pertain only to assessments to municipal
state aid or county roads as identified in the City Assessment
Manual.-
The City Assessment Manual currently requires the properties
along municipal state aid streets and county roads to pay the
unreimbursable costs incurred by the City. With a number of the
state aid streets that are in need of reconstruction being in
rural areas and adjacent to farmlands and sparsely populated
areas, the distribution of the assessments for the
unreimbursable state aid costs can tend to be in the area of
$3,000-$6,000 per lot. This amount can vary depending on the
project. As identified in the Tulip street public hearing, the
assessable costs to the adjacent property owners has shown to be
at a level that appears to be unacceptable to both the Council
and the residents.
The manual could be modified to provide additional flexibility to
the Council to evaluate each project on a case by case basis.
The following suggestions or a combination of them could be
incorporated into the assessment manual.
1. The City Council will determine on a case by case basis the
assessments that will be levied to the affected property
owners.
2. The unreimbursable costs incurred by the City will be split
with the property owners on a SO/SO basis.
3. The City will pay for all costs associated with municipal
state aid construction. This item would not allow many
projects to occur in the City as the City does not have a
large budget for state aid projects. This budget would be
depleted with one or two projects within the City and does not
have funding to replace the money that would be dispersed.
CONTINUED
, /
,
~
4. A varied percentage could be determined by the Council for
City and property owner participation on a project by project
basis.
5. Establish an assessment cost associated with a non-state aid
street that would be applied as an assessment to the adjacent
property owners. This cost could be based on a standard
twenty four (24') foot wide residential street with bituminous
curb and gutter and no storm drainage. It is estimated this
cost could be somewhere between $4,000-$5,000 per lot,
although this could greatly vary depending on the amount of
'work that would have to take place.
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CITY OF ANDOVER
ROAD COMMITTEE
3. 1995 MSA Construction
DATE Februarv 21, 1995
ORIGINATING DEPARTMENT
Scott Erickson,~(
Engineering
AGENDA ITEM
BY:
The City of Andover Road Committee and the City Council
identified and prioritized the municipal state aid streets that
are in need of reconstruction. The highest priority was Tulip'
Street NW which does not appear to be viable at this time.
The Road Committee is asked to make a recommendation if they
would like to recommend proceeding with a different state aid
project for 1995. By deferring these projects the City may
accumulate municipal state aid projects to an extent where there
will not be staff time or funding assistance available to
properly implement projects on a routine basis. Although the
state aid funding does carryover on a year to year basis, the
volume of projects that would accumulate would become
unmanageable
Attached are the priorities that should be reorganized and that
were approved by the City Council in 1994.
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ROAD
COMMITTEE
AGENDA ITEM
'2. 1994-1995 MSA
Construction Project
Discussion
DATE
'bRIGINATING DEPARTMENT'
Engineering
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10
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BY:
Todd J. Haas
The Road Committee is requested to review and recommend the.
options for 1994-1995 MSA possible construction.
The Public Safety Committee has reviewed options presented by
City staff and after a brief overview of staff's recommendation
it was determined the following MSA priorities are as follows:
1. Tulip Street NW between 16lst Avenue NW and 169thLane NW
2. Crooked Lake Boulevard NW between 133rd Avenue NW and Bunker
Lake Boulevard NW
3. Ward Lake Drive NW between 171st Avenue NW and 175th Avenue NW
Others That Were Considered:
- 149th Avenue NW between Round Lake, Boulevard NW and Nightingale
Street NW
~
- 165th Avenue NW between Valley Drive NW and Tulip Street NW
- 167th Avenue NW between Verdiri Street NW and Hanson Boulevard
NW
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CITY of ANDOVER
1685 CROSSTOWN BOULEVARD NW. . ANDOVER, MINNESOTA 55304 . (612) 755-5100
Road Committee Meeting
February 9, 1995
6:00 P.M. 1. Call to Order
2. New Designations MSA
3. Redesignations MSA
4. Revise MSA Assessment Policy
5. 1995 MSA Construction
6.
,
I 7. Adjournment
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CITY OF ANDOVER
ROAD COMMITTEE
February 9, 1995
2. New Designations
MSA
OATE
ORIGINATING OEPARTMENT
Scott Erickson,'\4-
Engineering C(
AGENDA ITEM
BY:
The Road Committee is requested to recommend which section or
sections of road they would recommend for state aid designation.
The City is able to designate 20% of our street system as
municipal state aid streets which are then eligible for funding
assistance by the State. As the City grows and additional
streets are added this 20% increases along with it.
Each year the City Engineering Department tabulates the total
mileage of streets within the City and determines the additional
mileage that is eligible for state aid funding. This year 2.7
miles of road are available to be designated and are eligible to
accumulate state aid funds for your expenditure. This 2.7 miles
can be designated anywhere in the City as long as it meets the
state aid criteria.
/
The Engineering Department has identified a number of locations
where this mileage could be designated and meet the state aid
criteria.
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CITY OF ANDOVER
ROAD COMMITTEE
February 9, 1995
3. Redesignations MSA
DATE
ORIGINATING DEPARTMENT
Scott. Eric~sondC
EngJ.neerJ.ng
AGENDA ITEM
BY:
The Road Committee is requested to recommend whether or not they
would like to have some of the existing state aid streets
redesignated to locations where projects may be more feasible. A
number of alternative designations have been identified by the
City Engineering Department for the Road Committee to evaluate.
The City is able to redesignate state aid streets as long as the
new designated street meets the state aid criteria. Many of the
state aid streets have been designated in rural areas adjacent to
farmland and where there is not a dense population. Although the
state does pay for the complete street reconstruction along the
redesignated routes, there are additional contingency costs which
are not covered by the state such as a portion of the storm sewer
costs, additional engineering costs, legal costs and
administration costs. These additional costs can be paid for out
of City funds through assessments or through a combination of
City funding and assessments.
/
Based on the sparse populations at a number of these locations,
redesignation of these streets may be appropriate.
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CITY OF ANDOVER
ROAD COMMITTEE
February 9, 1995
4. Revise MSA Assessment
Policy
DATE
ORIGINATING DEPARTMENT
Scott. EriC~sonJ~
Eng1neer1ng
AGENDA ITEM
BY:
This discussion will pertain only to assessments to municipal
state aid or county roads as identified in the city Assessment
Manual.
The city Assessment Manual currently requires the properties
along municipal state aid streets and county roads to pay the
unreimbursab1e costs incurred by the City. With a number of the
state aid streets that are in need of reconstruction being in
rural areas and adjacent to farmlands and sparsely populated
areas, the distribution of the assessments for the
unreimbursable state aid costs can tend to be in the area of
$3,000-$6,000 per lot. This amount can vary depending on the
project. As identified in the Tulip Street public hearing, the
assessable costs to the adjacent property owners has shown to be
at a level that appears to be unacceptable to both the Council
and the residents.
/
The manual could be modified to provide additional flexibility to
the Council to evaluate each project on a case by case basis.
The following suggestions or a combination of them could be
incorporated into the assessment manual.
1. The City Council will determine on a case by case basis the
assessments that will be levied to the affected property
owners.
2. The unreimbursable costs incurred by the City will be split
with the property owners on a 50/50 basis.
3. The City will pay for all costs associated with municipal
state aid construction. This item would not allow many
projects to occur in the City as the City does not have a
large budget for state aid projects. This budget would be
depleted with one or two projects within the City and does not
have funding to replace the money that would be dispersed.
CONTINUED
. ,
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4. A varied percentage could be determined by the Council for
City and property owner participation on a project by project
basis.
5. Establish an assessment cost associated with a non-state aid
street that would be applied as an assessment to the adjacent
property owners. This cost could be based on a standard
twenty four (24') foot wide residential street with bituminous
curb and gutter and no storm drainage. It is estimated this
cost could be somewhere between $4,000-$5,000 per lot,
although this could greatly vary depending on the amount of
work that would have to take place.
/
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CITY OF ANDOVER
ROAD COMMITTEE
February 9, 1995
5. 1995 MSA Construction
OATE
ORIGINATING OEPARTMENT
Scott Erickson,~(
Engineering
AGENDA ITEM
BY:
The City of Andover Road Committee and the City Council
identified and prioritized the municipal state aid streets that
are in need of reconstruction. The highest priority was Tulip
Street NW which does not appear to be viable at this time.
The Road Committee is asked to make a recommendation if they
would like to recommend proceeding with a different state aid
project for 1995. By deferring these projects the City may
accumulate municipal state aid projects to an extent where there
will not be staff time or funding assistance available to
properly implement projects on a routine basis. Although the
state aid funding does carryover on a year to year basis, the
volume of projects that would accumulate would become
unmanageable
./
Attached are the priorities that should be reorganized and that
were approved by the City Council in 1994.
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ROAD
COMM'ITTEE
AGENDA ITEM
2. 1994-1995 MSA
Construction Project
Discussion
DATE
'ORIGINATING DEPARTMENT
Engineering
~pr.; ,
19
.
1 QQiI
~
BY:
Todd J. Haas
The Road Committee is requested to review and recommend the
options for 1994-1995 MSA possible construction.
The Public Safety Committee has reviewed options presented by
City staff and after a brief overview of staff's recommendation
it was determined the following MSA priorities are as follows:
1. Tulip Street NW between 161st Avenue NW and 169th Lane NW
2. Crooked Lake Boulevard NW between 133rd Avenue NW and Bunke'r
Lake Boulevard NW
3. Ward Lake Drive NW between 171st Avenue NW and 175th Avenue NW
Others That Were Considered:
- 149th Avenue NW between Round Lake Boulevard NW and Nightingale
Street NW
- 165th Avenue NW between Valley Drive NW and Tulip Street NW
- 167th Avenue NW between Verdin Street NW and Hanson Boulevard
NW
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CITY of ANDOVER
1685 CROSSTOWN BOULEVARD NW. . ANDOVER, MINNESOTA 55304 . (612) 755-5100
Road Committee Meeting
January 17, 1995
6:15 P.M. 1. Call to Order
2. Overview of the City State Aid Street System
3. Sealcoat
4. Adjournment
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CITY OF ANDOVER
ROAD COMMITTEE
DATE 7;:\n11:::t1rlY 17. '9QE:;
2. Overview of the city
state Aid street System BY:
ORIGINATING DEPARTMENT
scot~ Eri<;=ksonJl
EngJ.neerJ.ng
AGENDA ITEM
Attached is a handout provided by the MNDOT state Aid Division
explaining the requirements pertaining to the city's state aid
road system. The document outlines the past history of the state
aid system and also the current requirements and guidelines.
To boil this down to a few sentences, the City state aid system
is comprised of 20% of the total mileage of the City streets.
The City is able to receive money from the state for both
maintenance and reconstruction of these section of street.
/
The state aid system acts as a collector system servicing the
various neighborhoods and business areas to provide routes to
funnel the traffic from these neighborhoods to the main
arterials. In order to use the state money to reconstruct these
streets, they have to be designed in accordance with MNDOT
roadway design guidelines. These guidelines provide design
requirements to insure safe roadways. This includes specific
street widths, requirement of concrete curb and gutter, specific
street thicknesses, storm drainage and storm drain piping. All
these items have to be addressed and incorporated into the
reconstruction plan if the state aid funds are to be used.
Although the state pays for the majority of the construction
costs, there are a few items that are not eligible for
reimbursement. These items become the responsibility of the
City. The use of state aid ,funds provides a source of revenue to
defray the costs of constructing and upgrading the City street
system.
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CITY OF ANDOVER
ROAD COMMITTEE
AGENDA ITEM
DATE JaRYary 17, 1995
ORIGINATING DEPARTMENT
Scott Erickson,~t
Engineering
3. Sealcoat
BY:
Sealcoating is a crucial street maintenance activity which needs
further attention in our current maintenance program. In the
past the City has periodically sealcoated the streets as funds
permitted. The implementation of a sealcoat program is
imperative if we are to properly maintain our street system in a
effective manner. Sealcoatng is a relatively low cost method to
extend the "life" of the streets thus reducing the expensive
reconstruction costs we would be faced with. The use of sealcoat
can extend the useful life of a street by many years through the
implementation of a routine application program.
/
Sealcoat is a emulsion/rock surface coating which protects the
base and subgrade of the street. It reduces the amount of water
that can infiltrate into the subgrade which degrades the
structural integrity of the street. The sealcoat also provides a
new rock surface to the street resulting in improved skid
resistance for the motorists. A part of the sealcoat program
includes sealing the cracks in the street prior to applying the
sealcoat. This further helps reduce the amount of water that can
infiltrate into the street subgrade.
In order to implement a proactive sealcoat program it is
recommended to adopt a seven year sealcoat cycle. The City would
be divided into seven equal areas. Within seven years each of
these areas would have been sealcoated and the sequence would
start over again. Each area would constitute approximately 18
miles of street. The estimated cost to crack seal and sealcoat
each area is $280,000. If each residence paid for seal coating
their street in front of their house, the estimated cost for a
100 foot wide urban lot would be $150/lot and a rural lot 300
feet wide would be $450/lot. The financing for this work could
be allocated from any combination of City/resident funding.