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HomeMy WebLinkAboutRC August 5, 1992 \. \.J /-~ o - --"\ V rJ , .l..~ -1," .. ~ - '''- ,~ ).-,.",- F- 5:00 P.M. CITY of ANDOVER Road Committee Meeting August 5r 1992 1. Minimum Maintenance Roads 2. 1993 MSA street Construction 3. Sealcoat/Crackseal Program 4. unpaved street Program 5. Reconstruction of City street 20 Year Program 6. Njordmark-Dale 7. Road Classification 8. Capital Equipment 9. Other Business 10. Adjournment ~J CITY OF ANDOVER ROAD COMMITTEE '. '. .'C' 1. Minimum Maintenance Roads DATE ORIGINATING DEPARTMENT Engineering ~ BY: Todd J. Haas August 5, 1992 AGENDA ITEM ~\~ \'1 \.,'-.) U The R0ad Committee is requested to discuss the possibility of designating the following streets as minimum maintenance roads (see map for locations): '- Jivaro Street NW north of the intersection of County Road 58 and CSAH 7 - Xeon Street NW north of Andover Boulevard - 149th Avenue NW east side of Round Lake Boulevard ,-- Currently, the City maintains these roads, grading in the summer and snowplowing in the winter. Attached is information on what the state Statute defines the Designation of Minimum Maintenance Roads. '- Whe.n the Road Committee discussed the issue of designating these roads with the City Council it was agreed to hold informal meetings with effected property owners. Does the Road Committee wish to continue this discussion with the property owners on this item? '\ ,,--( 160.09 ROADS, GEl'l"ERAL PROVISIONS 160.09 CHANGE OF ROAD BY couNTY OR TOWN BOARD. Subdivision 1. Change in location. When the road authority of a eounty or town ehanges the location of a highway or road under its jurisdiction, the old road shall remain open until the new road is opened for travel. The old road or any portion thereof shall not revert to the abutting owners until vacated by the road authority in accordance with the law. Subd. 2. Old roads to remain open. When the new road does not provide access to property whose only means of aceess was the old road, then and in that event, the portion of the old road providing the access shall remain open for travel and shall be maintained by the county or town road authority until other means of access are provided after which it may be vacated as provided by law. Subd. 3. Not to be vacated in certain cases. When a county highway or town road is the only means of aecess to any property or properties containing an area or combined area of five acres or more, the highway or road shall not be vacated without the eonsent of the property owner unless other means of aecess are provided. History; 1959 c 500 an I s 9 160.091 MS 1957 [Repealed, 1959 c 500 art 6 s 13] ~ 160.095 DESIGNATION OF MINIMUM-MAINTENANCE ROADS. Subdivision 1. Resolution. A road authority, other than the commissioner, may by resolution designate a road under its jurisdiction as a minimum-maintenanee road ifit determines that the road or road segment is used only occasionally or intermittently for passenger and commercial travel. The resolution must identify the beginning and end points of the road being designated. After adopting the resolution, the road authority must post signs on the road to notify the motoring public that it is a minimum-maintenance road and that the public travels on the road at its own risk. A road authority must notify the road authorities of adjoining jurisdictions of designa- tions under this section. If an alfected road or road segment runs along a county or town line, the designa- tion applies only to that part of the road that is under the jurisdiction of the road authority adopting the resolution. . Subd. 2. Signs. Designation of a minimum-maintenanee road is effective on the erection of the signs required under this section. The signs shall be posted at entry points to and at regular intervals along a minimum-maintenanee road. Signs posted must eonform to the commissioners manual of uniform traffic devices. - Properly posted signs are prima facie evidence that adequate notiee of a minimum-maintenance road has been given to the motoring public. Subd. 3. Limitations. A trunk highway may not be designated as a minimum- maintenanee road. A road may not be designated a minimum-maintenance road if federal-state aid to Minnesota will be redueed as a result. A road authority may not aequire additional right-of-way or easement by eminent domain or otherwise without the consent of the landowner, for the purpose of constructing or designating a mini- mum-maintenanee road, except where necessary for drainage or public safety. Subd. 4. Liability. A minimum-maintenance road may be maintained at a level less than the minimum maintenance standards required for state-aid highways, roads; and streets, but must be maintained at the level required to serve the occasional or intermittent traffic. Where a road has been designated by resolution as a minimum- maintenance road and signs have been posted under subdivision 2, the road authority with jurisdiction over the road, and its officers and employees, are exempt from liability for any tort claim for injury to person or property arising from travel on the minimum- maintenance road and related to its maintenance or eondition. Nothing in this section shall exempt a road authority from its duty to maintain bridges under chapter 165 or other applicable law. History: 1985 c 215 s 3 3784 .j j l , J 4 ! ,. . ~ ".' '~,j CITY OF ANlJ)t)VElt ROAD COMMITTEE 2. 1993 MSA street Construction DATE ORIGINATING DEPARTMENT Engineering August 5, AGENDA ITEM ~ BY: Todd J. Haas The Road Committee is requested to discuss the 1993 MSA street Construction Program. Approximately $400,000 will be available for construction for 1993. MSA streets that have been considered in the past are the following: / " - University Avenue south and north of 157th Avenue NW. ($200,000) - Ward Lake Drive near the Burlington Northern Railroad tracks. 3/4 of a mile has yet to be completed. ($250,000) - Tulip street north of 161st Avenue to 169th Avenue. 1 mile has yet to be completed. ($300,000) '-J Note: Eldorado Street to Co. Rd. 116 may be a possibility depending on the outcome of the DNR permit. ,.. '----' .' .'\ .,J CITY OF ANDOVER ROAD COMMITTEE , -- '"'... .'C''' 3. Sealcoat/Crack Seal Program DATE ORIGINATING DEPARTMENT Engineering August 5, 1992 AGENDA ITEM BY: Todd J. Haas The Road Committee is requested to discuss the Seal coat/Crack Seal Program which was not .included in the 1992 budget. The City has done some sealcoating on MSA streets and crack sealed a portion of the city street system last year (1991) . '- It is recommended to go back to the maintenance program for all city streets and crack seal and seal coat which will help maintain the strength of the pavement section. If the cracks in the existing system do not get filled, moisture enters and works its way down the base which becomes saturated losing its strength~ From there, the pavement begins to crumble, causing more cracks to form. See attached article on crack sealing with polymers (a sealant that can stretch with pavement movement and will not break or crack). The City has been using this sealant in the past few years. \ '-( ~. .........- . .'- ". ".- ,'.. ". ~.- - ".-...-- .- . ..- .-_. -'.--"-" ': '-J:::::: Transportation Technology Transfer Center Vol. 8 No.4 What Makes A Good Grave · by Harvey Melstad In the last issue of the Center Line, we talked about some general characteristics of a good gravel. Let's look again at our gravel roads as a paved surface. Although sand may provide an adequate subgrade, subbase or base course material, a surface / -:ourse material needs cohesion. '-.'t3ranular materials, including silts, have no cohesive strength of their own. A binder is essential. In a soil aggregate road the binder is clay. Bitumin could also be used. A wearing surface is necessary because the surface course must not only resist direct application of wheel loads, it must also withstand the tangential shear from accelera- tion, braking and curves. Wheel loads cause shearing forces and rolling wheels produce vibratory stresses which tend to destroy the bond between the wearing surface and the base course. There are specific tests which can be performed on gravel to deter- mine its suitability for use as a surfacing material. These tests are not easily available so I will de- . c;cribe some simple field tests which .In determine its suitability. Take a sample of your gravel material that has passed the 1/4" sieve and moisten it. This material will probably be satisfactory if, when squeezed in the hand, you can note the following characteris- tics: . The soil is extremely gritty. . It can be formed into definite shapes that retain their forms even when the material dries out. . When the clay alone adheres to the hands, there is only enough to discolor them slightly. . When enough soil adheres to the hands to discolor them apprecia- bly, it will consist of both sand and clay rather than clay alone. Continued on page 3 Summer 1992 In This Issue Center News p. 2 HYDRAIN Workshop p. 2 Intersection Design Course p. 2 Melstad to Leave State p. 3 Crossings & Culverts p. 4 MN T2C Director Named p. 4 Steering Conference p. 5 Crack Sealing - Street Maintenance p. 6 Your Input is Needed p. 7 Coming Attractions p. 8 CRACK SEALING WITH POLYMERS Jerry Lein's Street Maintenance Program by Harvey T. Melstad Most asphalt roads in the United water and subsequent problems. States show signs of cracking. When cracks occur in the surface of a road, moisture enters and works its way down to the base, which becomes saturated, losing its strength. Then the pavement begins to crumble, causing more cracks to form. Pavement deterio- ration continues with the effect of traffic and other factors, until the pavement is destroyed. Cold weather aggravates this problem, due to the brittleness of asphaltic concrete. Crack sealing is neces- sary to prevent this intrusion of Hot tar is the most used material for cracksealing. It has the lowest first cost, however it suffers from two serious drawbacks; cold weather brittleness and hot weather track- ing. In cold weather it is not flexible and it breaks away from the pave- ment as the pavement expands and contracts. This leaves open the joint it was intended to seal. In hot weather, tar softens and may be extruded and can be picked up and tracked. Continued on page 6 6 The CENTER LINE SUMMER 1992 Crack Sealing with Polymers \.~r;ontinued from page 1 Engineers have long been con- cerned with this problem. Manufac- turers have recently developed modified tar sealants which contain vir-gin polymers or recycled rubber tires. The inclusion of these rubber compounds produces a sealant which is elastic, and remains flexible over a wide temperature range. These sealants can stretch with pavement movement, and won't break or crack. The rubber also prevents the sealant from softening in hot weather and so eliminates tracking. This April I spent a couple hours with Jerry lein in Wahpeton. Jerry began using Rubberized Joint Sealers for crack and joint sealing on his city streets in 1986. He was concerned with the high mainte- ,-- [lance cost of continual crack '_ .sealing, not only for the materials used, but also for the high cost of traffic control when doing the work. He uses a Polymer Modified Joint Sealing material meeting the requirements of ASTM 3405. It consists of a mixture of asphalt and rubber, heated to 390 degrees Fahrenheit. Jerry has this work done by con- tract. The contractor routes the cracks to a width of 3/4" and a depth of 3/4" using a diamond tipped bit. The joints are then blown clean using a high pressure nozzle and filled with a wand, generally to a little over full. The work is usually done in late summer or early fall, before the temperature becomes too cold, and the pavement has neither fully expanded or contracted. This results in a lightly compressed seal in the summer and only slight tension during the winter. This system has been generally very successful. Jerry showed me seals that have been in place since 1986 that are still in excellent condition. (See Photo) He has been doing this type of sealing since that time, beginning with about 15,000 lineal feet that year and increasing each year. In 1991, he sealed about 40,000 lineal feet. The cost of this work has varied from about 37 cents per foot on his first contract to 29 cents for the last contract There have been some problems. He had to redo one street because the cracks got too wide during the winter, break- ing the bond away from the edges. In this instance the working cracks in the pave- ment devel- oped at such , Jerry Lein, Wahpeton City Engineer. long intervals that the effects of thermal contraction became too great for the sealant to absorb the strains. This was an exception, however, and most of these seals have served very well. Jerry has also done some other innovative work. On his Seventh street project, he had an old con- crete pavement that had become very rough. Rather than tear it up, Jerry placed a geofabric over it, a levelling course, and overlaid it with 2" of asphalt. This street is now nine years old and is in excellent condition. This shows what can be accomplished with some of the new products. I believe this is a product whose time has come which could well be used by others. Jerry is a very progressive engi- neer who makes good use of modern technology in his office as well. His office is well equipped with computers to aid in managing the many tasks and records for which he is responsible. He has a city Microcomputer Data Manage- ment System, a Sign Inventory program, and a Pavement Manage- ment System. He has developed lotus spread sheet programs for street assessments, and other management aids. He has about 40 miles of city streets, and spends about $25,000 each year on special projects, not including pot hole patching. His budget includes approximately $300,000 each year for new con- struction and reconstruction of city streets. Jerry's title is Director of Public Works for the City of Wahpeton, so in addition to streets, he is respon- sible for all of the city utilities, and new developments, as well. "\ j CITY OF ANDOVER ROAD COMMITTEE 4. Unpaved street Program DATE ORIGINATING DEPARTMENT Engineering August 5, 1992 AGENDA ITEM '.:,! ;. -, ~ yil BY: Todd J. Haas The Road Committee is requested to discuss the issue regarding the streets that are unpaved. " \ \ ) As the City continues to pave streets by petition, there will be .other isolated areas that will be in need of grading during the summer months. These isolated areas, for example Aztec street south of 178th Lane NW is still unpaved and has become a maintenance problem for the City due to erosion from gravel streets which is washing onto the paved section of Blackfoot Street NW. In addition, this will eliminate the grader having to blade an isolated area. In addition, we do receive calls from property owners of Cedar Hills River Estates 2nd Addition requesting a little section of 178th Lane just east of Aztec Street NW to be paved. Of course, with no budget (except if property owners petition) for paving this makes it impossible to pave. Another example is Grow Oak View Estates. The property owners have to drive a gravel road prior to getting to the subdivision which is paved. There are many other examples of these types of situations but we thought that it is important enough to discuss this with the Committee. '-I) . ... ..~ ..... '., '. .... _ ..~ _.. ". .'0 . _ "._..'__ .. ._. _ . _.~. _'._4_'_" : ,:-J , CITY OF ANDOVER ROAD COMMITTEE August 5, 1992 DATE AGENDA ITEM 5. Reconstruction of City streets 20 Year Program ORIGINATING DEPARTMENT Engineering .# Ja '-. .~:. BY: Todd J. Haas The Road Committee is requested to discuss a program with regards to a total reconstruction of city streets when the streets become to a point that they are beyond repair (fix potholes, crack sealing, and overlays). There may be some options to repair these streets such as rotomilling and constructing a new pavement section. Financing these projects are at an option to the City. Options include the following: - Benefitting property owners pay 100% of the reconstruction - participation by both the City and property owners - The City 100% of the reconstruction costs , -, ,.. , - ..._-..._~~ .. _..- - . -.. --.."...- . . :~ A Report from Dow on Road Maintenance Summer, 1992 Volume 4, Issue 1 Full Depth Reclamation: What it is and how it can work for you ,-.J Overview Full depth reclamation is an efficient, relatively inexpensive road reconstruc- tion method of pul verizing and mixing existing asphalt pavement with an equivalent amount of underlying base course in order to create a new, strong road foundation. This method is gaining popularity because it can create stable, long-lasting roads with minimal disruption to traffic at a reduced cost. In more traditional reconstruction techniques, the existing pavement is first broken up and hauled away. Then, the base is upgraded to meet design specifications. With full depth reclamation all work is done in-place, saving time, effort and money. The reclamation process also uses less equipment than traditional methods - another cost -cutting advantage. Some studies suggest the savings from full depth reclamation can reach as high as 50 percent over other methods of road reconstruction. ) '-J Certain roads are better suited and more likely to benefit from full depth reclamation than others. They include roads surfaced with asphalt that has cracked and deteriorated, where the bases have failed, roads that pose safety hazards by being parabolic-shaped rather than an "A" slope, roads that need to hold up under heavy loads, and even gravel roads. Another Important factor in de term in- .~ oF-" <,\&,0\/ ~ lI~tZ' 1: ~5 ~41> pp ing a road's suitability for full depth reclamation is the thickness of the pavement. Road surfaces less than six inches thick are good candidates for full depth reclamation. Bunoad pavement thicker than six inches, although difficult to pulverize, can be reclaimed. Most reclaimers have a maximum cut depth of one foot. Equipment The main piece of equipment used in full depth reclamation is a pulverizer or reclaimer. Several eompanies make a version of this machine. Most reclaim- ers share certain characteristics. The heart of the system is a horizontal drum fitted out with a series of hardened steel teeth that revolve inside a mixing chamber. As the reclaimer moves forward over the road surface, the drum turns in the opposite direction with its teeth rising up though the base into the asphalt pavement. Chunks of pavement are pushed forward against a breaker bar mounted in the chamber, and then reground with the underlying base, creating a new ag- gregate. Once the old road surface has been pulverized, it is shaped for proper drainage and then com pac red. Most roads are then finished off wirh a wearing surface several weeks later. V_feE; Vt~ 811 JUt 2;;92 7ll c H1idrtiQ6 ANDO::: Calcium ch on . "to"1'l!: an effecrive stabilization agent for use l full depth reclamation. Among the many benefits of using calcium chloride is its ability to increase base course density. This, in turn, extends road life and improves the ability of a road to carry greater loads. In northern climates, roads treated with ealcium chloride have greater protection against frost action because calcium chloride lowers the freezing point of water. Calcium chloride provides five other benefits to full depth reclamation projects. These benefits include: 1) less compactive effort, Le., fewer rollings to achie\'e a desired result; 2) optimum moisture control, Le., high surface ten- sion inhibits water evaporation; 3) sur- face uniformity; 4) effective stage con- struction; and 5) improved bonding between base and priming materials. (Continued on page 4, eo/umn 1) A reclairrteT makes a pass on a road undergoing full depth reclamation. Full Depth Reclamation with LIQUIDOW :~ (Continued from page I) This means calcium chloride, when applied at recommended rates, can help add years to the life of a reclaimed road. Other additives include lime, portland cement and asphalt emulsions. Although useful to some extent, these additives have a number of drawbacks which include application and handling. These additives do not provide protection from frost action or help achieve optimum moisture levels. In addition, they usually cost more than calcium chloride. (~ Procedures using L1QUIDOW As with all reconstruction jobs. the design engineer needs to understand the wearing surface and base that are to be reclaimed. Once that is done. the success of full depth reclamation with calcium chloride is based on six easy steps. 1) Break up the road surface with a road reclaimer machine. mixing the surface with a predetermined amount of the underlying base. 2) Apply LIQUIDOW 38% calcium chloride at the rate of 3/4 gallon per square yard. 3) Pulverize the road surface a second time, thoroughly mixing the top and base materials with the calcium chloride. 4) Grade and shape the new surface to get the desired road profile. Remem- ber - an "A" shaped crown is recom- mended to ensure adequate drainage. 5) Roll the surface to compress the materials together. Calcium chloride lubricates the aggregate, aiding com- paction. , ) PrimeJ in the U.s.A. Full depth reclamation is a cost-effecrive merhod of in-place road restructuring and stabilizarion. 6) Seal the surface with a second application of 38% LIQUIDOW using a rate of 1/4 gallon per square yard. Reclamation Successes Across the country. calcium chloride is proving to be a very successful stabili- zation agent when used in full depth reclamation. In Midland County. Michigan, the Road Commission is using this method to rebuild deterio- rating asphalt roads. Gordon Solberg of the Commission says LIQUIDOW has a cost advantage over other additives such as emulsified asphalt. Solberg adds that there's plenty nf potential for the use of liquid calcium chllJride in full depth reclamation. (See related story in this issue of INROADS.) . ~ *T mJemarlc. of The [A)W Chemical Company INROADS Fourth Year of INROADS Hot off the presses In January of 1989 we launched INROADS Newsletter. Under the guidance of Henry Kirchner, we tried to provide inflJrmative material that helped YlJU do your job more effi- ciently. . . not to mention try and convince you that we're the top supplier of liquid calcium chloride in the business. We sincerely hope we've made headway in both departments. Since that first issue, a lot of water has passed under the bridge - or should we say snow and ice over the bridge. In any case, Henry has gone on to another job within the company and Jim Gall has taken over Henry's position in technical service and development and as editor lJf this publication. But our commitment to you, the customer, will not change. . Meet Jim Gall Your new editor. Jim Gall, began working with Henry in calcium chloride technical sert'ice and development Ot'er two years ago. He's eagerly picking up where Henry left off in areas of snow and ice, dust concrol, and road reclamation. Jim invites Dow calcium chloride cus tomers to give him a call wi th any technical questions. Or. if vou haven't met him, call to say hello. He's looking forward to talking with you and providing the technical service you're accustomed to. .' ~~ .i- ......... , '.1-'.\.-'" .t! ~ ...... . t(';.,~ . ";".. " .,;:,=s:- ....~ '~=C;~~~j;t,'iI '-..-~.:::_,,"-' ..' ~ 'JI. _'a~~-:-i'~:-I~ ~, Jim Call Form No. 173.1428 :-J CITY OF ANDOVER ROAD COMM-ITTEE o AGENDA ITEM ORIGINATING DEPARTMENT J& Engineering ~ 6. Njordmark-Da1e BY: Todd J. Haas The Road Committee is requested to discuss the item (see attached) that was presented to the City Council on July 7, 1992 in regards to the reconstruction or maintenance of Njordmark-Da1e area. - .... .. DATE August 5, 1992 ~. . ';. .-':-' ... \~ -. '"-'..-. -.; CITY OF ANDOVER REQUEST FOR COUNCIL ACTION '\ '-~ AGENDA SECTION NO. DATE ORIGINATING DEPARTMENT Julv' 7. 1 qq2 Non-Discussion " ITEM Accept Petition/ NO~~. Njordmark-Dale/9l-5 Engineering ~ Todd J. Haas BY: The City Council is requested to approve the resolution declaring adequacy of petition and ordering preparation of a feasibility report for the improvement of streets, Project No. 91-5 in the Njordmark-Dale/l78th Lane N.W. area. ') -,~ ---' History A public hearing was held last year on June 4, 1991 regarding the possibility of constructing bituminous streets in the existing area. The estimated cost for the improvement was approximately $4,160 per lot with sod and $3,760 per lot with seed as an alternative. The outcome of the meeting was a tie - 8 yes and 8 no. (City Council did not order the project.) On November 21, 1991, Jim Schrantz sent a letter to the property owners recommending the existing street be roto-milled. The roto-milling will crush the bituminous pavement and mix it with 2 inches of the existing base materials. Paving with 2 inches of 2341 bituminous wear course will be done after the base is shaped and compacted. The estimate given to the property owners was $2,800. Shortly thereafter it was determined the estimate in the November 21, 1991 letter is 10% low. The estimate should have been $3,200 with seeding. Staff recommends the feasibility report be prepared with the option that was presented to the property owners in the November 21, 1991 letter. J)tJ M ~ r MOTION BY TO COUNCIL ACTION SECOND BY :_~ .j CITY OF ANDOVER COUNTY OF ANOKA STATE OF MINNESOTA NO. R MOTION by Councilman to adopt the following: A RESOLUTION DECLARING ADEQUACY OF PETITION AND ORDERING PREPARATION OF A FEASIBILITY REPORT FOR THE IMPROVEMENT OF STREETS, PROJECT 91-5 IN THE NJORDMARK-DALE/178TH LANE NW. AREA. WHEREAS, the City Council has received a petition, dated June 22, 1992 , requesting the construction of improvements; and WHEREAS, such petition has been validated to contain the signatures of more than 35% of the affected property owners requesting such improvement. NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Andover that: 1. The petition is hereby declared as adequate. 2. The proposed improvement is hereby referred to BRA and they are instructed to provide the City Council with a feasibility report. ~ MOTION seconded by Councilman the City Council at a regular July , 19~, with Councilmen voting in favor of the resolution, and and adopted by meeting this 7th day of Councilmen voting against, whereupon said resolution was declared passed. CITY OF ANDOVER Attest: Kenneth D. Orttel - Mayor Victoria Volk - City Clerk ~ " '~j;i;~~/~~-:.:- ~- _..'~=z.-~ 9 ~- ,:~~~~- ;N.jD,J~k -~. ~p~~.~. }. .. .A{j~~.~-f~--. .11 IZfI - M._~C .-7~~ ,6/J-:. .. :.~ ,:'~~~ltts~;C'1 ~:J:J;;l:A~~ l-.-t:~zt-f?~..PS-<<-~~~-:7'Z:fl~~ !i,S~7,;sJ:,-J . ,~~ . .Lef6-" '.~~"'._<i:~~-~T4~~I... . I, ,. - .-.- - - - . - -. .' - . ~.. -... . .. . - I .,. - ) ,~ '. , ---..., .', , / ~ ~. :21'.,,~- I\L::~ fff:K- /?I'-I/;e~_J9n.~ I!>>r_ _ZS-3- ~~.'Y.. '<f ---- 33P11?<f / / / r / ~- 2..:S:;>- Yo_Gf( irdi~.... 6-rV....__.. 3.:::_~~_17.t}~!h!e-_..IL_--~. . _'2)3 . 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'-'::,-..~-::- ..... ~~-.:;E:~:..;~~-... - _~~.;.:=:::;.=:=:.7'.-:...:: :~~~.~~;-=~~:.;.f--'::~~..;.~~""-:. ~~~;;.~?~~ ~ 7"" 4:.~.~~-:c:__r.';'.~.:.::-~:....::r.~.::;_~.:.:":::7......._. -~-__;;li:.C7.<r.:"-::i:..:-:.7~-::.-.;:_...::~:~ .'~'3 oo:~_~~_.~.~tii~~~i~~l~;;.':.~iiJ~f~~~~~~: . ~~.,_.--=---:.....__.._...-..-_..-._-~,- ---, . - F; .~~~~;:;I:.~~~::=:':.~~~;~"i~~f~i:"=~~{;;.;~ -.;,~~:-.~~;v::-.:.?';07...;:;::;.:;.~~.~.::~~!:_;~.".:..~- .;..;... '.-':>:0'" .;.....: -~.... .. ~ - . _ :-J ~J ~_J ~'. . ,. C:.: r CITY of ANDOVER 1685 CROSSTOWN BOULEVARD N.W. . ANDOVER, MINNESOTA 55304 . (612) 755-5100 " November 21, 1991 Re: street reconstruction: that property adjacent (Tulip Street). (project 91-5) Njordmark - Dale and to 178th Lane east of County Road 58 Dear Residents: As most of you know a public hearing was held this summer regarding the possible street reconstruction. The property owners were split on the improvement and the City Council acted to vote against the improvement project. Discussion: The City Staff researched to determine items that may be of interest to the property owners. They are as follows: * The existing streets were paved approximately 1974. * The streets were then cracksealed and seal coated in 1984. * About 1989 the City determined the streets were beyond the point to be cracksealed and sealcoated. Since then the City has presented some options for the reconstruction of these streets. Note: The City did some overlay work this past summer in the areas where the street needed structural reinforcement. Alternate Recommended: The City has reviewed six different alternates for street imorovement. The alternate that is recommended is to roto-mill the existing bituminous pavement. The roto-milling will crush the bituminous pavement and mix it with 2 inches of the existing base materials. The mixing process is used to strengthen ,the existing aggregate base. Paving with 2 inches of 2341 bituminous wear course will be done after the base is shaped and compacted. ( ('. '\ ,~./ Estimated Cost: The estimated assessable costs are approximately $2,800 per lot which is lower than the estimate given to the property owners in May 1991. " If the property owners are interested in pursuing the improvement a petition should be circulated once again to the properties. If you have any further questions, feel free to contact me or Todd Haas at 755-5100. ames E. Schrantz city Engineer/public Works Director JEs:rjr ~J , ) ~ "0.\' o ,.. '-J CITY OF ANDOVER ROAD COMM'ITTEE August 5, 1992 DATE ORIGINATING DEPARTMENT Engineering ~ ,~ AGENDA ITEM /1 7. Road Classification BY: Todd J. Haas The Road Committee is requested to review and make a recommendation on the information from Anoka.County Highway Department on the Functional Reclassification of Minor Arterial. The information on this item is in your July 21, 1992 City Council packet. ~'" /\ ,J . ';. r,\ \J ,.. r ' I \....--' CITY OF ANDOVER ROAD COMM'ITTEE DATE AGENDA ITEM ORIGINATING DEPARTMENT Engineering 8. Capital Equipment BY: Todd J. Haas August 5, 1992 ~ ~ The Road Committee is requested to review the Capital Equipment that has been proposed by the Public Works Department for 1993. ~) ~) / \ '-J CAPrTAL EQUIPMENT -1993 1. Grader $180,000.00 1/2 Sireets 1/2 Snow & Ice 2. Two 4x4 Pickups 25O's $36,000.00 1 Streets 1 Parks 3. One 2 Ton Asphalt Roller $17,000.00 Streets 4. One Asphalt Paver $30,000.00 Stroets 5. One 4x4 Tractor, with Twin Flalel Mowers-Front Broom, Cab and Snow Blower $30,000.00 1/3 Streets 1/3 Parks 1/3 Snow & Ice 6. One 4x4 One Ton Utility Truck with Left Boom $32,000.00 i 1/4 Streets & Hlghws}"S 1/4 Parks 1/4 Street Signs 114 Trees & Weeds 7. One Tree Spade $18,000.00 1/2 Parks 1/2 Trees & Weeds 8. One Brush Chipper $18,000.00 114 Trees & Weeds 114 Streets & Highways 1/4 Parks 114 Recycling g. One Replacement Toro $13,000.00 Parks GAPITAL EQUIPMENT TOTAL $374,000.00 capequlp.wrl '; t J CA CITY of ANDOVER 1685 CROSSTOWN BOULEVARD NoW. . ANDOVER, MINNESOTA 55304 . (612) 755-5100 ROAD COMMITTEE MEETING - AUGUST 5, 1992 MINUTES The Road Committee Meeting was called to order by Chairperson Perry on August 5, 1992; at 5:00 p.m., at the Andover City Hall, 1685 Crosstown Boulevard N.W., Andover, Minnesota. Members present: Also present: McKelvey City Engineer, Jim Schrantz and Public Works Superintendent, Frank Stone Item #1 The Committee discussed the possibility of having the following streets as minimum maintenance roads: - Jivaro Street NW north of the intersection of County Road 158 and CSAH 7. - Xeon Street NW north of Andover Boulevard. - 149th Avenue NW east side of Round Lake Boulevard. Recommendations of the Committee are as follows: - Request City Attorney to research to determine if there is the right-of-way or road easement for Jivaro Street NW. If the right-of-way or easement does not exist, can the City eliminate this from the street program (for example, snowplowing and road grading). - Designate Xeon Street NW and 149th Avenue NW as minimum maintenance roads. Item #2 The Committee has discussed the 1993 MSA Construction Program. The recommendation and the priority is as follows: 1. University Avenue south and north of 157th Avenue NW. 2. Tulip Street NW north of 161st Avenue NW to 169th Avenue NW. 3. Ward Lake Drive near the Burlington Northern Railroad tracks. The Committee did recognize that Eldorado Street NW to County Road 116 may be a possibility depending on the outcome of the DNR pe rmi t. , Item #3 The Committee reviewed the request by Public Works Director and recommended that the maintenance program be placed back on schedule for all city streets. The streets would be crack sealed and seal coated which will help maintain the strength of the pavement section. If the cracks in the existing system do not get filled, moisture enters and works its way down the base which becomes saturated losing its strength. From there, the pavement begins to crumble causing more to form. Item #4 The Committee discussed the issue regarding the streets that are unpaved. The City Staff has received calls from property owners requesting a unpaved section to be paved. For example, property owners in Cedar Hills River Estates 2nd Addition (which is paved) have to drive on a little section on 178th Lane NW which is unpaved to get onto a paved road in Cedar Hills Estates. Another example is Grow Oak View Estates. The property owners have to drive a gravel road prior to getting to their subdivision which is paved. The Committee did feel that this is important enough to discuss with the City Council. Item #5 The Committee discussed the possibility of a program with regards to a total reconstruction of city streets when the streets become to a point that they are beyond repair (fix Potholes, cracksealing and overlays). A good example is Njordmark Dale. How should these projects be initiated? Options are by petition or have the City do the project with the possibility of having the projects financed in the following manner: - Benefitting property owners pay 100% of the reconstruction. - Participation by both the City and property owners. - The City pay 100% of the reconstruction costs. The Committee felt the City Council should discuss this. Item #6 The Committee will hold an informational meeting this fall with the property owners. Item #5rs outcome will determine how the project will be paid for. Item #7 The Committee reviewed the Functional Reclassification of Minor Arterial and recommends approval. .. , 4 Item #8 The Committee reviewed the request for Capital Equipment that has been proposed by the Public Works Department for 1993. The Committee recommends the equipment purchases be discussed with the City Council. Respectfully submitted, ~nkll~ Todd J. Haas Recording Secretary