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8.5 Pavement Needs Report gl■__� I I CITY OF v�� 1 , / 690 COULTER DRIVE • P.O. BOX 147 • CHANHASSEN, MINNESOTA 55317 I (612) 937-1900 • FAX (612) 937-5739 1 MEMORANDUM TO: Don Ashworth, City Manager IFROM: Charles Folch, City Engineer DATE: October 23, 1991 ISUBJ: Receive Pavement Management Needs Report File No. PW167 I The significant growth experienced by the City of Chanhassen during Ithe 1980s has produced a sizeable infrastructure of municipal streets. Compound this with the continued growth anticipated through the 1990s creates a need for a management system to organize, maintain and rehabilitate this substantial capital I investment by the City. Therefore, the City has retained the services of the consulting engineering firm of Orr-Schelen-Mayeron & Associates to implement a nationally accepted program called the I "California Pavement Management System" . The first step involved acquiring pertinent data such as roadway width, length, surface type and use classification for each street I within the City. Key condition criteria such as the extent of transverse and longitudinal cracking, raveling, weathering, rutting, patching and the presence of curb and gutter and storm I drainage facilities were also evaluated. All of the field data acquired was then entered into a software data base for the program analysis. Based on the overall use of the street and severity of I distress criteria, the program recommended corresponding repair strategies, calculated associated costs and prioritized each street. I The findings of this report indicate that the majority of all City streets are in average or better condition. The recommended repair strategies for these streets can be accomplished through the City's I annual sealcoat program. However, completing these work items will require the addition of approximately $100, 000 to the currently allocated $100, 000 annual street sealcoating program over the next Ifour to five years. The report also indicates that street segments recommended for major reconstruction will require a funding source of approximately II IlL t«! PRINTED ON RECYCLED PAPER 1 I Mr. Don Ashworth October 23, 1991 Page 2 $2 million over the next four to five years. The highest concentrated area for needed street reconstruction is in the Chanhassen Estates area. It is apparent from visual inspection that there are severe structural problems with these road segments. ' Numerous patching and sealcoating operations are visible on the road surface. Analysis and results concur that additional routine maintenance operations will not correct the inherent structural problem with the roadway. ' The other somewhat concentrated area of recommended street reconstruction is located in the Western Hills area; however, these 11 rate slightly lower in priority than those in Chanhassen Estates. There are many benefits that will result from having completed this study such as affording the City a general understanding of the ' current overall condition of their street infrastructure, prioritization of needed improvement projects to establish a short term (four to five year) capital improvement program, implementation of the most cost-effective repair strategies for each street, and coordination of needed street reconstruction with areas also needing sanitary sewer repair. A good example of the ' latter is Chan View between Laredo and Iroquois which rated near the highest priority requiring street reconstruction and has also been found, from a previous sanitary sewer rehabilitation study, to require major sewer repair. Therefore, both work tasks could be combined into one project saving dollars in the process. The attached report is intended to serve as a guide for the City in ' prioritizing the street reconstruction and annual sealcoating programs. Based on the total need identified by this report, it would be my recommendation that the annual commitment of approximately $100, 000 for the street sealcoating program be increased to $200, 000 for the next four to five years. In doing so the needed minor repairs could be accomplished, new streets could be sealcoated by the third or fourth year and each City street could receive a regular sealcoat every five to seven years. The study also indicates the need for approximately $2 million of ' street reconstruction work. One important aspect to keep in mind concerning a report such as this is that there is an inherent "time window" for its validity. There are many factors which affect the deterioration rate and life cycle of a roadway. Streets which are currently in what I would call "borderline" condition may or may not significantly worsen during the next five years. Therefore, a report such as this should be prepared, as a minimum, every five ' years to completely update the overall street system status and implement any new road management technology. .1 I Mr. Don Ashworth October 23, 1991 Page 3 It is therefore recommended that the attached avement p management study dated October 28, 1991 prepared by Orr-Schelen-Mayeron & Associates be accepted as a management tool for the City's street system and that staff be directed to develop a 5-year capital improvement program for City Council approval to accomplish the needed reconstruction projects. I Manager' s Comments (10-24-91) : I had the opportunity to poll other cities as to their assessment policies as a part of a meeting I attended this past week. By in large, the majority of the responders (10 to 15) stated that their cities had policies of either 30/70 or 40/60. One difference existed between their policies and those currently being considered by Chanhassen for Frontier Trail--all of those noting the 30/70 or 40/60 had the assessment level at the 60% to 70% mark with the G.O. portion being either 30% or 40% (we are considering 60% or 70% as the G.O. portion) . One city had a major referendum (Robbinsdale) which allowed them to redo virtually all streets within the community. In a separate discussion with the City of Chaska, they noted that they had faced this issue approximately one year ago when examining street conditions in Jonathan. These streets were intially designed for a 20 year life, and the end of the 20 year period is now. The city was also concerned with the aged condition of the streets in "old town. " Accordingly, they reaffirmed their initial policy which was to guarantee streets that were constructed by the city for a 20 year period. After that period, assuming reconstruction was necessary, which it was, a 100% reassessment would occur with the owner being given a new 20 year guarantee and a 15 year period to pay off their new street. • The City of West St. Paul appeared to have the most liberal assessment policy for street reconstruction. In that city, a flat fee of $22.50/sq. ft. has been established. I was able to obtain copies of the assessment policies for both Hopkins and West St. Paul (attached) . Chanhassen is a relatively young city with the vast majority of 11 Chanhassen being brought into the city in 1967. When I joined the staff, the city had no agenda system, there were no reports accompanying the agenda, the budget consisted of 2 or 3 pages ' (which no one could find) , finances were kept out of a desk drawer, and city ordinances were scattered throughout offices. We have come a long way in terms of putting into place each of the operational documents required for a city of our size. However, as can be seen by the lack of our having a written assessment policy, we definitely have a ways to go. Completion of the "Road Rater Report" will give us a sound document to move into a winter time analysis which will include: I I Mr. Don Ashworth October 23, 1991 Page 4 1 - a review of other city assessment policies; pros and cons of each of those; and I a proposed document which can serve future councils and give reasonable notice to citizens of likely costs their neighborhood will incur in future years. 11 Unfortunately, that work will not benefit us for decisions that need to be made today (establishing the assessment level for Frontier Trail Monday evening) . However, we do know that Chanhassen Estates is right around the corner and that that neighborhood will, in all likelihood, demand treatment in a similar manner to Frontier Trail. I simply do not believe that that will be possible seeing the decisions that other cities have made when they embarked upon reconstruction within their communities. I may be wrong, but my initial belief is that our ending position will show that the city contribution, for future projects, cannot exceed more than 30% to 40% without creating a major tax burden. If my guess is correct, we may simply have to note that we did not have the information necessary at the time the Frontier Trail project 1 was originally considered (1989) and that compounding a mistake with more mistakes is just not logical. As noted in the Frontier Trail report, this office would feel far more comfortable if the ' assessment level for Frontier Trail was 50/50 recognizing the likely trend that may occur as we move into next year. 1 Attachment: Pavement Management Report c: Dave Mitchell, OSM 1 Dave Hempel, Sr. Engineering Technician 1 i 1 1 1 I I CITY OF WEST ST. PAUL 1616 HUMBOLDT AVE.,WEST ST. PAUL, MN 55118-3972 ADMINISTRATION 455-9671 POLICE AND FIRE 455-9673 EMERGENCY 911 I October 21 , 1991 1 Mr. Don Ashworth City Manager City of Chanhassen 690 Coulter Drive Chanhassen, MN 55317 Dear Don, Enclosed is some of the material from our street program, including I the current policy adopted by Council , and some of the material we mail out and use at public hearings. Also included is a page from the book Reinvesting in the Community, and a copy of a survey done this year (although I can't recall which city did it. ) . Yours very truly, William P. Craig City Manager WPC:dkm Enclosure RECEIVED OCT 2 2 1991 CITY OF Uhttivni SEN • I AN EQUAL OPPORTUNITY/AFFIRMATIVE ACTION EMPLOYER I/ -, ry CITY OF WEST ST. PAUL II PUBLIC FACILITIES POLICY (Revisions 12/11/89, 4/23/90) It is the policy of the City of West St. Paul to provide quality streets for the use of all taxpayers. Streets not meeting minimum quality standards by reason of age or damage will be scheduled for resurfacing or replacement (as needed) on an area basis. ' Within the area or areas designated by Council for a given two year period, all streets needing work will be done, unless the majority of owners on a particular . block files written objection with the City Clerk at or before the public hearing 11 regarding the improvement. An annual street maintenance assessment will be levied on all blocks which so decline the resurfacing/replacement program, in order to meet the extraordinary maintenance costs incurred to patch those streets. It shall be City policy to subsidize the resurfacing/replacement program, so that owners shall be assessed a fixed amount per front foot. This amount shall be $22.50 per front foot for 1990 work, said amount to be adjusted by inflation in the future. 11 No subsidy work will be done without such assessment. Assessments will run with terms up to ten (10) years to allow easier repayment. A credit shall be granted for owners of corner property, during the term of any • present or future assessment, amounting to one side (up to 100 front feet) . All streets receiving City subsidy money must have, or must install , curb and gutter. 1 Nothing in the foregoing policy shall prevent property owners from petitioning for work bringing their streets to minimum quality standards at their own expense, either outside the areas being currently done, or within those areas to standards different from those used in the subsidy program. Although need will be the primary determining factor in setting the order of the work, another important factor will be citizen support of the program, evidenced by petitions. ' Any proposed project which, after proper notice and hearing is voted on in the negative, in agreement with the views of the majority of the abutting property owners, may not be again considered for the reconstruction work until such time that ' all other segments in need of such work have received due consideration. That underground lawn sprinklers and landscaping features which do not interfere with the public use of the street right-of-way may be installed and maintained in said II right-of-way at the sole risk and expense of the owner of the adjacent property installing or maintaining the same. . I It is the responsibility of the owner of the adjacent property to promptly remove or move such sprinklers or landscaping features to facilitate the City's repair of reconstruction of its streets or utilities. IIThe City of West St. Paul shall not be responsible for any damage to or the destruction of sprinklers or landscaping features within the public street right-of-way in its maintenance, repair or reconstruction of the street or any utilities therein. • i A Page 2 April 23, 1990 • POLICY ON STREETS BEING TURNED DOWN FOR RECONSTRUCTION 11 1 . The staff should review streets which have rejected the street program annually and if they have failed, submit them to the Public Works • Committee. 2. If the Committee agrees by a vote that the street has failed, it will be included in the improvement hearings in the fall (beginning in 1990) . 1 3. Residents of such streets will be given a choice of overlay or new street. I 1 POLICY ON SIDEWALK REPLACEMENT 1 AS PART OF THE RECONSTRUCTION PROGRAM The assessment rate for sidewalk replacement will be limited to 70% of actual I/ cost or $1 .85 per sq. ft. , whichever is less. I I I • I 1 1 1 1 I / "'s /4.-:-. am r l CITY OF WEST ST. PAUL I 1616 HUMBOLDT AVE.,WEST ST. PAUL, MN 55118-3972 I - ADMINISTRATION 455-9671 POLICE AND FIRE 455-9673 EMERGENCY 911 II f WHAT IS WRONG WITH OUR STREETS? IIIt is obvious to residents of West St. Paul , as well as to visitors to our City, that many blocks of our streets are in, IIat best, very poor condition . Streets, like everything else, sooner or later wear out. Much of the wear and deterioration is IIcaused by surface water that either erodes the pavement or soaks into the pavement. We are fortunate that the maintenance which IIhas been provided over the years has preserved them for as long as it has, cosidering that most of them were constructed to bare IIminimum standards with materials which are now considered obsolete. Some of these streets are over 40 years old! II 1 Other factors which contribute to the deterioration of the streets include lack of curb and gutter and inadequate slope and storm IIsewer to dispose of rainfall and snow-melt. . II I II AN EQUAL OPPORTUNITY/AFFIRMATIVE ACTION EMPLOYER 1. • WHAT WILL THIS PROJECT BE? 11 The street project in front of your property will consist of T p � y excavation, concrete curb and gutter with new driveway openings, new street pavement construction and replacement of damaged boulevard sod. Your street will be constructed about 2 feet wider ■ than at present where possible. However, if it is 36 feet wide or ■ wider it will be replaced at the same width you now have. Your I driveway opening to the street will be a minimum 12 feet wide or wider if needed to match the one you now have. i If your present street is now wider than 40 feet, the new street I will be changed to be 40. feet. The narrowed width will result in a wider boulevard and a greater set-back from the houses to the I curb line. WILL MY SIDEWALK BE REPLACED? I/ Sidewalk replacement can be included with the street contracts if you wish. The current City policy allows for the City to pay 30 percent of the cost of the walk that replaced an old one. The property owner must pay the balance which can be assessed along with the street project or paid for separately. The project will I include only replacing old sidewalks, no new walks are planned. 1 According to a City policy adopted in late 1990, sidewalks that have become displaced, or are of the precast squares design, will 11 be replaced. The cost will be assessed to the property. You may find out if your walk is scheduled for replacement by attending I the public hearing or by calling the City Engineering Department. -3- ' 91 I WHAT ABOUT THE BOULEVARD TREES? \� In the locations where we are planning to reconstruct the streets I P 9 to a width of about 2 feet wider than they are at present, few of the boulevard trees may be too close to the curb line and will need to be removed. The City has a "Shade Tree Replacement Program" that provides for the City to replace boulevard trees at ' the request of property owners . Your request should be made for the year following the street project by contacting the City IIForester (450-9005) . If you have a specific concern about your tree, please contact the City Engineering Department. WHAT ABOUT THE COST? The costs of the project will be shared by the City and the ' property owners along the project. The City' s share will be over half of the total project cost which will come from available tax dollars and state aid funds . The property owners share will be I $22. 50 per front foot which is proposed to be assessed for payment over 10 years at an estimated interest rate of 9 percent . ' Assessments can be deferred to qualified senior citizens and disabled homeowners . Application forms are available at the Municipal Center. Example of Assessment for a 50 foot lot: Total assessment - 50 feet @ $22 . 50 per foot = $1 , 125.00 1st year payment, including interest @ 9% = $ 213.75 ' 10th P ear payment, including interest @ 9% = $ 122.63 y The total annual payment will be itemized on your property tax statement each year. The principal amount may be paid at any time. -4- ' 91 I HOW CAN I LEARN MORE? A public hearing will be held at 7 : 30 p.m. , December 10, 1990, at the Municipal Center where the project will be explained and you may ask questions and state your opinions . If you would like to S discuss your concerns with someone privately, call the City Engineering Department at 455-9671 . 1 Before work begins we will be in touch with you to let you express I specific concerns such as your driveway approaches , trees, walks, etc . If you have any questions about the work, feel free to contact a City employee on the job or call the City Engineering Department. Thank you for your cooperation and please save this sheet for 11 future reference . 1 FOR MORE INFORMATION, CALL THE CITY ENGINEERING DEPARTMENT AT: I 455-9671 11 _, 1 -5- ' 91 1 T ._. y. ,...r:'., '4i... r` ' ..', i. ' it.'-'�'?, •r'=r,•_-.E'':"51-','»ic;K�. .� ...`: '''''' s,4E' w: °;+=:•?70.rt. _ ' 7jf { _t: MY:srt •' _l'-'r, •. `.�C "::•• .� tr.:r,i•-:: t. -`'':, t' .''-' '-;7_.:.'r.fi,. q.•.� •a+oct�+KS�,w m _. - :. ".�e�• �-t�+�"4 4-�y-•� .�';�i. .�r i ..L_ �,. ! i.Ya-+�F• ,: r`;�:: •'.• :. de •i�` r .'•.-'- -+ .,?.. .;:..•;: .'ii" •r. •.�'..;i�. ;,.'t`t' • ... - Y,•.7. •+! . a .?h.. � i "y•:;p•,. � � . .F"r`�ti1�.£4. ;I°r 3r7{ .ai:'.r .;t1. z1.7. u,07,a "*?;.r''l`f Ni'r ' « ' A4 .-:+.,*.t a1;'—' . >''.i. �.•� s....'at r•+it '.�; 3•i- " . ''+'t : 't f +''f:}i` !: l , A .4 ) �(4� . ; �, 4 .:,.3 .-1-.t. 'r,5" ..-., ,,*,: v r.t it,. 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S.k. :2i"nCJ'.}'. , .. .`:T.`: - '.".C...a. nclw•::. - y.v l.: .,•j....:•.. ..•34sY-!s .... -_•+ii. -.0 K.'tt. _ i _,.r: t'' ,'': _ - .•r... _ -'t_- t�zr :F _rk�.�"`::..: �.�'!C.r...�• may'; :2 +:y w•4� '1tv 'S:- yys�' PUBLIC FACILITY POLICY' ',,-_ _- - Sanitary and storm sewerswiU be ex- 5 . --1, ' fined for deficiencies tiefore streets 1. -ADOPTED BY CITY C O U_ N C I L-= 'j;.� .. - '"7.are repaved above.then if:eho a'�'s art rion- .' � ' - necting sections�.of,storm sewer'°are At their regular meeting•on November 10,1986,the West St.Paul City Council adopted- ,•`•_`- -needed,they.will be done as part of the i -he following policy: job at no additional expense to residents. "It is the policy of the City of West St.Paul to provide quality streets for use If extensive storm sewer work is needed 4r.:; in an area which was not previousie as- of all taxpayers. Streets not meeting minimum quality standards by reason of age _ sessed for storm drainage,'a'separate I. or damage will be scheduled for resurfacing or replacement(as needed)on an hearing and drainage project will be area basis. started. No such separate drainage pro- ,' Within the area or areas designated by Council for a given two year period,all jects are planned for 1987.. . - streets needing work will be done,unless the majority or owners on a particular Street renovation and reconstruction block files written objection with the City Clerk at or before the public hearing projects are under way in our neighbor- , regarding the improvement. An annual street maintenance assessment will be ing cities, also, since streets built in ` levied on all blocks which so decline the resurfacing/replacement program, in similar times tend to wear out at similar order to meet the extraordinary maintenance costs incurred to patch those streets. times. St.Paul and South St.Paul have it shall be City policy to subsidize the resurfacing/replacement program, so both begun major street repaving pro- that owners shall be assessed a fixed amount per front foot.This amount shall be jects as part of their storm sewersepara- $20.00 per front foot for 1987 work,said amount to be adjusted by inflation in the tion program,while Mendota Heights has A future. No subsidy work will be done without such assessment.Assessments will completed repaving several streets in run the terms up to ten (10) years to allow easier repayment. their northern residential areas adjoin- ,.-I - ing West St.Paul. The new and renovat- A credit shall be granted for owners of corner property,during the term of any ed streets nofonlysave money by reduc- present or future assessment, amounting to one side (up to 100 front feet). ing patching expense, but they reduce All streets receiving City subsidy money must have,or must install,curb and . the considerable private expense of auto gutter. alignment, tire wear and other costs associated with rough roads.. Nothing in the foregoing policy shall prevent property owners from petition- - `' ing for work bringing their streets to minimum quality standards at their own The Public Works Commitee has re- - expense,either outside the areas being currently done,or within those areas to ' commended that two areas for 1987-88 standards different from those used in the subsidy program. work be designated. One is bounded by Charlton, Bernard, Bidwell and the it Although need will be the primary determining factor in setting the order of the north city limit. The other is bounded by work,another important factor will be citizen support of the program,evidenced Robert Street, Butler, Oakdale, the by petitions." Haskell Park/St.Michael's Church area, ' Most streets needing major renovation or reconstruction are located in the northern and Annapolis Street.The area for 1989- ird of the City. It is estimated that the program will take 13 years to complete.extending have not yet been determined.90 most to the year 2000. If the work is spread over such a period of time,the City's property The new Public Facility Policy is a mile- , tax rate will remain one of the lowest in the Twin Cities,according to a computer analysis stone for West St. Paul, laying out the Ilthe City's financial advisor. In addition to the provision for a ten year payback on method for keeping publicly owned dividual assessments,senior citizens and disabled persons can defer the payment until property up to date, without "breaking eir house is sold, which may be many years. . the bank". Its application will result In a • better community for ail. :_ : ..ar v?,:+ ��v+ Here Today . . . . • 'I III How does the water get into the i �� .�-� pavement'? What can �tA A .r•"•:• •, •� ;:7 ' ' ; i '. . : an be do to r'�, ,) 4� L :t ... , ;••:•it? ,too. r. .a,. .r.. L ,�tf. ^ • .prevent ;�• i,•' ;,'' Ideally, water should roll off ll � ' r n •� .{ ` `'' ` impervious surface of the pavement goof) d�SiF�11 J 1R.0 „f \_•�; 1 1•� r to a gutter or I k�, 9 ditch and quickly drain ajlipra U 1 ` r away. Problems develop, however, �•�, .i, �� yam; when the pavement cracks.Cracks ' t may he caused b a n expansion `'A r , s )/ ' Y q f on and / ,'r11nt action r Ole in Ilee7i119 and 1."':`'1I. ,Y.' •,..`'.� +`: r `.i;.t% ' et I 1 II�.Il iIIlr., I:ItIQII(7 flnlll heavy .+ y�,., oi�'�•^'v'•,�':e:IVy haIIIC _,, ( l 4 -- , .•Ina,l:. 01 from ieader tat l e '....?,,,...:04,,' 1 t1 '' kV+ T*"' ♦3�<•t �� a fit ,.i 1 , •� , ', µ c y rr restored .� .'r. +:. c � ' •. utility cuts Water can also permeate - t s' Ille subbase from aweedclogged flLLu2AGK6 SEALs1Ra15 Every sprII1g they patch the same Glitch along a road;or a rising t f water table can attack the subbase potholes. Why don't they do it beneath. ` ., ��1 ,.try ;. J: „ui.. horn ben ^ t t el . v.:A - l t t li e first ? �: �: fry l'116sl� right rst time And,yes,something can be done c''?�, a. .e • r ' about these problems.Good t.'..°.e•; ;\'''`'St'� - . rq • There are many reasons place temporary construction practice can alleviate : ' y P p y patches on all �►- Ion this repetition of elloit.A pothole can potholes with the intention of many drainage problems.Additional be repaired to last for several years — returning to repair properly as many strength in the form of bituminous if Ilse CatISes of the initial lailure (poor as money and lime permit. In the overlays can be added to a street 114 /,t=.5 drainage,weakened subbase, etc.) meantime, the temporary patch often experiencing Increases In truck traffic, m KU�NMt�eS are also corrected and if the patch Is admits water, and because the Cracks that develop can be filled,and 4f1. bonded to the old pavement well subbase was already weakened, the periodical) the entire surface of the t�:� �N, enough to prevent water from seeping freeze/thaw cycle and repealed traffic street can be sealed with a thin coal ✓ into the suhbaso along the seam, loadings on the uncorrected subbase of asphalt tar mixed with crushed stone to make it water resistant r fy� Correct patching can take a great causes the patch to cave In again. s oches along the water of roads can �� I '• µr � deal of lime, often, rend money. If a Even a permanent patch may fail if hrn p local agency is suffering o uncles lying drainage problems persist, be kept mowed and drains unclogged. squeezed revenue,debited or if a complete bond was not In addition,communities can adopt nlaintennnco, and the consequent achieved on the patch. subdivision control ordinances to Imlay ovEremyss pothole proliferation,such thorough assure adequate pavement construction by developers.Truck patching may require so much lime routing regulations can restrict truck and money that some potholes would ��, S' traffic to major arterials,and tighter ff p,1 go unfilled. Instead, many agencies A r,.t 4 . utility regulations can result In better ; :`j ;1 coordination of utility cuts and better 1'tEler*r ;r` ..".: Ir. restoration. -M1—r,.4 i'i'i; ' Gone Next Springyy" "' o ♦Z .g. — A** ,„�r 'i to % K,,O4 c Vak„p* =t���£ .. A •fp •1,tip'.t ..: N, . .. ''.N, ,�: '$ '" �•. ._ � `o's ;y?�k.:i.;"Z. �C x\ �. .t i �,�a.�..• sill � ! '*:• , .,•. a'•o.�>�<� :.�>.l , o .aaa ?F�'.g�. :i � ;b� ua ���\ ��c Iri th© lnal 8 IS p design,'Ji1 h Ualll >: t.,„,1.� 'c\ Y.t c\��\«l\SA ” '/!/' 'E t ':.• • N:.' .k..�a e � � ..: tin 9 , 9 y materials, and continuous ;"'4,,yvku;,•_,\ �A .o ,4 //y,• ,,, t,;, ,,`.iio. l malntenan d'c1an vUbsfahllally proton the Iife '' a clt s r i � '°' '_.s..t ' "< '' ''d'• ''• �`�' 4, " '' : a. , •°. :;. ° 9 tee n ^,'��'Jii; • `, y::£,'4•':y,•icn.,, ti.►_1 « wet S ,�'. h;k��Q �.;.,`.''$` ..` ` 61111,vttsa rtathrtie91-1 r MN OM N r r ( Ms a■. . '/The word othole brim . . forth the painful age of that round P c/P/T.IT/onl COZ/ '/ r crater In the middle of the street 0 / c'// Sy/F7'iN¢ whose sharp edges play havoc with a / // r `• our car's tires,steering, and shock 0 •'! /4�j! t „ `�'"�' `:��?: Ir y,absorbers. For the sake of our ;E / + `'/' ;I.•4,1.: :.3c g Ck: ,c �:eta .`'.`•/ r A , •W >,.v:; .h discussion,1 s expand our �; I r•'' .;'delinllion of pollrole to include any ____.f pavement defect Ihal causes •;..,•,i.t. .1., ,� �'noticeable impact on your automobile SUS54S �r , and driving. WY' 'i ;: : ' Simply slated, potholes are caused . . when the pavement or the material ••,30/4 . beneath it — called the base or . subbase— can't support the weight Traffic of the traffic it carries. Two factors FiQE£z/I✓ 7'i /�/� are always present in such a !allure: ��t✓ Traffic that is too heavy for the break apart! Similarly, a street ATEfi and Tf1Af f IC. pavement's design can cause fatigue designed for residential traffic may cracks in sheets, after many repeated suffer fatigue cracks when it becomes Water (rips over lire pavement. For example, a local transit route or when II starts Ice that will support a young skater carrying a number of large trucks Typically,water seeps into the r may develop fatigue cracks under the making deliveries to a local subbase either through cracks in the r.+: ri 4..is 0.. /foLE. 1 weight of an automobile,or worse, supermarket. surface or from standing water along ;r t c;� vii s, the side. If the water is improperly �;J:;�i.� :.:•'r••!;:::° l drained, it can solle n the subbase, • ` �'�' I much like dry,hard ground softens to • mud.Over a period of time base 1 i material can shift or ooze to lire side, • • ' !• • leaving nothing to support the pavement above II.After awhile, 6)?Enk- 0, 1 ' repealed poundings of traffic ' cause lire pavement to weaken, seriously crack, and ultimately cave \ /4' in. ,t • i In cold climates the process may "!': + be dramatically accelerated due to a,F,O..` } freeze/thaw action. The water in the j' • subbase freezes and, like the milk on :r ll• i f I ::t.�:,,•she porch In winter expands. ,i'i.°':il: '! .,,`•{'�,`f s,''4 '°'�c''i'' .'i4f4if ., ., E . r .w P pushing ii•� � ., the pavement above Uf.A flexible 'c� � i:��; °•f"•r�s�S:{SYIi�.. . (� ,{{zat ,� i�t?'iiY'� �'' 'a• •f,.]( rr.ti� ����;' ;` r y!�,�rl. I, il'isT 1I', ' �f'.. 44 N �'! g• .+e t i• exible .s.�.r3...LfsTt..'4.. . 4 t. '',jt;.n,t .13 ' •l: ,J 1 pavenrenl may swell slightly In molls, causing the subbase lo ;.. : ,;:.# .A. . :• . .. r.;, •: it`+"••' t .. .4 e ,. . , response.A rigid pavement may ' contract and soften, often leaving a ''••, '' , ,'" :,•'i• ; r ` ` ' " ' ' crack, II the expansion.forces are void behind. The pavement, cracked ...'M !Cr";: Vic;,.: : severe, a piece of the pavement may by winter's expansion. deterimrales r.' 1 • . • ,,..e.:", it .. c'' ',- '. f ` +�' 4 41, actual! pop out Y Y kl i '� �i� r: , f ;}. 4..t. .{,`:r` ,?rt, ,�. :',,,. . ,Fi �•Y P P quickly under the load of traffic and i', t.: t.. ' Lj. + F :1��t_ s! r..,.1 l,, ... .., . Come spring, Y f Ir Ills ∎:ltaL"t•• •i' ;�;.l': "'1 1 `, Vs! • - .:,+•,:-.1 ,:74:?∎.,o4,i,,t4• e sprig, or(luring any ultimately caves in. Tire streets seem •'':r '� � s.. ... ` ' ' r ,.,:,r24:y.:.: .:'='r::;•:x�''., warming trend for that mailer, ice to break out in potholes overnight. '3 CITY OF WEST ST. PAUL I 1616 HUMBOLDT AVE., WEST ST. PAUL, MN 55118-3972 ADMINISTRATION 455-9671 POLICE AND FIRE 455-9673 EMERGENCY 911 il 1 GOOD NEWS AND BAD NEWS 1 Your street has been selected for 1991 reconstruction, as part of II a long range, City subsidized program. THE GOOD NEWS: 1 Your whole block will look much better. Property values will be improved. 1 Elimination of bumps means less car repair expense. IIOther taxes will heavily subsidize the cost. THE BAD NEWS: II Street Reconstruction is dusty (sometimes muddy) and sometimes an II unpleasant disturbance. The cost to you will amount to $22.50 per foot of frontage which can be paid over 10 years with your property tax; those with II hardships can defer it. Sidewalk replacement, if any is replaced at your property, will be assessed separately after the project is completed. 1 JUST THE NEWS: Your street is not necessarily the worst in the City, but was 1 selected based on a combination of location, condition, and a favorable storm drainage situation. All deteriorated streets in your neighborhood are set for reconstruction in the next several II years, but we can't do them all at once! Access must be kept open to each area for public safety vehicles, II and for your own access. continued i 1 AN EQUAL OPPORTUNITY/AFFIRMATIVE ACTION EMPLOYER 1 11 ' If your street is now 36 to 40 feet wide it will be replaced at the same width. If it is now narrower than 36 feet, the reconstructed street will be about two feet wider, except where the right of way is less than 60 feet. Where streets are now wider than 40 feet, the new street will be reconstructed to the standard maximum width of 40 feet for residential streets. The reduction in street width will result in a wider boulevard which will be sodded as part of this street project. The project in front of your property will include excavation, concrete curb and gutter, an all-new street, and replacement of damaged boulevard sod. If you have a driveway, the opening to the street will be made at least twelve feet wide. Replacement ' of the sidewalk will be done if it has been determined to be hazardous. You may request to have additional sidewalk replaced at the same time. Before work begins, we will be in touch with you to talk about the job (your driveway, trees, walks, etc. ). If you have any questions, call the City Engineering staff at 455-9671 , or talk to a City Engineering employee on your block when he is surveying for the work. ' TIME IS IMPORTANT: II You can always petition the City Council for some improvement you are willing of pay for. However, the opportunity for a subsidy from the taxpayers only comes around once, until everybody else has that chance. It appears that it will take 8-10 years for ' everyone to get a fair chance at that subsidy, so this opportunity may not come around for your block again until after the year 2000! WANT TO KNOW MORE ABOUT THE PROJECT? CALL THE CITY ENGINEERING DEPARTMENT AT 455-9671. i • 1 ORDINANCE NO. 81-19 II : _AN ORDINANCE AMENDING SECTION 325 OF THE WEST ST.- PAUL CITY CODE OF 1980 BY '` . - • AMENDING SECTIONS 325.01, 325.03, 325.07, AND 325.09, AND ADDING THE NEW SECTION 325.02 TO PROVIDE FOR DEFERRAL OF SPECIAL ASSESSMENTS ON HOMESTEADS OF PERSONS RETIRED BECAUSE OF PERMANENT AND TOTAL DISABILITY AND DEFINING SAID DISABILITY THE CITY OF WEST SAINT PAUL DOES ORDAIN: I Section 1. That Section 325 of the West St. Paul City Code of 1980 is hereby amended to read as follows: SECTION 325 - SPECIAL ASSESSMENT DEFERRAL: SENIOR CITIZENS AND • RETIREES WHO ARE PERMANENTLY AND TOTALLY DISABLED 325.01 DEFERRAL: BASIS. The City Council may defer the payment of a special assessment against any homestead property of one acre or less owned by a person 65 years of age or older, or a person retired because of permanent and total disability, when the total amount of the assessment exceeds $300 and the payment thereof would constitute a hardship. 325.02 PERMANENT AND TOTAL DISABILITY DEFINED. For the purpose of this section, 1 . permanently and totally disabled means a condition which is permanent in nature and totally incapacitates the person from working at an occupation which brings him income. 325.03 HARDSHIP DEFINED. A hardship shall be deemed to prima facie exist when the I annual installment of the assessment to be paid exceeds 17. of the total Household Income of the Senior Citizen or disabled person as shown on his most recently filed Minnesota Property Tax Refund Return at the time of the adoption of the assessment. 325.05 ASSESSMENT DUE. The deferment of payment of said special assessment shall terminate and all amounts accruing plus interest at the rate of 87. per annum shall become due upon the occurrence of any of the following events: (a) The death of the owner, provided that the spouse is otherwise not I • eligible for the benefits hereunder. (b) The sale, transfer, or subdivision of the property or any part thereof. I (c) If the property should, for any reason, lose its homestead status. (d) If, for any reason, the City shall determine that there would be no 1 hardship to require immediate or partial payment. • 325.07 NOTICE TO SENIOR CITIZENS AND PERMANENTLY AND TOTALLY DISABLED PERSONS. The City Clerk shall include in the notice of hearing of all assessments where Senior Citizen's and disabled persons' homesteads may be assessed, information of the provisions of this Section. 325.09. TRANSMITTAL TO COUNTY OFFICES. Applications for deferred payment of special assessments shall be made in triplicate on forms provided by the City Clerk. The applica- II tion shall be approved by the City Council and transmitted for recording to the Dakota County Recorder and Dakota County Auditor. Section 2. This Ordinance shall. take effect immediately after passage, approval 1 and publication. • Adopted the 2442 day of August , 1981. Ayes: 6 Nays: 0 APPROVED: /s/ Kenneth H. Kube Mayor Attest: /s/ Patricia J. Morrison II City Clerk S:`.;:""","S:-_z �" ,dam L- .4./i-um .:rr:",r.4« ,^- IMP. 89-2 WA L LNER,� . ii.;y , _ TR/M,G, 300 _�-- ___ ED 304.80 -24 J , �� ji1 r. �' 3a » -' LIIL. "L I 3E 35 ;:;:td{I1iIt J/ 2 /3 /9 /5 /6*i t: M t :r.;r;8 7 I I G 5 4 3 Z /u 1 1- I t_ i I .:=tS:• I i I 1 ' .. I Wr: I I •P �. LLI ii ':L:l.}:�C I 1 ,• I I I m. I ## L ,3..1 .�n I ,t r ' 1 af r.. , f . Z2 ZI f '•...•� i .,1 0 20 /9 /e r«1"a;:rte I -.44;; a 0 - - -1 » 6 a5-^.:: I272=a /" >• ► I o �e 3+a's_I :o 5341 Ci:7 I 5;.11 + 7 0 •IZSU r2s io I ► r I 1 1 1 / N Z 3 4 e I Io- /3/-OO al PV 4 3 iZ _ 1.. 1 Tli I\ al 50 I 64.7f a A D L. 0 /40-00 1 J' , �� to 57.?7 S'!.'fT 1 st.TT ?C " r;•—�'-- I I I ISO i 1 ..:oul :Jar :44-Co /43 -:.o MI I; !3o-oc I w ` I • • •1 •r. !-- r -,-.-1,,�.�r_-��,_ _ . Policy #g-B Page 2 I CHAPTER VIII I POLICY #$-B ROADWAY IMPROVEMENTS I 1. PURPOSE 1 1. 01 The purpose of these policies is to establish guidelines and 11 , procedures for the improvement of roadways within the City of Hopkins. 2. GENERAL I 2 . 01 This policy relates to roadway improvements eligible to be assessed under authorization of Minnesota State Statutes Chapter 429.021. 2. 02 Assessable roadway improvement projects shall conform with the II procedural requirements of Chapter 429 which generally are as follows: 1. Project Initiation by Petition or Council Resolution 2. Resolution Ordering Preparation of Engineers Report 3. Resolution Approving Engineers Report & Ordering a Hearing 4. Publication and Individual Notification of Hearing 5. Public Hearing 6. Resolution Ordering Improvement 7. Resolution Ordering the Preparation of Assessment Roll II 8. Public Notice of Hearing on Assessments 9. Assessment Hearing 10. Resolution Adopting Assessment Roll 11. Filing of Assessments with Hennepin County 2.03 In addition to special assessments, other sources of funds are available to the City for street purposes depending on the type of project involved. 3. DEFINITIONS , 3.01 The City of Hopkins contains various types of roadways. Descriptions of the City's street classifications are outlined II as follows: State Highways This category includes highways with various designs and traffic capacities. Rights of way arell from 150' to 400' . These highways are intended for national or regional service. All of the II r � highways in this category have been designated as principle, intermediate, or minor arterials by the OCT 2 21991 Metropolitan Council. CITY OF C l\►'riA5SEN_ I Policy #g-9 Page 3 Thoroughfares These are important traffic routes which provide community continuity and interconnect the City with neighboring communities. They are usually spaced at one mile intervals, although they may be closer in more heavily developed areas. When ' upgraded these roadways will generally have 100' rights-of-way and be of sufficient design to handle anticipated traffic. ' Collectors Streets which are designed to collect traffic from individual properties and feed into thoroughfares. They have 60-80' rights-of-way with ' 7 or 9 ton capacity and are generally spaced at one-half mile intervals. ' Local Relatively short streets which provide access to individual lots in interior areas of development. Minimum right of way is 50-60' . ' Cul-de-sac Dead-end streets usually designed with a maximum length of 500' and a turn around area of 120' diameter at the property line. They generally are ' constructed in interior residential developments. Service Road Streets which run parallel and adjacent to a ' high volume roadway. They are designed to serve individual properties along streets where it is desirable to control access. ' Alley Roadways which are generally 12-20 feet in right-of-way width which service properties on the °rear property line. ' 4 . STATE HIGHWAYS ' 4. 01 The State Highways within the City of Hopkins are Highway No. 7 and Highway No. 169. State highway projects generally do not directly involve city funds. However, associated improvements such as storm sewer or water trunks may be initiated so that future construction under these highways will not be needed. 5. COUNTY ROADS 5.01 The county roads in Hopkins are: ' Blake Road (#20) Excelsior Avenue (#3) Hopkins Crossroad (#73) Minnetonka Boulevard (#5) ' Shady Oak Road (#61) 1 Policy #$-B . Page 4 II 5.02 These roads were originally designed as part of the county's II highway system and were meant to link rural areas with the urban centers. As Hopkins developed, these roads have become an important part of the network of city streets. However many of these county roads need to be upgraded in order to facilitate present and future traffic demand. Since this type II of improvement is needed in part because of increased urban use it has been the county policy to share the cost of the project " with the city. Costs shared in this manner include: 1. Curb and Gutter 2. Traffic Controls II 3. Storm Drainage 5.03 Payment of the City portion of projects may be assessed and/or II paid by City funds. 6. MUNICIPAL STATE AID STREETS I 6.01 Recent regulations allow a municipality to designate up to 20% of its existing street mileage, excluding county state aid I highways and state trunk highways as MSA streets. The City of Hopkins currently has approximately 9.0 miles designated as MSA streets. The City receives MSA funds on an annual basis and are allotted for maintenance and construction of MSA streets. This money is part of the gasoline tax collected in Minnesota and is apportioned to the community according to state guidelines based on population and road needs. Maintenance funds are sent, automatically to the City each year while the construction funds are held in an account by the state until the time construction contracts are awarded. II 6. 02 The following are MSA streets: Street From To 1 Mainstreet Co. Rd. #61 5th Ave. (Shady Oak Rd. ) St. Louis St. Co. Rd. #3 Tyler Ave. No. II (Excelsior Ave. E. ) Tyler Ave. No. St. Louis Street 2nd St. N.E. 1st St. No. Co. Rd. #61 5th Ave. No. (Shady Oak Rd. ) 1st St. So. 11th Ave. So. 8th Ave. So. 5th St. So. 16th Ave. So. 11th Ave. So. 5th St. So. 10th Ave. So. State Highway No. 169 6th St. So. 11th Ave. So. 10th Ave. So. 7th St. So. 9th Ave. So. Alley W of 14th Ave. So., Oakridge Rd. City Limits State Highway No. 7 5th Ave. No. State Highway No. 7 Mainstreet 5th Ave. So. Mainstreet 3rd St. So. II 6th Ave. So. 3rd Street So. 5th St. So. 8th Ave. No. 1st St. No. Mainstreet 8th Ave. So. Mainstreet Co. Rd. #3 II II Policy #g-B II Page 5 11th Ave. No. 1st Street No. Mainstreet 11th Ave. So. Mainstreet Smetana Rd. 12th Ave. No. State Highway No. 7 1st St. No. II 17th Ave. No. State Highway No. 7 Mainstreet 17th Ave. So. Mainstreet Co. Rd. #3 Smetana Rd. West City Limits .38 Mi. E of 11 11th Ave. So. Aid F 6. 03 It is not the intent of the State Aunding Program to totally finance the MSA system. Rather, it is designed to II assist communities with street construction projects in an effort to improve the roadway system state wide. Therefore, when an MSA street is constructed or upgraded, assessments will I be levied in accordance with the policies for major streets. The assessment rate will reflect the benefit conveyed by the improved design, additional width, and curb and gutter, and these rates will be set by the City Council on recommendation Iof the Public Works Director. 7. MAJOR STREETS I7. 01 Major streets are considered by the City of Hopkins to be collector and thoroughfare streets. Streets of this variety I generally service local traffic as well as traffic from other areas and therefore are designed in accordance with standards of a higher road capacity. Major streets within the City of I Hopkins are constructed with a minimum capacity of 9 ton per axle. The primary source of funding for major roadways is special assessments and MSA funds. I 7. 02 Major new and reconstructed streets shall be constructed with curb and gutter. Street width shall be determined by existing conditions, traffic counts and patterns, and, if applicable, IMSA standards. 8. LOCAL STREETS I 8. 01 Local Streets are generally streets which service a small area and do not typically involve a movement of traffic between areas. Local streets typically connect two collector streets I or county roads. Streets of this type include local streets, cul-de-sacs, and service roads. Local streets within the City of Hopkins are constructed with a minimum capacity of 7 tons I per axle. The primary source of funding of local streets is special assessments. I I 11 I ' Policy #7-9 Page 6 1 8.02 New local streets shall be constructed with curb and gutter. II When reconstructing streets concrete curb and gutter shall be installed where currently in use, and in other areas unless the neighborhood presents a petition of not less than fifty-five percent (55%) of the affected property owners requesting raised asphalt edge. Raised asphalt edge shall be installed wherever concrete curb 11 and gutter is not used. Design modifications shall be established as appropriate to address drainage and maintenance concerns. I 8.03 New local street minimum unobstructed street width, (face-face of curb) is 30 feet. The standard unobstructed street width for reconstructed streets shall be 26 feet. Streets which do not meet this requirement shall be reconstructed at current width (unless a wider street is desired by the affected residents) but not less than twenty feet (20') unless the Council finds that: A twenty foot (20' ) width would adversely affect trees or other significant or desirable physical features: and A reduced width would not constitute a distinct hazard to life or property. Factors to be considered shall include, but not be limited to, safe access of emergency vehicles, snow storage requirements, II availability of parking, and aesthetics. 8. 04 Streets which are twenty-six feet (26') or more in width will I have parking allowed on both sides. Streets less than twenty- six feet (26' ) in width may be subject to parking restrictions on an "as needed" basis. Parking restrictions could be established at the time of street projects or at any future , date based upon general City parking requirements. Factors to be considered shall include, but not be limited to, II staff report regarding safety and emergency vehicles access and neighborhood input. Where streets are less than twenty-six feet (26') in width, thel staff shall assist the neighborhood in identifying areas where existing street width can be increased to provide additional parking. ' 1 I Policy #$-R Page 7 11 9. ALLEYS 9.01 Alleys are minor roadways which service parcels of property along the rear property line. The primary source of funding of alleys is special assessments. 9.02 All alleys shall be concrete construction. Alley width is generally 10 feet in residential areas and 12 feet in commercial ares. 10. ASSESSMENT POLICIES ' 10.01 When assessments are levied for roadway improvements, the assessment will be calculated in accordance with the formulas set forth in the section on Assessment Formulas, using either the adjusted front foot method or per lot unit method. The adjusted front foot method will be used for assessment purposes unless the per lot/unit method is requested by petition by at least 55% of the assessed property owners and/or it is ' determined that the affected lots have received equal benefits. The City Council shall have final authority on the type of formula to be used. 10. 02 The total project cost for streets constructed or reconstructed in any given project shall be equal to the actual construction cost, plus associated costs such as legal, bonds, ' administrative and engineering. 10. 03 When the city CONSTRUCTS A NEW LOCAL OR MAJOR STREET, 100% of the total project cost, including all utilities, will be recovered by assessing the benefitting property for actual benefit received. A new street shall be defined as a roadway including curb and gutter which had not previously existed. ' 10. 04 When the city RECONSTRUCTS AN EXISTING LOCAL OR MAJOR STREET, 70% of the total project cost will be recovered by assessing ' the benefitting property for benefit received. The remaining 30% shall be absorbed by the city. A reconstructed street shall be defined as a roadway which existed previously. The ' addition of curb and gutter when it did not previously exist is still considered reconstruction. ' 10.05 When the city CONSTRUCTS OR RECONSTRUCTS AN ALLEY, 80% of the total project cost will be recovered by assessing the benefitting property for benefit received. The remaining 20% shall be absorbed by the city. ' 10. 06 When major street construction or reconstruction is partially financed by State Aid Funds to improve the design and capacity, the adjoining properties will be charged an assessment based on the cost of an average street construction. The remainder to be paid by State Aid Funds or General Funds. I Policy #q-D Page 8 I 10.07 The following assessment policies will apply for existing single family property when a major street is improved: 1. Existing single family residential property abutting two II or four lane divided median roads will be assessed using the adjusted front footage method, based on 1/4 of the cost of a standard local street as if built at the time oll the assessment. 2. Existing single family residential property abutting two or four lane undivided roads will be assessed using the adjusted front footage method, based on 1/2 of the cost o a standard local street as if built at the time of the assessment. I 10.08 Lots which are split subsequent to a roadway improvement project shall be assessed as if in existence at the time the assessment was adopted, using the formula used at the time of assessment plus interest as per current City policy from date of assessment. 10.09 The following items are to be assessable as part of a reconstruction project cost: 1. Remove concrete curb and gutter , 2. Remove concrete pavement 3 . Remove/replace concrete steps 4. Construct and reinforce concrete steps 5. Remove concrete driveway pavement 6. Remove/construct apron 6" thick concrete pavement (residential) 7. Remove/construct apron 8" thick concrete pavement (commercial) 8. Common excavation 9. Core excavation 10. Construct concrete C & G Design B-618 or surmountable 11. Saw joint in concrete 12 . Adjust manholes 13. Adjust catch basin 14. Adjust gate valves 15. Retaining wall 16. Electric conduit 17. Construct 4'x8" thick valley cone gutter 18. Surfacing aggr. Cl. 2 100% crushed 19. Cultured sod with 4" thick topsoil in place 20. Clearing 21. Grubbing 22. Aggregate backfill 23 . Replacement of driveway aprons 24. Construct concrete pedestrian ramps 11 'Policy #17-B Page 9 10.10 The following items would not be included in a reconstruction project cost. The items will be billed directly or assessed to the benefitted property: 1. Sewer and water service line repairs 2. Random 6-8" concrete pavement 3 . Random concrete sidewalk 4. Random sod 10. 11 The following items will be paid at city expense when part of a ' reconstruction project: 1. Remove, replace or relocate hydrants 2. Install hydrants and/or gate valves 3 . Sanitary sewer and water mains repair and replacement 4. Storm sewer reconstruction or construction ' 11. ASSESSMENT FORMULAS 11.01 The adjusted front foot method of assessment uses the actual frontage or adjusts lots to an average frontage by using area ratios or the average lot frontage in the project area. When the adjusted front foot method is used, the individual lot assessment shall be calculated as follows: Assessment = Total Protect Cost, X Assessable Adjusted Front Total Adjusted Footage of Lot IFront Footage 11.02 The per lot/unit method of assessment is intended to simplify the assessment process by assuming that all properties to be assessed will receive equal benefits. When the per lot/unit method is used, the individual lot assessment shall be calculated as follows: Assessment = Total Project Cost Number of Lots 11. 03 The adjusted front foot is calculated using the following methods: ' 1. In the RECTANGULAR BLOCK AREAS of the city the adjusted front footage for street or alley construction is the ' actual footage of the lot abutting the improvement. Side streets in these areas are assessed to the entire block on an adjusted front foot basis. See Figure A. ' East-West alleys, north or south of Mainstreet are assessed 7 feet to Mainstreet properties and 5 feet to the balance of the block on an adjusted front foot basis. I I 'Policy #7-B Page 10 2. In the ODD-SHAPE LOT AREAS the following methods are used a. In areas where the MAJORITY of lots are odd-shaped, the adjusted front footage of a lot is determined as!' follows: Area of Lot Project Adjusted Front Footage = Total Area X Centerlinil of Assessable Footage Lots Adjusted front footage minimum is 100 feet and maximum is 150 feet using this method. b. In areas where the MINORITY of lots are odd-shaped, the adjusted front footage for the odd-shaped lots i determined by the average actual front footage of the rectangular lots assessed. Adjusted front footage maximum is 150 feet using thill method. 11.04 In certain unusual cases assessments may be determined by a "fair" comparison to other assessed property. This will be determined by the Engineering Division of Public Works and can' be appealed to the City Council. Established 11/03/87 Revised 08/21/90 I I 1 1 11 I Policy #7-9 1 Page 11 IIASSESSING POLICIES FOR IMPROVEMENTS IN RECTANGULAR BLOCK AREAS IIFIGURE A I . ' Improvements in this block 1 assessed to abutting proper '�J//////////.,,%//� on the basis of adjusted /�/ , / front footage - / . I . i _ 1 %%/ I I — . . : r _ 1 , . 17, . 1 _. Improvements on side street c::::::' ■■■ —_—; ,// assessed to abutting blocks on the basis of adjusted II I front footage I 1 . i I