Pavement Management Program

Streets deteriorate as they age, much like the roof and paint on your home. Golden Valley's Pavement Management Program (PMP) is a comprehensive, systematic way for the City to evaluate its street system and follow through with long-term, cost-effective maintenance and rehabilitation. More about the purpose, background, and scope of the PMP can be found in the Pavement Management Policy.


+ 2021 Pavement Management Program (formerly 2020)

 

The 2021 PMP will include:

  • Aquila Ave N (Medicine Lake Rd to 23rd Ave N)
  • Zealand Ave N (Aquila Ave N to 23rd Ave N)
  • Xylon Ave N (Medicine Lake Rd to 23rd Ave)
  • Rose Manor (Aquila Ave N to Zealand Ave N)
  • 24th Ave (Zealand Ave N to Wisconsin Ave N)
  • 23rd Ave N Cavell Ave N to Xylon Ave N)

Assessment: $8,876

Work is expected to begin mid to late April.

+ 2022 Pavement Management Program (formerly 2021)

To learn about the PMP, click here. To view the current 2022 project design, click here.

Sidewalk Addition on Duluth St

A sidewalk will be installed along Duluth St as part of the 2022 and 2024 PMP projects in hopes of getting the best pricing for the project. The cost estimate for a 6-foot wide sidewalk along Duluth St between General Mills Nature Area and Winnetka Ave is approximately $290,000, based similar projects in the region.

Sidewalk improvements are funded separately from the City’s Capital Improvement Plans and are not included in this or any PMP assessments.

Resources

Community Engagement

Virtual Open House Via Webex, June 9, 4–6 pm

City staff is hosting two virtual breakout rooms June 9, 4–6 pm for residents to ask questions and discuss the project. Attendees will only need to join one room as all information will remain the same between rooms.

Breakout Room #1

  • Join online or call 1-312-535-8110.
  • Meeting Code: 177 090 0690
  • Pasword: PMPOpenHouse

Breakout Room #2

  • Join online or call 1-312-535-8110.
  • Meeting Code: 1779 83 5912
  • Pasword: BKszpNtU229

+ 2021 vs 2020 PMP Low Bid Comparison

+ PMP Street Width Consideration FAQs

The Golden Valley City Council is set to revisit the PMP street width policy at it Oct 13 work session. Formal action on the policy, if any, is scheduled for Oct 20, 2020.

On Sept 18, 2020 City staff mailed this letter to all properties adjacent to a scheduled PMP reconstruction over the next four years. The City received a lot of feedback from residents on this topic. View the PMP Street Width Policy Community Input Report.

What policy is the City Council considering?

Each year the City reconstructs a portion of its local streets under its Pavement Management Program (PMP). For many years, the City’s standard reconstructed street width was 26 feet.  In 2019, during the planning and design process for the 2020 (now 2021) PMP project, a number of residents expressed a preference for a 28-foot-wide street. After considering past projects, staff feedback, projected costs, and public input, the Council set 28 feet as the standard local street width.

Why is the City Council reconsidering the street width policy now?

Residents have expressed concern over the increased assessments to property owners due to the increased project costs resulting from the wider streets.  The Council is sensitive to the economic conditions resulting from the COVID-19 pandemic and believes it is appropriate to review the street width policy.

What is the financial impact of wider streets?

The table below summarizes the differences in costs between the 26- and 28-foot-wide streets. Beginning with the 2020 PMP, assessments are based on actual bids rather than projected.

 

Spring 2019 Projection

2020 PMP Low Bid

2020 PMP
Average Bid

26’ Street Project Cost

$ 3,350,000

$ 3,355,481 (estimate)

$ 3,779,347 (estimate)

26’ Assessment*

$ 7500

$ 8285 (estimate)

$ 9332 (estimate)

28’ Street Project Cost

NA

$ 3,501,481

$ 4,013,347

28’ Assessment*

NA

$8646

$ 9,909

*$30 Admin fee not included in assessments

What are the benefits of a narrower street?

  • Cost savings – A reduced street width results in construction cost savings because less material and labor is needed to construct the project. These materials include pipe lengths, base material, and pavement materials. There are also long-term cost savings for plowing and pavement maintenance, such as periodic sealing and mill and overlay projects.
  • Traffic Calming – Studies show that narrower streets result in drivers traveling at slower speeds, which feels safer to pedestrians and other multimodal transportation users.
  • Environmental/Water Quality Impact – By reducing the street width, a larger green space is created to help collect stormwater. This minimizes the amount of runoff and the pollutants entering our wetlands, lakes, and streams.
  • Landscape Impacts – Narrower streets reduce the construction impact to trees, shrubs, retaining walls, other landscaping or irrigation systems located near the existing street.

What concerns have people expressed about narrower streets?

The following comments and concerns were expressed by residents about narrower streets at the November 19, 2019 City Council meeting where the street width policy was considered:

  • Walking and biking on a narrower street where sidewalks do not exist would be more difficult.
  • Snow storage would further narrow the streets.
  • Other cities have a standard of 28-foot-wide streets.
  • Wider streets eliminate the need to consider parking restrictions on one side of the street.
  • Streets are currently very wide (29-33 feet), and a 26-foot-wide street would be a big change to the neighborhood.

+ How the PMP Works

Street pavement deterioration is caused by many factors, including the freeze/thaw cycle, traffic loading, the effects of moisture, and the quality of the soils beneath the street. As pavement deteriorates, certain types of distresses occur (potholes, settling, rutting, cracking). These distresses indicate what type of maintenance or rehabilitation is needed to prolong the lifespan of a street in a cost-effective manner.

All City streets that are not constructed to current standards (including concrete curb and gutter) will be reconstructed or reclaimed at some time during the life of the Pavement Management Program. However, priority is given to streets, or groupings of streets, that have the highest need.


+ Evaluating Streets

Under Golden Valley's PMP, the City evaluates streets for type and extent of pavement distresses. These distresses are analyzed by a software program that gives each street a Pavement Quality Index (PQI) rating in the good, fair, or poor range.

  • Good PQI: Some maintenance, such as seal-coating, is required.
  • Fair PQI: Some rehabilitation, such as overlay, curb replacement, etc, is required.
  • Poor PQI: Needs major rehabilitation.

Generally, streets with a PQI in the poor range have pavements that have failed entirely. Since these streets are considered to be among the worst in the City, maintaining them with standard procedures (patching, crack sealing, and seal-coating) is very expensive and ineffective at improving their quality. Major rehabilitation, such as reconstruction or pavement reclamation, is usually the most cost-effective solution. Major rehabilitation is then followed by maintenance measures, such as crack sealing and seal-coating, to prolong the life of the pavement.

Additional Resources

+ Who Decides?

Each year, City staff determines which streets are the highest priority for rehabilitation and asks the City Council to authorize a feasibility report. Staff then performs preliminary survey and design work and meets with the affected property owners at least one year before a proposed project is presented to the City Council at a public hearing.

Using the information it gathers, staff prepares a feasibility report to present to the City Council at a public hearing. Staff also sends public hearing notification to each residents along streets being considered for rehabilitation at least 10 days before the hearing.

At the public hearing, staff provides the Council and residents with the findings of the feasibility report, which includes information about preliminary design, estimated costs, and preliminary special assessments. Residents then have the opportunity to comment, pro or con, on the proposed project. After the hearing is closed, the City Council votes to determine whether or not the project goes forward.

+ Curb and Gutter

Concrete curb and gutter provides superior drainage following rainfall and snow melt as well as a structural edge to support the roadway—two key advantages over rolled bituminous curbs or no curb at all.

Superior Drainage

Proper drainage off a roadway is critical because moisture in the street subgrade is a primary cause of premature street failure. Concrete curb and gutter provides superior drainage following rainfall and snow melt because the curb is less permeable than blacktop. During construction of a street, the contractor can more easily control grade with concrete curb and gutter than with asphalt, thus preventing the formation of "bird baths" (standing water) at the edge of the road.

Structural Edge Support for Roadway

Lack of structural support allows pavement distress (settlements, edge cracking, and alligator cracking) to appear along the edge of a roadway much sooner, another primary cause of premature street failure.

Concrete curb and gutter provides a structural edge to support the roadway. When pavement is placed, the solid concrete mass provided by the curb supports the pavement better than a soil that becomes soft when wet. That's why it costs much more to maintain and extend the life of a street that doesn't have concrete curbs.

+ Impacts On Adjoining Properties

Except for streets that have excessive parking needs, unusually high traffic for a local street, or a safety problem that can be addressed with a wider roadway, the PMP is set up to maintain the existing width of roadways. This strategy minimizes construction impacts on driveways, trees, bushes, and landscaping. However, there are times where significant impacts cannot be avoided.

Landscaping

  • Any of your yard or the boulevard in front of your home that is disturbed will be restored by grading and sodding.
  • During preliminary project design, the City considers the impacts of various street layouts. Although these layouts are revised whenever possible to minimize removal of trees and shrubs, sometimes removal is unavoidable. In these cases, engineering staff and the City Forester work with property owners to mitigate the removals by planting new trees and shrubs.

Driveways

  • During street reconstruction, a portion of your driveway will be removed to properly perform construction. The City pays to replace that portion of your driveway with a similar material that was present before the project.
  • Residents whose driveways are disturbed can choose to reconstruction their entire driveway, at their expense, as part of the Driveway Reconstruction Program.

+ Driveway Reconstruction Program

Golden Valley residents who live on streets scheduled for rehabilitation may take advantage of a unique opportunity to reconstruct their driveways during street construction.

If your driveway connects with one of the reconstructed streets, you can have it reconstructed (in blacktop or concrete) as part of the project based on contract prices.

During street reconstruction, a portion of your driveway will be removed to properly perform construction. The City of Golden Valley will replace that portion of your driveway. If you choose to reconstruct the rest of your driveway, you can pay in full after construction to avoid interest, or you can have the costs assessed against your property for 10 years.

Estimates for driveway replacement are based on the unit prices for driveway work outlined in the street reconstruction contract. Estimates will be based on either six-inch-thick concrete pavement or three-inch-thick compacted asphalt pavement. Both will include six inches of aggregate base. The costs available through this program may or may not be a savings from hiring your own contractor. If you are considering this program, you are strongly encouraged to seek private competitive bids.

Additional information regarding the driveway replacement program will be forwarded to you when your street is rehabilitated.

+ Utilities

If existing storm drainage is not adequate, it will be improved as part of the street rehabilitation. The City also evaluates the sanitary sewer and water systems under each street, and any necessary repairs or replacements are done as part of the project. In most cases, this utility work is performed at no extra cost to the property owner.

During project design, the City encourages each private utility company (CenterPoint Energy, Xcel Energy, Qwest, cable TV) to improve or repair any of its facilities within the streets along with the project. This approach helps reduce street excavations and disturbances to the neighborhood in the future.

The City also conducts inflow and infiltration (I/I) inspections as part of each PMP. Inspections are done the year prior to the street reconstruction.

+ Funding

  • 75–80 percent (generally)— Financed by the City as a whole through general taxes
  • 20–25 percent (generally)— Special assessments to adjoining properties

Special Assessments are a way for cities to charge properties for the cost of making a local improvement that benefits those properties. The City of Golden Valley uses special assessments to:

  • partially finance street improvements
  • help residents in street reconstruction areas finance driveway improvements
  • collect delinquent utility bills or other delinquent bills (some utility work has also been assessed in the past)

These charges finance a portion of the project’s cost and are paid off over time at a given interest rate, much like an installment loan. A given property cannot be assessed more for a given project than the increase in value resulting from the project.

Special assessment rates are set each year by the City Council based on past construction costs and inflation. All properties with uses other than residential (multiple housing, institutional, commercial, and industrial) are assessed based on the actual street frontage being improved. All single-family residential properties are assessed on a per-unit basis, which means that each unit pays the same assessment.

The residential special assessment rate covers an asphalt street with concrete curb and gutter.

Payment Options

  • Pay in cash following the assessment hearing, or
  • Place against your property taxes, to be paid over 10 years with 5 percent interest

How Residential Rates Are Calculated

  • All single-family, residential properties are assessed on a per-unit basis, which means that each unit pays the same assessment. A single family property is assessed as a single unit. Duplex properties are assessed as two units.
  • The unit assessment is based on a standard residential lot. If a lot is oversized and could potentially be subdivided into two or more conforming lots, one unit is assessed for each potential lot. However, only one of these units is assessed with the project; the rest are deferred until (if) the property is subdivided.
  • Corner lots are assessed a half unit for each of the adjacent streets being improved, with a maximum of one full unit assessed. In other words, if you live on a corner lot with streets on three sides, you will only be assessed for two of those streets.
  • If your property has a street along the back yard, it will not be assessed for the improvement.
  • All properties with uses other than residential (multiple housing, institutional, commercial, and industrial) are assessed based on the actual street frontage being improved. The assessment rates for these properties are determined by the City Council each year.

Special assessment rates are set each year by the City Council based on past construction costs and inflation. For more information about special assessments for Golden Valley’s Pavement Management Program, contact the City's General Assessment Clerk at 763-593-8020.

+ Communications FAQ

+ Multimodal Transportation

+ PMP Progress

The Pavement Management Program began in 1995, and through 2019, over 93 miles of City street have been reconstructed to current standards.

+ Proposed Future PMPs

Click to enlarge