Resolution No. 2022-150 Receive Feasibility Report for 2023 Street Rehab Proj.
Resolution No. 2022-150
Receiving Feasibility Report and Calling for Public Hearing on the
2023 Street Rehabilitation Project No. ST2023-01
Whereas, pursuant to Resolution 2022-83 approved by the Fridley City Council on July 11, 2022,
a Feasibility Report has been prepared by the City of Fridley Public Works Department with
reference to the improvements listed in Exhibit A, and this report was received by the City Council
on December 19, 2022; and
Whereas, the report cited above concludes that the proposed project is necessary, cost-effective,
and feasible.
Now, therefore be it resolved, that the City Council of the City of Fridley receives the Feasibility
Report for the 2023 Street Rehabilitation Project No. ST2023-01.
Be it further resolved that the City Council of the City of Fridley shall consider the improvement
of such street in accordance with the report and the assessment of abutting property within the
City of Fridley for all or a portion of the cost of the improvement pursuant to Minnesota Statutes,
Chapter 429 at an estimated total cost of the improvement of $1,288,200.
Be it further resolved that a public hearing on the 2023 Street Rehabilitation Project will be held
at 7:00 p.m. on January 9, 2023 at Fridley City Hall following proper public notice as required by
State law.
th
Passed and adopted by the City Council of the City of Fridley this 19 day of December,
2022.
_______________________________________
Scott J. Lund – Mayor
Attest:
Melisa Moore – City Clerk
Feasibility Report for
2023 Street Rehabilitation
Project No. ST2023-01
December 2022
CITY OF FRIDLEY, MINNESOTA
PUBLIC WORKS DEPARTMENT
ENGINEERING DIVISION
FEASIBILITY REPORT
FOR
2023 STREET REHABILITATION PROJECT
NO. ST2023-01
December 2022
I hereby certify that this plan, specifications, or report was prepared by me or under my
direct supervision and that I am a duly licensed Professional Engineer with the laws of
the State of Minnesota.
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__________________________________Date: December 13, 2022
James P. Kosluchar, P.E
1
TABLE OF CONTENTS
Description Page No.
Introduction ........................................................................................................................................................... 3
Street Resurfacing Plan .................................................................................................................................... 4
Background ............................................................................................................................................................ 5
Proposed Improvements ................................................................................................................................. 8
Pavement Improvements ................................................................................................................................ 8
Shared-Use Bituminous Trail Improvements ...................................................................................... 11
Water Utility Improvements ........................................................................................................................ 12
Sanitary Sewer Improvements .................................................................................................................... 13
Storm Sewer Improvements ........................................................................................................................ 13
Private Utility Coordination ......................................................................................................................... 13
Estimated Costs .................................................................................................................................................. 14
Funding Sources ................................................................................................................................................. 14
Construction ......................................................................................................................................................... 15
Appendices ........................................................................................................................................................... 16
Figure A Ï Project Area Map .............................................................................................................. 17
Figure B Ï Opinion of Probable Cost .............................................................................................. 18
Figure C Ï Funding Sources Summary ........................................................................................... 20
Figure D Ï Project Schedule Ï Review/Revise As Needed ...................................................... 21
Figure E Ï Living Streets Worksheet ................................................................................................ 22
Figure F Ï Typical Roadway Sections .............................................................................................. 30
Figure G Ï Stinson Boulevard Bituminous Trail Options ......................................................... 33
2
Introduction
The City of Fridley has an ongoing obligation to maintain its streets in an efficient manner, to
provide a high level of service while maintaining a minimum budget. To enable the City to
identify improvements that will provide for an efficient level of service and life-cycle cost, staff
inspects and rates its pavements on a regular basis. The City also has developed a pavement
improvement plan based on resurfacing pavement and base treatment with intermittent
sealcoating. The goal is to provide maintenance improvements at scheduled intervals. For
example:
Activity Schedule
Initial Construction Year 0
Sealcoating Year 8
Sealcoating Year 16
Resurfacing Year 24
Sealcoating Year 32
Sealcoating Year 40
Reconstruction Year 48
This is an ideal and aggressive sequence for street maintenance. Note that the final
reconstruction may be substituted with resurfacing activities if roadway base is in good
condition, with the intent to extend road life for an additional cycle of 24 years.
Due to the variability with budgets, road configurations, traffic patterns, condition of utilities,
source of funds, other projects, etc., the basic schedule above varies and fluctuates for each
roadway segment.
As part of identifying the best candidate for this yearÔs pavement resurfacing project, City of
Fridley Engineering Division staff works with Street Maintenance Division staff to develop the list
of candidate projects. The factors considered are physical characteristics, budgetary factors, and
other considerations are listed to assist in selection of a best candidate.
The Engineering Division monitors existing pavements through semi-annual inspections. From
this inspection information, the Engineering Division prepares a Street Resurfacing Plan
consistent with the Street Capital Improvement Plan, which designates candidate street
segments for construction, reconstruction, and rehabilitation. The City of Fridley also performs
preventative surface maintenance (e.g. sealcoating), routine crack sealing and pothole patching
maintenance. The amount of street maintenance on this segment is increasing annually due to
the rapid deterioration of the existing pavements.
The Engineering Division has prepared a Street Resurfacing Plan consistent with the Long-Term
Street Maintenance Program, which designates candidate street segments for construction,
reconstruction, and rehabilitation. The Plan identifies the areas within the city and the
anticipated year for maintenance projects. Please refer to the following map summarizing the
Long-Term Street Maintenance Program.
3
Street Resurfacing Plan
2023-01
PROJECT
4
Background
The 2023 Street Rehabilitation Project is composed of four project locations across the City of
Fridley. The proposed project scope includes pavement rehabilitation and miscellaneous utility
improvements across project locations. The project extents and street segment history of each
project location are included below.
See Figure A in the Appendices for a map of proposed project locations.
Cheri Lane Ï Fillmore Street
Street segments selected for rehabilitation include:
RD
53 AVENUE from T.H. 65 to CHERI LN
RD
CHERI LANE from 680Ô N OF 53 AVE to FILLMORE STREET
RD
FILLMORE STREET from CHERI LN to 53 AVE
The streets and underground utilities along Cheri Lane and Fillmore Street were initially
constructed through the early 1990s and have received routine sealcoat treatment since
rd
construction, as recently as 2017. A 400-foot portion of Cheri Lane north of 53 Avenue received
a mill and overlay pavement rehabilitation in 2019 in response to localized pavement
deterioration. Generally, these streets provide 2-way traffic with no shoulder striping from the
Marian Hills neighborhood to the east to Trunk Highway 65. Record thicknesses for pavement
and underlying aggregate base across Cheri Lane and Fillmore Street are 5 to 6 inches and 6
inches, respectively. Street widths along both streets are 32 feet from curb face to curb face.
rd
The portion of 53 Avenue connecting Cheri Lane to Trunk Highway 65 (Central Avenue) was
initially constructed in 1978, and last received sealcoat maintenance in 2007. This segment of
rd
53 Avenue provides 2-way median-separated traffic from Highway 65 to the Marian Hills
neighborhood and commercial properties to the east. East and westbound traffic are divided
into 2 and 3 lanes, respectively, with widths ranging from 12 feet to 14 feet. A 4-foot wide
concrete median divides the directions of travel. Record thicknesses for pavement and
underlying aggregate base in this location are 7 inches and 6 inches, respectively.
Collectively, these streets are categorized as a Municipal State Aid (MSA) route with an Annual
Average Daily Traffic (AADT) of 2,600 vehicles per day. Heavy truck traffic along these segments
rd
is considered low to typical, with the majority of heavier vehicle traffic reserved to 53 Avenue
the connecting 800 feet of Cheri Lane.
5
Great Northern Industrial Center
Street segments selected for rehabilitation include:
ST
WAY from EAST RIVER RD to INDUSTRIAL BLVD
51
ST
WAY to NORTH TERMINI
EAST RIVER RD E SERVICE DRIVE from 51
The streets and underground utilities within the Great Northern Industrial Center were originally
constructed from the late 1960s to the early 1980s. Since their initial construction, the streets
st
have received periodic maintenance, including a reconstruction along 51 Way in 1989 and
routine sealcoating as recently as 2017.
st
51 Way provides 2-way median-separated traffic from East River Road (County Road 1) and
serves as the primary entrance to the industrial center. An 8-foot wide concrete median
separates east and westbound traffic at the junction with East River Road, with traffic divided
into delineated lanes ranging from 12 feet to 14 feet in width. The East River Road East Service
Drive provides additional access to East River Road and serves 2-way traffic with no shoulder
striping along the west side of the industrial center. The existing street width along the service
st
drive is approximately 40 feet wide. Record pavement and aggregate base thicknesses along 51
Way and the service drive range from 3 to 6 inches and 3 to 8 inches, respectively.
st
Both 51 Way and the service drive are categorized as Municipal State Aid routes with Annual
Average Daily Traffic of approximately 1,600 and 1,950 vehicles per day, respectively. Heavy
truck traffic along each segment is considered high as each serve as primary access routes to
commercial properties within the industrial center.
East River Road West Service Drive
Street segments selected for rehabilitation include:
EAST RIVER ROAD WEST SERVICE DRIVE from SOUTHERN TERMINI to NORTHERN TERMINI
The underground utilities along this segment of the East River Road West Service Drive were
originally constructed from the late 1960s to early 1970s in conjunction with the construction of
the Georgetown Court Apartments. The roadway was formally constructed in 1974 as part of an
Anoka County improvement project along East River Road.
Presently, the street provides 2-way traffic with no shoulder striping and serves as the primary
access to the Georgetown Court Apartments and Estates at Fridley. The existing roadway width
is approximately 24 feet. A 4-foot wide concrete median divides traffic entering and existing
from East River Road. Construction records indicate an existing pavement thickness of 3 inches
and underlying aggregate base of 7 ½ inches.
This segment is currently categorized as a local city street and receives an approximate Annual
Average Daily Traffic of less than 500 vehicles per day. Heavy truck traffic along this segment is
considered low to typical.
6
Stinson Boulevard
Street segments selected for rehabilitation include:
RD
AVE to OSBORNE RD
STINSON BOULEVARD from 73
The street and underground utilities along Stinson Boulevard were originally constructed in the
early 1960s. Since its initial construction, the street has received periodic maintenance including
a reconstruction project in 1994 and routine sealcoat treatment as recently as 2016. This portion
of Stinson Boulevard also serves as the border between the cities of Fridley and Mounds View
and is jointly owned and maintained by both municipalities.
Currently, the street is approximately 38 feet wide and provides 2-way traffic with delineated 8-
foot parking lanes on both sides. Construction records indicate an existing pavement thickness
of 3 ½ inches and underlying aggregate base thickness of 8 inches.
This portion of Stinson Boulevard is categorized as a Municipal State Aid route with an Annual
Average Daily Traffic of approximately 500 vehicles per day. Heavy vehicle traffic along this
segment is considered typical.
7
Proposed Improvements
Overview
The total project area includes approximately 2.0 miles of proposed street improvements across
four distinct project areas. The proposed improvements include varying degrees of pavement
resurfacing and spot curb repair as well as water utility, sanitary sewer, and storm sewer
improvements.
Due to varying property types and proposed improvements across project areas, staff prepared
a virtual informational presentation in lieu of a traditional in-person project open house. The
presentation was uploaded to the project website in August 2022 and invitations to view the
presentation were mailed to residents and property owners in each project area. The
presentation included a project overview and additional information on the proposed
improvements, construction process, special assessments, and tentative schedule. A project
questionnaire was included with the mailed invitation to encourage resident feedback and
proactively coordinate with residents on future construction. Staff will compile resident feedback
and address any comments and concerns in the final design as is feasible.
Staff has also conducted a Living Streets evaluation of the project area and will address the findings
as feasible in the design of the project. The worksheet has been included as Figure E of the
appendices.
In July 2022, Resolution No. 2022-83 was adopted by City Council to initiate the 2023 Street
Rehabilitation Project No. ST2023-01 and prepare a preliminary report, plans, and specifications.
Pavement Improvements
Proposed pavement improvements are
determined based upon several factors
including the current pavement condition, last
major roadway maintenance, and the need for
coordinated utility improvements. The two
pavement rehabilitation methods presented
for this project are full-depth reclamation (FDR)
and mill & overlay.
Full-depth reclamation grinds and reduces the
existing pavement to aggregate for in-place
reuse in the roadway base. Mill & overlay
Exhibit 1. Full-depth pavement reclamation.
preserves some of the existing pavement,
partially grinding and removing the pavement to a specified depth. In both instances, new asphalt is
then installed to match the existing roadway conditions.
To verify existing conditions and evaluate underlying soil conditions, geotechnical exploration was
performed by Braun Intertec in each project location.
8
In addition to the pavement rehabilitation methods described, each project location would also
receive spot replacement of severely damaged or heaved concrete curb & gutter as well as
miscellaneous utility improvements.
Cheri Lane Ï Fillmore Street
Construction records and pavement cores along
Cheri Lane and Fillmore Street indicate an existing
pavement thickness of 4 ½ to 6 inches and
rd
aggregate base thickness of 3 to 8 inches. The 53
Avenue connection to Trunk Highway 65 was found
to have an existing pavement thickness of 6 inches
with a 8-inch thick underlying aggregate base.
Current pavement distress patterns are consistent
with typical signs of surface-level wear and indicate
no significant deterioration of the roadway base.
Findings from the geotechnical exploration
Exhibit 2. Cheri Lane north of Menards Entrance.
performed by Braun Intertec indicate a subgrade of
sand to silty sand, which provide a suitable sub-base
for pavement construction.
Based upon the existing roadway sections, current pavement distresses, and underlying soil
conditions, staff recommends a 2Ò mill and pavement overlay across all street segments in this project
location. It is anticipated that a pavement mill and resurfacing should result in a pavement surface
lasting 20 years or more. It should be noted that reflective cracking from the remaining existing
pavement is to be expected after such milling and resurfacing. This distressing cannot be controlled
without a full reconstruction of the roadway segment.
Great Northern Industrial Center
Construction records and pavement cores
st
along 51 Way and the East Service Drive
indicate existing pavement thicknesses
ranging from 6 to 8 inches with underlying
aggregate base thicknesses of 6 to 8 inches.
Present pavement distresses, as visible in
Exhibit 3, indicate a top-down wear of the
existing surface. Localized rutting is also
present at the two entrances to the industrial
st
center at 51 Way and the Service Drive.
Geotechnical exploration of the area indicates
Exhibit 3. East River Rd Service Drive looking south.
an underlying subgrade material of silty sand
9
to clayey sand. This material is expected to provide a suitable base for the proposed pavement
improvements and does not require wide-spread soil correction.
Based on the existing conditions presented above, staff recommends a standard local roadway
pavement rehabilitation consisting of a 2Ò mill and pavement overlay. To address pavement rutting at
st
the entrances along 51 Way and the Service Drive, staff recommend a supplementary 3.5Ò mill and
pavement overlay in these locations.
East River Road West Service Drive
Construction records and pavement cores
along the corridor indicate a pavement
thickness of 3 to 4 inches and underlying
aggregate base thickness of 4 to 8 inches.
Current pavement distresses, as seen in
Exhibit 4, indicate a greater deterioration
that is consistent with a pavement of this
age. Additionally, severe fatigue cracking
indicate potential failures in the
underlying aggregate base.
Exhibit 4. East River Rd E Service Drive looking south.
Geotechnical exploration along the
corridor indicates a subgrade soil ranging
from sand to silty sand. This material is expected to provide a suitable base for the proposed
pavement improvements and does not require additional soil correction.
To address the deteriorating pavement and aggregate base conditions along the corridor, staff
recommend a full-depth reclamation and pavement rehabilitation. The fortified reclaimed aggregate
base section would be capped with a 3.5Ò bituminous pavement section, installed in two lifts and
consistent with the CityÔs typical urban roadway section.
Stinson Boulevard
Construction records and pavement cores along
the segment indicate a pavement thickness of 5
to 5 ½ inches with an underlying aggregate base
of 8 inches.
The existing pavement exhibits early-stage
cracking (thermal cracking) and surface
deterioration that is consistent with the age of the
pavement and does not suggest any faults in the
underlying base and subgrade material.
Exhibit 5. Stinson Boulevard looking south.
The geotechnical exploration performed in the
area indicates an in-situ subgrade material
10
ranging from sand to silty sand. This material is expected to provide a suitable base for the
proposed pavement improvements and does not require subgrade correction.
From the conditions presented above, staff recommends a pavement rehabilitation consisting of
a 2Ò mill and pavement overlay. As the roadway is located along the common border between
Fridley and Mounds View, staff is suggesting a cost-share of the proposed pavement
improvements.
Shared-Use Bituminous Trail (Stinson Boulevard)
In addition to the pavement
improvements proposed along Stinson
Boulevard (known in Mounds View as
Pleasant View Drive), discussions
between staff and the City of Mounds
View are currently taking place to
evaluate the feasibility of a shared-use
bituminous trail along the corridor.
The incorporation of the trail would
fulfil goals in the CityÔs Comprehensive
Plan and Active Transportation Plan,
serving as a vital connection to existing
Exhibit 6. Example shared-use bituminous trail.
City and County pedestrian facilities at
rd
73 Avenue and Osborne Road (County Road I).
Staff of both cities are recommending design by the City of Fridley through a forthcoming joint
powers agreement. Based upon the presence of additional driveways and side-street crossings
along the Fridley side of the corridor, staff are recommending a shared-use trail option along
the Mounds View side of the corridor. A summary of the currently proposed trail improvements
and alternatives can be found in Figure E of the Appendices.
Similar to the proposed pavement improvements, staff is suggesting sharing in the cost of such
improvement. It should be noted that the recommended concept does not have a bearing on
special assessments or feasibility of other proposed improvements, therefore, the addition of
the shared-use path is not integral to this report and project authorization for elements that
would be subject to special assessments.
11
Water Utility Improvements
Cheri Lane Ï Fillmore Street
In conjunction with the pavement
improvements in the project area, proposed
improvements to the water utility system will
include the removal and replacement of two fire
hydrants along Cheri Lane and Fillmore Street.
These hydrants have been identified by Public
Works staff for replacement due to their age
and reduced utility. Hydrant assembly
replacement would occur in the location of the
existing hydrants and would additionally include
the replacement of the hydrant gate valve and
lead to the existing water main.
Exhibit 6. Fire hydrant assembly replacement.
Great Northern Industrial Center
Proposed water utility improvements will include the removal and replacement of 11 fire
hydrants assemblies along the Service Drive. These hydrants were identified by Public Works
staff for replacement due to their age and reduced utility. Hydrant assembly replacement would
occur in the location of the existing hydrants and would additionally include the replacement of
the hydrant gate valve and lead to the existing water main.
East River Road West Service Drive
Staff have identified a need for distribution system improvements along the portion of watermain
from the Georgetown Apartments north to Island Park Drive. The need for system improvements in
this area are motivated by historic main breaks, existing infrastructure location, and the opportunity
for system redundancy. The existing 12-inch main that currently feeds this portion of the system from
the north has no in-place redundancy, presenting the potential for large service outages in the event
of a break. Located beneath the shoulder of East River Road and a high-pressure gas main, access for
maintenance and repairs to the existing line is also limited.
Staff are recommending multiple improvements to the distribution system in this area, including the
potential relocation of this portion of main and new system junctions at 5691 East River Road or
Island Park Drive for added redundancy. The proposed system improvements are still in discussion,
and are currently complicated by limited right-of-way, private utility conflicts, and coordination with
adjacent governing agencies (MnDOT, Anoka County). Staff will evaluate multiple improvement
strategies to develop a comprehensive improvement plan for the area.
12
Stinson Boulevard
There are currently no proposed water utility improvements in the Stinson Boulevard project area in
addition to those performed concurrently with other improvements. No severe defects to the existing
main and system appurtenances were identified by Public Works staff in this project location. Water
system appurtenances, including gate valves, located within the pavement improvement area will be
either replaced or reset as part of the street improvement operations.
Sanitary Sewer Improvements
There are currently no proposed improvements to the sanitary sewer system in any project
locations in addition to those performed concurrently with other improvements.
Public Works staff evaluated the existing main, structures, and system facilities and did not
identify any sever defects. Manhole castings and other facilities located in the pavement
improvement area will either be replaced or reset as part of the street improvement operations.
In coordination with the project, staff will provide inspection service on resident laterals to
identify severe root intrusion at the main connection. Property owners have been notified and
may coordinate with the Sewer Division to complete a video inspection of the service line.
Excavations to repair and clean service laterals with severe root intrusions are born by the
property owner, per City Code.
Storm Sewer Improvements
Proposed improvements to the existing storm sewer system across all project areas will include
the spot replacement of severely damaged or heaved concrete curb & gutter as well as
replacement of existing catch basin and manhole castings in poor condition. Storm sewer
surface facilities, including catch basins and manhole castings, located in curb replacements or
pavement improvement areas shall be readjusted
Private Utility Coordination
The proposed project scope will be provided to private utilities in an effort to coordinate system
repairs and upgrades with the upcoming project construction. At this time, no private utilities
have provided notification of upcoming upgrades or repairs in the proposed project area.
13
Estimated Costs
The project cost is estimated to be $1,288,200. This estimate includes a 5% contingency for
project engineering and administrative services. All costs expressed within this report are
preliminary but are expected to stay within the budgeted amount. An itemized breakdown of
estimated project costs can be found on Figure B of the Appendices.
Funding Sources
Street and utility rehabilitation projects are typically funded through a combination of funding
sources, including Minnesota State Aid System (MSAS) funding, utility enterprise funds, and
special assessments. Costs associated with the street rehabilitation work are subject to special
assessment; utility work is not proposed to be subject to special assessment. The preliminary
project budget as follows can be found in Figure C of the Appendices.
Street Rehabilitation Funding
The estimated cost of $767,000 for proposed pavement improvements will be funded using
monies from special assessments to benefitting properties and the CityÔs MSAS account. The
City will assess adjacent residential properties in accordance with its major street maintenance
policy for local streets. Furthermore, benefitting non-residential properties will be assessed in
accordance with the major street maintenance policy by method of front footage or parcel area.
In total, these assessments will provide approximately $532,000 based on the full project scope
and is currently only included for the proposed rehabilitated street segments. The following
assessments are based on past history as applied by Council policies for Low Density Residential
(single family, duplex) and Non-Low Density Residential (high density residential, commercial)
properties. Using these past methods of calculating assessments, and considering our
preliminary project budget, staff has estimated Low Density Residential assessments of
approximately $3,000 and $3,700 per unit along Fillmore Street and Stinson Boulevard,
respectively. Preliminary Non-Low Density Residential assessment rates are estimated at $37.36
and $43.60 per front footage along Cheri Lane and the Great Northern Industrial Center project
areas, respectively, and $6,200 and $5,000 per acre for applicable parcels along the East River
Road West Service Drive and Great Northern Industrial Center project areas. Variances in these
assessment rates can be attributed to varying proposed improvements, roadway sections, and
assessment distribution methods used across project areas.
The remaining balance of approximately $235,000 for proposed pavement improvements will be
reimbursed from the CityÔs Minnesota State Aid System account.
Construction of a shared-use path along Stinson Boulevard would be funded by the Capital
Investment Program funding for Trail and Sidewalk Upgrades and ADA Upgrades, and shared
with the City of Mounds View, as the benefit is provided to both communities.
14
Water Utility Improvements
The estimated cost of $387,000 for water main distribution systemimprovements will be funded
using monies from the Water Utility Fund. In 2023, $875,000 in funding is identified within the CIP as
a capital expenditure. Note that thesebudgeted water utility funds will be shared with improvements
rd
included in the 53 Avenue Trail and Walk Improvement Project No. ST2023-21.
Sanitary Sewer Improvements
The estimated cost of $20,000 for maintaining the sanitary sewer collection system will be
funded using monies from the Sewer Fund. In 2023, $50,000 in funding is identified with in the
CIP as a capital expenditure. These budgeted funds will be shared with improvements included
rd
in the 53 Avenue Trail and Walk Improvement Project.
Storm Sewer Improvements
The estimated cost of $115,000 for storm sewer improvements will be funded using monies
from the Storm Water Fund. In 2023, $115,000 in funding is identified with in the CIP as a capital
expenditure.
Construction
Construction sequencing will include access considerations for all properties. Minor exceptions
to this may include critical construction items including asphalt and concrete construction, which
is most likely to occur during weekday daytime hours. For all street segments, the project will be
phased in a manner to best preserve access. Similarly, minor disruptions to utility services may
occur during the project but this will be limited to several hours at most.
In order to provide the best access and eliminate conflicts between contractors the project is
proposed to start in May and conclude by September.
15
Appendices
16
Figure A Ï Project Area Map
17
Figure B - Opinion of Probable Cost
2023 STREET REHABILITATION PROJECT
PROJECT NO. ST2023-01
CITY OF FRIDLEY, MN
12/13/2022
MnDOT UNIT TOTAL ESTIMATED
ITEM NO.DESCRIPTIONNOTESUNITTOTAL AMOUNT
SPEC NO.PRICEQUANTITY
Part A - Streets
12021.501MobilizationLS$83,000.001$83,000.00
22104.503Sawing Bituminous Pavement (Full Depth)LF$3.001705$5,113.50
32105.607Common Excavation (P) (Excess Reclaim)CY$25.00314$7,850.00
42112.519Subgrade Preparation (P)RDST$600.0010.78$6,468.00
52215.504Full Depth Reclamation (P)SY$2.503221$8,052.50
62232.504Mill Bituminous Surface (2.0" Depth)SY$1.5031525$47,287.50
72232.504Mill Bituminous Surface (3.5" Depth)SY$4.003508$14,032.00
82331.603Bituminous Joint Saw & SealLF$3.00743$2,229.00
92357.506Bituminous Material For Tack CoatGAL$4.003560$14,238.00
102360.509Type SP 9.5 Wearing Course Mix (3,C)TON$95.004740$450,252.50
112360.509Type Sp 12.5 Non Wearing Course Mix (3,C)TON$90.00742$66,780.00
122563.601Traffic ControlLS$14,250.001$14,250.00
132582.5034" Solid Line PaintLF$0.50862$431.00
142582.5034" Broken Line PaintLF$0.505074$2,537.00
152582.5034" Solid Double Line PaintLF$1.001065$1,065.00
162582.50324" Solid Line PaintLF$5.0050$250.00
172582.518Pavement Message PaintSF$10.00681$6,810.00
Part A - Streets - SUBTOTAL
$730,646.00
5% ENG/ADMIN
$36,532.30
Part A - Streets - TOTAL
$767,178.30
Part B- Sanitary Sewer
182506.602Adjust Existing Frame and Ring Casting (Sanitary)EA$750.0025$18,750.00
Part B- Sanitary Sewer - SUBTOTAL
$18,750.00
5% ENG/ADMIN
$937.50
Part B- Sanitary Sewer - TOTAL
$19,687.50
Part C - Storm Sewer
192104.503Remove Concrete Curb & Gutter (Spot Replacement)LF$8.001385$11,076.00
202104.504Remove Bituminous Driveway PavementSY$9.0060$540.00
212104.504Remove Concrete PavementSY$20.0030$600.00
222104.504Remove Concrete WalkSY$20.0010$200.00
232360.5043" Bituminous Driveway W/ 6" Class 5 AggregateSY$60.0060$3,600.00
242506.602Adjust Existing Frame and Ring Casting (Storm)EA$750.0019$13,875.00
252521.5184" Concrete WalkSF$25.0090$2,250.00
262531.503Concrete Curb & Gutter Design B618LF$35.001385$48,457.50
272531.5046" Concrete Driveway PavementSY$100.0030$3,000.00
282573.502Storm Drain Inlet ProtectionEA$200.0033$6,600.00
292574.507Common Topsoil BorrowCY$50.0078$3,900.00
302574.508Fertilizer Type 3LB$2.0045$89.00
312575.505SeedingAC$5,000.000.14$675.00
322575.508Seed Mixture 25-151LB$5.0017$82.50
332575.508Hydraulic Bonded Fiber MatrixLB$4.00432$1,728.00
34SPECIALRepair/Replace Pet Fence Irrigation SystemLS$12,500.001$12,500.00
Part C - Storm Sewer - SUBTOTAL
$109,173.00
5% ENG/ADMIN
$5,458.65
Part C - Storm Sewer - TOTAL
$114,631.65
Figure B - Opinion of Probable Cost
2023 STREET REHABILITATION PROJECT
PROJECT NO. ST2023-01
CITY OF FRIDLEY, MN
12/13/2022
MnDOT UNIT TOTAL ESTIMATED
ITEM NO.DESCRIPTIONNOTESUNITTOTAL AMOUNT
SPEC NO.PRICEQUANTITY
Part D - Water
352021.501MobilizationLS$10,000.001$10,000.00
362104.502Remove Hydrant And Gate ValveEA$2,500.0014$35,000.00
372104.502Remove Gate Valve And BoxEA$500.003$1,500.00
382104.502Remove Gate Valve BoxEA$400.003$1,200.00
392104.503Remove WatermainLF$30.00209$6,270.00
402104.503Remove Concrete Curb & GutterLF$8.0075$600.00
412104.504Remove Bituminous PavementSY$9.0099$891.00
422105.503Abandon Watermain In-Place (Sand Fill)LF$20.00665$13,300.00
432360.6043" Bituminous Driveway W/6" Class 5 AggregateSY$60.0099$5,940.00
442504.602Hydrant with 6" Gate Valve AssemblyEA$7,500.0014$105,000.00
452504.602Connect To Existing Watermain (Includes Excavation Pit)EA$2,000.003$6,000.00
462504.6026" Gate Valve & BoxEA$3,500.005$17,500.00
472504.6028" Gate Valve & BoxEA$4,500.001$4,500.00
482504.60212" Gate Valve BoxEA$1,500.003$4,500.00
492504.602Adjust Gate Valve & Box (Water)EA$500.0017$8,250.00
502504.6036" Watermain Ductile Iron Watermain, Class 52LF$115.00154$17,710.00
512504.6038" Watermain Ductile Iron Watermain, Class 52LF$115.0030$3,450.00
522504.608FittingsLB$15.001223$18,345.00
532505.603F&I 8" Watermain FPVC (Directional Bore Installation)LF$150.00665$99,750.00
542531.503Concrete Curb & Gutter Design B618LF$35.0075$2,625.00
552563.601Traffic ControlLS$5,000.001$5,000.00
562574.507Common Topsoil BorrowCY$50.0015$750.00
572574.508Fertilizer Type 3LB$2.005$10.00
582575.505SeedingACRE$5,000.000.01$50.00
592575.508Seed Mixture 25-151LB$5.005$25.00
602575.508Rolled Erosion Prevention Category 20SY$3.0040$120.00
Part D - Water - SUBTOTAL
$368,286.00
5% ENG/ADMIN
$18,414.30
Part D - Water - TOTAL
$386,700.30
GRAND TOTAL (A+B+C+D)
$1,288,197.75
Figure C - Funding Sources 12/13/2022
ST2023-01 Street Rehabilitation Project CRL
Estimated
Construction2022 Budgeted
No.DescriptionAmountAmount
1Special Assessments*$531,980.00$660,000.00
2Water Fund$386,700.00$500,000.00
3Sanitary Sewer Fund$19,690.00$20,000.00
4Storm Water Fund$114,630.00$115,000.00
5MSA Funding$235,200.00$443,000.00
Grand Total$1,288,200.00$1,738,000.00
Special Assessment Breakdown
Assessments (Cheri Ln - Fillmore St)
LDR Single Family4.5x$ $13,500.003,000.00=
Non-LDR Commercial 1978x=$ $73,900.0037.36
Cheri Ln - Fillmore St Total$87,400.00
Assessments (Northern Industrial)
Non-LDR Commercial (Front Footage)3232x$ $140,920.0043.60=
Non-LDR Commercial (Area/Acre)19.936,209.23x=$ $123,750.00
Northern Industrial Total`$264,670.00
Assessments (East River Road West Service Drive)
Non-LDR Commercial (Area/Acre)22.0424,972.78x=$ $109,610.00
ERR W Service Drive Total$109,610.00
Assessments (Stinson Boulevard)
LDR Single Family193,700.00x=$ $70,300.00
Stinson Boulevard Total$70,300.00
Assessment Grand Total$531,980.00
*Note that Special Assessments amounts are a calculated need for Estimated Amount, based
on the project scope and
ect estimate, and the Budgeted Amount is calculated based on the proj
property information.
Figure D Ï Project Schedule
The tentative schedule for this project is as follows:
PRELIMINARY ACTIVITIES
Virtual Project Presentation: August 2022
Neighborhood Informational Meeting (Stinson) November 15, 2022
Preliminary Assessment Hearing: January 9, 2022
DESIGN AND SUBMITTALS
Agency Submittals Complete: February 2023
Design Completed: February 2023
LETTING, AWARD, AND CONSTRUCTION
Resolution Advertising for Bids: March 2023
First Advertisement for Bids: March 2023
Bid Letting: April 2023
Contract Award: April 2023
Begin Construction (earliest): May 2023
Complete Construction (deadline): September 2023
FINAL ACTIVITIES
Final Assessment Hearing: October 2023
Certified Assessment Roll Complete: November 2023
Note: subsequent activities may be influenced by changes in schedule of previous activities.
21
Figure E Ï Living Streets Worksheet
Project Narrative
1) Project Information:
The 2023 Street Rehabilitation Project is composed of four project locations across the City of
Fridley. The proposed project scope includes pavement rehabilitation and miscellaneous utility
improvements across project locations.
Cheri Ln
RD
o 53 AVENUE from T.H. 65 to CHERI LN
RD
o CHERI LANE from 680Ô N OF 53 AVE to FILLMORE STREET
RD
o FILLMORE STREET from CHERI LN to 53 AVE
Stinson Blvd
rd
o 73 Avenue to Osborne Rd
East River Rd West Service Dr
o East River Road West Service Dr from southern termini to northern termini
Great Northern Industrial Center
ST
o 51 WAY from EAST RIVER RD to INDUSTRIAL BLVD
ST
o EAST RIVER RD E SERVICE DRIVE from 51 WAY to NORTH TERMINI
2) Roadway Jurisdiction:
City of Fridley
3) Project Name:
2023 Street Rehabilitation Project No. ST2023-01
4) Project Manager:
Brandon Brodhag
5) Is the project area, or streets it intersects, referenced in any of the following plans or
studies:
CityÔs Active Transportation Plan
Safe Routes to School Plan (Hayes, North Park, Stevenson, Fridley Middle)
Roadway Corridor Study (ex: East River Road corridor study, TH 47/65 corridor study)
Transit Overlay District
Fridley Parks Master Plan
22
Local Water Management Plan
Metropolitan CouncilÔs Regional Bicycle Transportation Network
Stormwater Retrofit Analysis
Other:
6)If so, how does the plan reference Living Street components within the project area or
streets it intersects?
Active Transportation Plan
The Mississippi River Trail (MRT) parallels East River Rd W Service Dr
Cheri Ln is listed as a street designated for trails/sidewalks in the Active Transportation
Plan
East River Road Corridor Study
th
Shows the East River Rd West Service Dr intersecting with the new 57 Aveneue
Bridge
Transit Overlay District
Shows the East River Rd West Service Rd Dr being replaced with a new parkway to the
west.
Existing Conditions
7)Describe existing and projected modal volumes, if available:
See feasibility study
VolumesExistingProjected (Year)
Average Daily Traffic
Pedestrian Counts
Bicycle Counts
Truck Volumes
Transit Volumes
Speed Conditions
8)Detail crash data, if available, and known conflict locations:
23
a. Do crashes tend to be between certain modes?
No
b. Are there known conflict points between specific modes?
No
9) Who are the users of the project area and through what mode do they travel?
Cheri Ln
o This roadway provides access to a commercial area (Menards) as well as a
residential neighborhood. A 72-unit apartment complex is also located
immediately off the roadway.
Stinson Blvd
o This roadway is primarily used by the immediate residential neighborhood. The
rd
route provides a connection between existing trails on 73 Avenue and Osborne
Rd.
East River Rd W Service Dr
o This roadway serves residents of a multi-family housing complex and assisted
living facility immediately off the roadway. The MRT is located immediately
adjacent to the roadway and receives a large amount of foot and bicycle traffic.
Great Northern Industrial Center
This roadway provides access to a commercial and industrial area.
10) How does the existing area accommodate different modes travelling north-south and/or
east-west? Are additional routes needed?
Cheri Ln
o Sidewalk approaches Cheri Ln from the south and west but terminates at the
roadway with a pedestrian ramp. The pedestrian ramp does not have a
connection to the east.
Stinson Blvd
rd
o This roadway intersects with trails on 73 Avenue and Osborne Rd. A
designated trail is provided on Central Avenue approximately ½ mile to the
west and a designated sidewalk is located on Silver Lake Rd approximately ½
mile to the east.
East River Rd W Service Dr
o The MRT is located immediately adjacent to the roadway.
Great Northern Industrial Center
This roadway does not provide designated opportunities for the
commercial/industrial area.
24
11) Are there any problematic or dangerous pedestrian crossings in the area? How can those
crossings be addressed? If so, do they comply with the Local Road Research Board
Uncontrolled Pedestrian Crosswalk Reference Guide?
Cheri Ln
o Yes, the existing sidewalk terminates at an unconnected pedestrian ramp.
Stinson Blvd
o Yes, there is an unconnected pedestrian ramp on the northside of Osborne Rd. If
sidewalk or trail facilities are installed on Stinson,
East River Rd W Service Dr
o No
Great Northern Industrial Center
o No
12) Describe any public transit facilities along the project area:
Cheri Ln
o None
Stinson Blvd
o None
East River Rd W Service Dr
o There is a connection from the roadway to a sheltered stop via the MRT
Great Northern Industrial Center
o None
13) Describe any significant destinations along the routes or for which the project area is a
connector (schools, parks, libraries, Civic Campus, commercial corridors):
Cheri Ln
o None
Stinson Blvd
o Provides connection to Spring Lake as well as near Flanery Park
East River Rd W Service Dr
o None
Great Northern Industrial Center
None
14) Are there areas of identified speeding or other dangerous driving? How can these areas
be addressed?
No
15) Describe any barriers to pedestrian/bicyclist movement in the project area. How can
these barriers be addressed?
25
Cheri Ln
o None
Stinson Blvd
o None
East River Rd W Service Dr
o None
Great Northern Industrial Center
o None
16) Are there known water quality or quantity concern in the project area or downstream of
the project area?
Cheri Ln
o No
Stinson Blvd
o No
East River Rd W Service Dr
o No
Great Northern Industrial Center
o No
17) How does the existing area manage stormwater? How can stormwater management be
improved?
Cheri Ln
o Runoff is directed to MnDOT ponds
Stinson Blvd
o Stormsewer system directs water to Central Ave and eventually Rice Creek.
Opportunities to narrow the roadway would become more difficult due to the
amount of coordination with residential neighborhoods.
East River Rd W Service Dr
o Stormsewer system directs water to Mississippi River
Great Northern Industrial Center
o Stormsewer system directs water to Mississippi River
18) Describe the existing landscaping. Any opportunities for enhanced vegetation or water
conservation?
Cheri Ln
o The roadway is bordered by the 694 service road on the west/north side and a
mixture of commercial/residential on the east/southside. There are diseased ash
trees in front of the multi-family property as well as along Stinson.
Stinson Blvd
o The roadway is bordered by residential lawn.
26
East River Rd W Service Dr
o The current roadway includes the MRT on the eastside and turf grass with some
trees located within the Georgetown property on the westside.
Great Northern Industrial Center
o A large number of trees were planted here in 2017; however, they did not
survive. This is mapped within the highest heat classification within
MetroTransitÔs Extreme Heat Vulnerability Tool.
19) Mark any Living Streets components exist in the project and on streets that it intersects?
X Trails, sidewalks, and on-street, striped bike lanes
_____ Median islands
_____ Accessible pedestrian signals
_____ Curb extensions/bump outs
_____ Narrower travel lanes/road diets
_____ Speed limits and other traffic calming improvements
_____ Safe crossing facilities, including pavement markings
_____ Safe and effective lighting
_____ Diverse tree plantings
_____ Stormwater management
_____ Pollinator-friendly/water efficient landscaping
_____ Bike racks
_____ Benches
_____ Water fountains
_____ Waste receptacles
_____ Public art
_____ Other components as determined based on latest and best ÑLiving StreetsÒ standards
20) Are there any areas that are Ñunder-litÒ?
No
21) Describe any user needs/challenges along the project corridor that you have observed or
been informed of:
27
None
Proposed Conditions:
1) What public engagement has been done or is planned related to Living Streets
components?
Project outreach performed through project webpage.
2) What modes does the proposed facility accommodate?
Primarily vehicular with potential new pedestrian and bicycle access on Stinson Boulevard.
The MRT is in close proximity to the project area. Care should be taken during construction
scheduling to minimize the impact on MRT users.
3) How does the proposed facility accommodate different modes north-south and/or east-
west?
North-south trail being considered on Stinson Boulevard.
4) How does the proposed facility assist different modes in reaching significant
destinations?
rd
Proposed trail on Stinson connects trails on 73 Avenue and Osborne Road to provide
direct connection to Spring Lake.
5) Does the proposed landscaping enhance the urban forest or promote pollinator
habitat/water-efficient landscaping?
No; however additional landscaping within the Great Northern Industrial Center should be
considered as well as removal and replacement of ash trees on Cheri Ln.
6) Does the proposed project improve any identified water quality or quantity concerns
within or downstream of the project area?
No
7) Does the proposed project remediate any design challenges that prevent
pedestrian/bicyclist movement?
No, but design changes to the pedestrian ramp on Cheri Ln could be considered.
8) Provide an alternative cross section that was considered, list trade-offs associated with
alternative cross-section:
28
9) If Living Streets components are not included, mark and explain which exception under
the Living Streets policy is the motivation to not include the components:
_____ The project involves a transportation system on which certain modes and users are
prohibited either by law or significant safety reasons.
_____ The street jurisdiction (Anoka County of the State of Minnesota for non-city streets) refuses
suggested plans.
__X___ The cost of accommodation is excessively disproportionate to the need or probable use.
_____ The corridor has severe topographic, environmental, historic or natural resource
constraints.
_____ There is a well-documented absence of current and future need.
_____ Other exceptions are allowed when recommended by the Public Works, Building &
Community Standards, Parks and Recreation, and Police and Fire departments, and approved by
the City Council.
29
Figure F Ï Typical Roadway Sections
Cheri Lane
Fillmore Street
rd
53 Avenue
30
st
51 Way
East River Road East Service Drive
31
East River Road West Service Drive
Stinson Boulevard
32
MEMORANDUM
Public Works Department
Streets • Parks • Water • Sewer • Stormwater • Fleet • Facilities • Forestry•Engineering
Date:12/12/2022
To:Wally Wysopal, City Manager
From:James Kosluchar, Public Works Director
Brandon Brodhag, Assistant City Engineer
Carl Lind, Graduate Engineer
RE:Stinson Blvd/Pleasant View Drive Trail Improvement Options Summary
Staff have been working with the City of Mounds View for the City’s upcoming 2023 Street
rd
Rehabilitation Project No. 2023-01, which includes Stinson Blvd/Pleasant View Drive from 73
Avenue/County Road H2 to Osborne Road/County Road I.
In conjunction with the proposed street and utility improvements along the corridor, staff
coordinated with the City of Mounds View on the potential addition of a 10-foot-wide shared-use
bituminous trail along the east side of the roadway. The Stinson Blvd/Pleasant View Dr corridor
rd
from 73Avenue to Osborne Road was identified by both Cities in their respective Active
Transportation and Comprehensive Plangoals as a desired connection to inter-agency trail
rd
networks, as this connection of73Avenue and Osborne Road would be, located ½ mile or more
from a multimodal connection. Originally, the City of Mounds View staff analyzed having the trail
on the street segment east of Stinson Blvd/Pleasant View Drive (Spring Lake Road)between
County Road H2 and County Road I. The existing conditions for Spring Lake Road present more
challenges for constructing the trail, including tree impacts, roadway geometrics, and trail
connections to existing facilities.
th
On November 15, the Cities of Fridley and Mounds View hosted a joint Neighborhood Meeting
for the proposed improvements along Stinson Blvd/Pleasant View Drive. This meeting
supplemented the initial virtual presentation on the 2023 Street Rehabilitation Project in August
and introduced residents along the corridor to the proposed addition of a bituminous trail along
the east side ofthe corridor. City of Fridley and Mounds View residents were able to give staff
their feedback about the potential trail addition to the corridor.
After the meeting, staff from Fridley and Mounds View met to discuss the feedback received and
the next steps with City Council from each of the representative cities. Staff looked at different
options for the corridor and created the list below.
The five options currently being evaluated include (Attached arecross-sectionsfor each option):
1.Existing Conditions –Leave As-is
2.Trail Delineation Along Existing Pavement (Mounds View Side)
3.Bituminous Shared-Use Trail on Back of Curb (Mounds View Side)
4.Bituminous Shared-Use Trail with Boulevard Separation (Mounds View Side)
5.Bituminous Shared-Use Trail on Back of Curb (Fridley Side)
Staff recommends Option 3 as the preferred option, as it provides physical separation from the
road, minimizes impact to right-of-way keeping the road/trail combination narrow, and has fewer
conflict points on the Mounds View side of the street (although the Fridley side of the street would
be feasible).
Funding for the street and trail improvements would be shared equally between the cities of
Fridley and Mounds View. The City of Fridley funding for this project is derived from several
sources including Municipal State Aid street funding, special assessments, Street Reserves – Trail
Funding, and Utility CIP. The City of Mounds View would provide winter maintenance of the trail.
The City of Mounds View City Council is supportive of the trail being constructed on the
Mounds View side of Stinson Blvd/Pleasant View Drive; they passed a supporting resolution on
December 12. Staff will begin incorporating the trail into the design of this project.
JPK/BJB/CRL
Attachments