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Home My WebLink About941177.tiff RESOLUTION RE: APPROVE STRATEGIC AND TACTICAL PLAN FOR INFRASTRUCTURE IMPROVEMENTS FROM DEPARTMENT OF PUBLIC WORKS WHEREAS, the Board of County Commissioners of Weld County, Colorado, pursuant to Colorado statute and the Weld County Home Rule Charter, is vested with the authority of administering the affairs of Weld County, Colorado, and WHEREAS, the Board has been presented with a Strategic and Tactical Plan for Infrastructure Improvements, aka the Five-Year Plan, from the Department of Public Works, dated November 1994, with terms and conditions being as stated in said plan, and WHEREAS, after review, the Board deems it advisable to approve said plan, a copy of which is attached hereto and incorporated herein by reference. NOW, THEREFORE, BE IT RESOLVED by the Board of County Commissioners of Weld County, Colorado, that the Strategic and Tactical Plan for Infrastructure Improvements, aka the Five- Year Plan, from the Department of Public Works, dated November 1994, be, and hereby is, approved. The above and foregoing Resolution was, on motion duly made and seconded, adopted by the following vote on the 28th day of November, A.D., 1994. BOARD OF COUNTY COMMISSIONERS ATTEST: it())6r (,� G%�� WELD COUNTY, QOLORADO mt vei Weld County Clerk to the Board 4, / it)/ "tzAJ I W. H. Webs er, h 'rma Deputy Clerk to the Board Dale F . Hall, ro-Tem AP D AS TO F M: EXCUSED DATE OF SIGNING (AYE) George E. Baxter EXCUSED DATE OF SIGNING (AYE) C unty Atto Constance L. Harbert ti,J I, .� l N j ./,f/ /X (Barbara J. Kirkmeyer 941177 CA/O.33 WELD COUNTY DEPARTMENT OF PUBLIC WORKS STRATEGIC & TACTICAL PLAN FOR INFRASTRUCTURE IMPROVEMENTS November 1994 941177 TABLE OF CONTENTS PAGE NO. SCOPE 1 S I'RATEGIC & TACTICAL PLAN 1 1994 ACTIVITY 2 Administration 2 Standards 2 Planning 3 Paved Roads 3 Gravel Roads 4 Bridges 4 Signs 4 Cattle Guards 5 Culverts 5 5 YEAR PLAN 6 Administration 6 Paved Roads 7 Special Projects 8 Gravel Roads 8 Bridges 9 Signs 11 Cattle Guards 11 Culverts 11 5 YEAR BUDGET PROJECTIONS 12 APPENDIX 941177 WELD COUNTY DEPARTMENT OF PUBLIC WORKS STRATEGIC & TACTICAL PLAN FOR INFRASTRUCTURE IMPROVEMENTS September 1994 As a new entity within the County's operations,the Public Works Department is evaluating the scope of its responsibilities. This Strategic and Tactical Plan was developed with an emphasis on customer service and long-term cost-effective operations. The Public Works Department is establishing new directions to meet both citizen's needs and financial constraints. This plan will guide the Public Works operation toward responsible care for the transportation infrastructure of Weld County. SCOPE The intent of the plan is to provide a five-year strategic program for the transportation infrastructure maintained by Weld County Public Works Department. Significant effort is being devoted to the evaluation of current conditions to provide a reasonably accurate prediction of what the tactical improvement program may require during the first two years of the plan. For plan years three through five, projections from the pavement management system were utilized to provide some reasonable basis for future maintenance costs, scheduled reconstructions and rehabilitative overlay projects. Transportation elements discussed in this plan includes paved roads, gravel roads, gravel roads that are candidates for paving, structurally inadequate bridges, bridges related to road improvements,traffic signs, cattle guards and culverts. STRATEGIC AND TACTICAL PLAN To achieve County and Department goals, it is critical that the Department has a written strategic and tactical plan. Beginning with the County's strategic plan,the supervisory staff added additional strategic goals through which this Department could assist in achieving the County's strategic Page 1 941171 objectives. Tactical objectives are included to provide details how the Department will perform to achieve the strategic objectives. The complete copy of the Strategic and Tactical Plan developed for the Public Works Department is included in the Appendix. The strategic and tactical plan was prepared with the full intention that annual updates will be required to maintain the overall objectives of the County. By creating a dynamic plan, we can respond to changes in the comprehensive plan, fiscal constraints and other influencing factors that are currently indeterminable. The 1995 update of this plan will respond to changes in the transportation element of the Comprehensive Plan that is currently undergoing revision. J994 ACTIVITY Administration: Consolidation of the Road&Bridge and Engineering Departments to form the Department of Public Works represents the most significant change in the administration of Public Works activities conducted by the County. The second significant activity is the actual development of this plan and the orientation of the Department employees to a total quality management philosophy. .The Department has been provided with an updated computer system,which includes the capabilities of automated drafting and design(AUTO CAD). The staff will need to gain a proficiency in the use of computers if the Department is to become and remain efficient in the future. The Department is currently involved with a complete review of departmental policies. Many revisions are being proposed which will reflect current practices and other desired revisions to improve Department's operations and our ability to coordinate with other departments and agencies. It is anticipated that the Board of County Commissioners will adopt all policies as a comprehensive document. Adoption and implementation are expected before the end of 1994. The administrative objective in 1994 is to gain momentum for the new philosophies of the organization. The reaction of the employees to the new organization, after the initial reluctance, has been positive. Various divisions are beginning to accept the team approach to problem solving. Administrative support and encouragement for new ideas that increase Department productivity is gradually being accepted. The reaction to the increased training being provided to the employees has been thus far very positive. Standards: During 1994,the Public Works Department will assess the current conditions of the transportation infrastructure. Thus far,the Department has discussed with the Board of County Commissioners some of the key building blocks for this five-year plan. The County has established a standard road cross-section for paved and unpaved surface conditions for different ranges of traffic use. The Page 2 941177 design standards for new road construction (see Figure 1) along with the maintenance policies indicated on Figure 2 have been approved by the Board. Planning: Among the key issues to be determined in 1994 is the completion of the transportation element of the County's Comprehensive Development Plan. Ten years ago the use of a Pavement Management System began in Weld County. Since then,there have been various proposals and other attempts to classify Weld County's road system into arterials, collectors, local roads or subdivision. In the updating of the Comprehensive Plan,it is imperative that the transportation elements identify arterial and collector routes that not only meet the County's needs,but also correspond with the needs of the various municipalities,adjoining counties and the State Highway System. Although completion of this task may extend early into 1995,the Transportation Element of the Comprehensive Plan will play a key roll in deciding future priorities for the planning period and beyond. Paved Roads: This year the Board authorized the Engineering staff to contract for pavement testing program. Dynamic testing methods were used in combination with extraction of core samples to determine the structural adequacy of existing pavements. A separate report has been prepared to assess the benefits and impacts of this testing program and will be submitted to the Board under separate cover. The testing program clearly indicated a need to increase the average overlay thickness from 2 inches to 3-1/2 inches if pavements were to be expected to last 20 years. In 10%of the cases, the road segments were structurally sound despite the surface distresses. These were removed from the paving list and will be addressed by routine maintenance. Thirteen percent of mileage tested in 1994 program was in need of rehabilitation or reconstruction. In most of these cases,there was lack of an aggregate base or asphaltic surface. Superimposing two additional inches of asphalt overlay on pavements in need of reconstruction is clearly not an effective use of our resources. The pavement testing program has prevented erroneous decisions on at least 23% of the road segments. At the same time,overlays on some roads have been scheduled in future years to derive maximum useful life from existing pavements. The Department will reevaluate its annual road program and make allowances for changes in the financial demands. While engineering information is critical to the construction aspect of pavement maintenance, more critical in the prioritization process is the determination of the functional classification or the service levels of various roads, i.e. arterials, collectors, etc. The transportation element of the Comprehensive Plan will define which roads are assigned to which service levels. For this reason, priorities may change in the 1995 Plan. The paving priority list in the 1995 Plan will reflect the impact of the changes made in the Comprehensive Plan. The evaluation form for prioritizing paved roads is included in the Appendix. To demonstrate effectiveness of Pavement Management System reference is made to Figure 3,which clearly suggests the overall improved condition of the County's paved system since the pavement management system was placed into use in 1985. Page 3 941177 WELD COUNTY DEPARTMENT OF PUBLIC WORKS DESIGN GUIDELINES FOR NEW ROAD CONSTRUCTION ® APPROX. DESIGN MINIMUM ROAD CURVE LANE SHOULDER AVERAGE CLASSIFICATION SPEED RADIUS WIDTH WIDTH DAILY (MPH) (FT) (FT) (FT) TRAFFIC ARTERIAL 55 1200 12 8 >1000 COLLECTOR 45 750 12 6 200-1000 LOCAL 30 300 12 4 <200 SUBDIVISION 30 300 • 12 4 100 GRAVEL ARTERIAL 55 1200 12 8 >200 GRAVEL COLLECTOR 30 300 12 4 100 GRAVEL LOCAL ® 30 300 9 0 < 100 ((``ASPHALT PAVING `L PATH SHOULDER 12' LANE WIDTH OR WIDTH OPTNL IMPROVED GRAVEL SURFACE I iii / \ � �� / ��%\/ %/ / �V \�\\��i\�i i\>\ NOTES: ® ADOPTED : MAY, 1994. ® MINIMUM STANDARDS FOR EXISTING ROADS. FIGURE 1 941177 WELD COUNTY DEPARTMENT OF PUBLIC WORKS PREFERRED ROUTINE MAINTENANCE POLICIES ROAD AVERAGE OVERALL RIDE PREFERRED CLASSIFICATION DAILY CONDITION QUALITY ROUTINE MAINTENANCE POLICY TRAFFIC NO. (ADT) (OCN) Arterial 1000 10 3 Chip Seal @ 2,7 and 12 years Collector 500 12 3 Chip Seal @ 2 and 8 years Local 200 14 4 Chip Seal @ 2 and 10 years Subdivision 100 14 4 Sand Seal @ 2 and 10 years Figure 2 941177 0 O 0 O ‘IIIIIIIII=5:C- O MIL gitiitEQ 1- liii! h- N iwTit } In to NK ry IIII`'= •'— up IiTfitLJ N : 0� 1vi'Y••i= O n N Awe N P fJ :•:'•i;� M K:;:;:;:;�`A�;�;�;_ M :P...,'Oi''•=,••JO�f!J. a Anca O n I...I IIIIIIIVI= :::3 '° :::p i::= ::; y:�$�_ :$:ii1 .e� E U \_ � E �� • � IL' ••iLV- N(V O re I I" m111 lllllll — •N IIII•: v r _ r 61) - W J :;:ii'll N00 = III10�_= K lollllli,!- !�IIiII:: `.U`I ti; = ti;ii; = :}S — .c:= n;v ::ri.�'••— W �\\`- I= M 1MFi1IFt � o ��:' , = OM \��'�!• JJ.e N :f IeM = M I I: •= M I ''''— n {;:'•'•i'•{=Nc N _ N t2 ,y.S.:4'IIQII - d IIIIr.. .�_ IiiIlOIII�U�I' m '•'.!: N M M iN- CZ Z CZ CZ CZ CZ CZ Figure 3 941177 p, rl e H oZ m \9 o g j I H - ttl a " 1 4 aet k S `� r---- _ s N % 2 sbo a ° I 3 3 j k 2 a I 4 t I o , ZTcIy O e 4 0 4 L 0 Z 2 4? I3 t " gI3 I I Figure 4 941177 Gravel Roads: The gravel road network in the county has the most significant impact on budget. Since no formal means of evaluating the condition of gravel roads was in place, a system was developed. The evaluation form is included as Appendix B2. The gathering of information and entering it into the pavement management systems is ongoing. The evaluation of data will be completed by the end of 1994. As of this date, the individual evaluation have been completed and data entry into the computer has been completed. Historical maintenance records for the last five years are currently being input. During the course of developing the evaluation chart for gravel roads, the goal of having the surface of all gravel roads replenished on a cycle of at least once every six years was established by the Board. We are attempting to use the existing pavement management system to develop a priority list. An interim report on the outcome of the development of the program for gravel roads will be provided to the Board of County Commissioners upon its completion. Bridges: For several years, Weld County has been on an extensive program to upgrade the condition of its bridge inventory. In the course of evaluating current practices, there are specific problems with the 'longevity of the steel sheeting and piling used in the bridge abutments. Accelerated corrosion is evident when the steel members are subjected to frequent fluctuations in the water surface level. It is reasonable to expect a bridge to have a minimum useful life of 50 years. The methods and materials used to construct Weld County bridges, historically yielded a useful life of 35 years. To meet strategic objectives, it is necessary to overcome this problem. The transition to the use of concrete abutments and encasement of the steel piling has begun. The guardrail system now being used represents the proposed County standard. Refer to Figure 4. Signs: In 1994, the Federal Highway Administration issued a major revision of Chapter 6 of the Manual Uniform Traffic Control Devices, which deals with traffic controls for road construction and maintenance operations. These revisions adopted by the State of Colorado are now the standards. The County is making the transition to the new standards in the shortest amount of time possible. Budgetary constraints and other factors make it impossible to fully comply immediately with such major revision to this portion of the manual. The County needs to upgrade the quality of reflective sheeting used in sign manufacturing to high intensity materials. This is particularly important on regulatory signs such as stop, yield, etc. At last report the Federal Mandate to convert to metric standard has been delayed. The financial Page 4 941177 impact of conversion to the metric standard has not been assessed. If the law is ever enacted, a period of adjustment will be required to make to the transition. Cattle Guards: The County is responsible for approximately 255 cattle guard installations on County-maintained roadways. The last inventory was taken in 1985. The Department has initiated a program to inventory and evaluate the condition of cattle guards. A copy of the evaluation form developed for this purpose is included in the Appendix. It is our intention to complete the inventory and evaluation process in 1994. Culverts: The cleaning and replacement of drainage culverts on County roads are a major part of our annual work effort. Drainage culverts are cleaned and replaced if necessary. The single greatest problem with culverts is the accelerated corrosion caused by the high alkaline soillwater conditions particularly in the southern part of the County. Under some conditions, galvanized steel pipe has been replaced in as little as seven years. It is reasonable to expect a culvert to last at least 40 years. The Department has already begun using alternate materials such as aluminized steel and plastic pipe. In the irrigated portion of the County, where the weeds along ditchlines and road banks are burned each spring, it is not practical to consider the installation of plastic culverts. A transition to aluminized steel is being made. There is a clear need to seek out technological advances in culvert manufacturing to determine what materials could best provide a long life culverts given our adverse soil conditions. The Department has also experienced some road failures caused by the collapse of culverts. To remedy this situation,the specification for corrugated steel pipe has been changed to require gages (thicknesses)that are adequate to sustain highway loads. In combination with this,the Department employees are more cognizant of the need to provide the minimum amount of protective cover required to meet the manufacturers specifications for installation. Page 5 941177 5 YEAR PLAN Administration: The most significant change in the Department's budget request for 1995 will be for training of new employees. The goal for 1995 is to have all employees of the Department trained in the practical use of total quality management techniques. Additionally,job skills and customer service training for all employees, utilizing in-house resources and consultants, is also the goal of the Department. By the end 1995, each Division supervisor will develop a specialized training program for new employees,this program will follow the general orientation program for county employees and must 'be completed before a new employee is placed on the job. During the course of evaluating budgetary impacts over the planning period, clearly the past method of accounting for job costs was sadly inadequate. This became most apparent when the cost of labor in projected budgets far exceeded the budgeted amount for salaries of hourly employees. It is recognized that some full-time employees contribute a significant amount of their time toward the paving program. The lack of accountability and inadequate job cost accounting systems is obvious. The highest priority for the Department is to quickly gain a true perspective of the operational costs, particularly,the costs associated with the construction programs. In the 1996 budget submittal the salary account for hourly employees will be removed from the traditional "Other Public Works" accounts and distributed through the various divisions. This will make each supervisor responsible and accountable for the operational costs of their division and a proper allocation of their available resources. The job cost accounting program through which the Department proposes to account for project `costs may require up to two years to acquire and use before reliable data can be obtained. Definitely, an updated pavement management system is needed to maintain data that is sufficiently accurate to allow rational decisions to be made by the Board for the most cost-effective means of improving or maintaining a section of pavement. It would also be desirable to secure work management software that manages customer complaints, schedules routine work and tracks response time and costs. We anticipate that an updated pavement management system and some means of providing for job cost accounting will be developed or at least be available to the Department by the end of 1994. The acquisition or incorporation of a true work management software will depend upon available funding and the ability of a software package to interface with the County's computer network. An objective for 1994 is to replace the existing employee evaluation forms with a performance review system that encourages employee development. Equally important in the development of a performance-based review system is the training of supervisory personnel to properly utilize the system. In 1995,the Department will complete this task and reevaluate the effectiveness of the new review system. Page 6 941177 Since the five-year plan is rather aggressive in terms of gravel road maintenance, road improvements and thick gravel applications to heavily used roads, it is important the County has the ability to supply gravel and materials to support the programs. An evaluation was made of the gravel mining operations and reserves that the County currently has. Based on 1994 production demands,the Materials Division supplies approximately 450,000 tons annually to the other divisions in support of construction and maintenance operations. An evaluation of stockpiles and in situ materials indicate that the county currently has approximately 34 years of reserves. Since some gravel mining operations are under lease,there are uncertainties in the accuracy of these numbers. There are also some County gravel mining operations that have limited remaining life. Included as Appendices D1 and D2 is are summaries of the status of all County gravel mining operations along with a location map. Paved Roads: The existing Pavement Management System establishes priority lists solely based on Average Daily Traffic(ADT)counts. By utilizing the existing software, it is possible to establish priorities based on the functional service levels,i.e.,: arterials, collectors,etc. Once an appropriate classification is determined for each road segment,it may behoove the Board of County Commissioners to reassess whether pavement classification in combination with ADT and other factors should be used to establish the priorities for road improvement projects. The transition into an updated Pavement Management System should provide the data necessary to consider other factors such as, pavement age, structural stability, and project cost effectiveness. The engineering staff was challenged to complete sufficient information regarding priorities for the two-year plan to guarantee a higher degree of accuracy in predicting budgets. This work has been completed and the results appear in Exhibits 1 to 5. Maintaining accurate information on traffic counts and pavement evaluations is a routine task that is critical to the pavement management process. This basic data, in combination with the acquisition of a new pavement management software system,can greatly improve the accuracy of the predictions required to project budgetary needs for pavement maintenance five years into the future. Our goal is to have the new software system operational by the end of 1994. Funding for a pavement testing and evaluation program is included as a part of each annual budget through the planning period. This will enable the engineering staff to develop a data base on each segment of County road. The availability of this information insures that the pavement overlay thicknesses and designs will accommodate changes in soil conditions and subgrade types that vary over the length of each road segment. The information will allow the gradual development of a data bank of information that can be used to judge pavement performance over time. The benefits of the testing program conducted in 1994 are addressed in a separate report titled "Pavement Testing and Evaluation 1994". The reports are included herein as Appendix E. Figures 5 to 9 provide the current priority lists for paving projects through the two-year planning period. For 1997 to 1999 changes in the priority lists were anticipated; therefore, specific roads for . new paving projects were not listed. The current priority list for new paving projects is included herein as Figure 10. Page 7 941177 1995 PAVING PROJECTS ROAD LOCATION MILES THICKNESS TONS JESTED OVERLAY'S " RD 1 RD 20.5 - 1500' S. HWY 119 1.22 4" 3,850 * _ RD 136 HERFORD TO RD 89 4.31 4" 13,300' RD 20 RD 7 TO 1-25 FRONTAGE 0.97 4" 3,200 RD 23 RD 24 RD TO RD 28 2.53 4" 7,900 " RD 70 RD 37 TO HWY 85 0.69 4" 2,300 RD 31 RD 16 TO HWY 52 1.5 4" 4,800 RD 44 HWY 85 TO RD 39 2.88 4" 9,300 RD 66 RD 43 TO RD 45 1 3" 2,400 ,RD 19.5 RD 34 TO RD 38 2.03 3" 5,000 • SUB TOTAL , 17.13 52,050 RECONSTRUCTION RD 120 RD 79 TO RD 81 0.99 3" 2,400 * RD 59 RD 46 TO HWY 34 3.63 3" 7,200 " - SUB TOTAL 4.62 9,600 NEW PAVING ROADS 32,43,30 RD 39 TO RD 49 6 3" 14,400 RD 47 RD 54 TO HWY 34 1 3" 2,400 RD 41 RD 8 TO HWY 52 2.54 3" 6,100 RD 388 _ HWY 37 TO RD 59 3 3" 7,200 RD 61 HWY 34 TO RD 388 2 3" 4,800 SUB TOTAL 14.54 34,900 TOTAL 36.29 96,550 NOTE: *INDICATES ROAD HAS BEEN TESTED Figure 5 • 941177 1996 PAYING PROJECTS ROAD LOCATION MILES THICKNESS TONS TESTED OVERLAY'S RD 15 RD 44 TO HWY 60 1.97 4" 6,200 RD 16 RD 73 TO RD 79 3.03 4" 9,500 RD 17 JOHNSTOWN TO RD 52 1.77 4" 5,750 * RD 46 RD57 TO RD 59 1.01 4" 4,000 * RD 51 HWY 392 TO HWY 263 3.47 4" 11,000 * RD 4 HWY 85 TO RD 27 0.34 4" 1,150 RD 7 RD 2.5 TO RD 6 1.52 4" 4,800 RD 16 RD 71 TO RD 73 1 3" 2,400 * RD 16 RD 63 TO RD 65 1 4" 3,200 * RD17 RD 52 TO RD 54 1 4" 3,200 * RD 41 HWY 52 TO RD 20 3.48 3" 8,350 " RD 63 RD 16 TO RD16.5 0.5 2.5" 1,100 * SUB TOTAL 20.09 60,650 RECONSTRUCTION RD 59 RD 46 TO RD 50 2 3" 4,800 * RD 51 HWY 392 TO RD 74 3 3" 7,200 * __ SUB TOTAL 5 12,000 NEW PAVING RD 34 RD 17 TO RD 19 1 3" 2,400 RD 76 RD 15 TO HWY 257 1 3" 2,400 RD 10 RD 27 TO RD31 2 3" 4,800 RD 34 RD 49 TO RD 53 2 3" 4,800 RD 126 RD 23 TO CARR 1.3 3" 3,100 RD 12 RD 3 TO RD 5 1 3" 2,400 RD 50 RD 49 TO RD53 2 3" 4,800 SUB TOTAL. 10.3 24,700 TOTAL 35.39 97,350 NOTE: •INDICATES THAT ROAD HAS BEEN TESTED Figure 6 941177 1997 PAVING PROJECTS ROAD LOCATION MILES THICKNESS TONS TESTED 4- OVERLAY'S . RD 35 RD 44 TO HWY 85 0.99 4" 3200 RD 32 PLATTEVILLE TO RD 31 2.38 3.5" 6300 * RD 62 RD 41 TO RD 49 4.02 4" 12600 RD 21 HWY 392 TO RD 74 3.19 2" 5200 * RD 120 RD 81 TO RD 87 3 4" 9500 * RD 1 HWY 66 TO RD 32 1.02 4" 3250 * RD 23 RD 66 TO HWY 392 0.99 4" 3100 * SUB TOTAL 15.59 43150 RECONSTRUCTION RD 19 HWY 60 TO RD 44.5 1.5 3" 3600 * RD 53 RD 48.5 TO RD 46.5 1 3" 2400 * SUB TOTAL 2.5 6000 NEW PAVING 11.5 25000 TOTAL 28.59 74150 NOTE: *INDICATES ROAD HAS BEEN TESTED Figure 7 • • 941177 1998 PAVING PROJECTS ROAD LOCATION MILES THICKNESS TONS TESTED OVERLAY'S RD 29 RD 76 TO HWY 14 3 2" 5,100 * RD 76 RD 37 TO RD 39 0.94 4" 3,200 RD 86 RD 37.28 TO RD 43 2.74 4" 8,700 RD 88 HWY 85 TO RD 35 0.7 4" 2,300 RD 32 RD 31 TO RD 35 2 4" 6,400 ' RD 39 HWY 392 TO RD 72.5 2.5 2" '4,100 ' RD 45 BEECH ST. TO RD 8.5 1 3" 2,400 • RD 45 RD 6.5 TO RD 2 2.5 3" 6,000 ' RD 1 RD 32 RD TO RD 38 2 4" 3,200 * SUB TOTAL 17.38 41,400 RECONSTRUCTION RD 45 RD 6.5 TO RD 8.5 1 3" 2,400 * RD 1 RD 32.5 TO RD34.5 1 3" 2,400 ' RD 5 HWY 66 TO RD34 2 3" 4,800 * SUB TOTAL 4 9,600 NEW PAVING 9 25,000 TOTAL 30 76,000 Figure 8 1999 PAVING PROJECTS ROAD LOCATION MILES THICKNESS TONS TESTED OVERLAY'S RD 37 RD 84 TO RD 86 1 2" 1,650 ' RD 76 RD 33 TO RD 37 2 2.5" 4,000 ' RD51 HWY263TOHWY392 3 4" 9,500 • RD 58 HWY 37 TO RD 47.5 2.5 2.5" 5,000 RD 22 HWY 85 TO RD 35 4.23 2" 6,900 RD 76 RD 27 TO RD 29 1 4" 3,200 RD 38 RD 19.5 TO RD 17 1.5 3.5" 4,200 • RD 41 RD 20 TO RD 28 4 1.5" 5,000 • SUB TOTAL 19.23 39,450 RECONSTRUCTION RD 15 RD 74 TO RD 76 1 3" 2,400 -- NEW PAVING 9 25,000 TOTAL 35.93 I 69,050 NOTE: 'INDICATES THAT ROAD HAS BEEN TESTED. Figure 9 941177 NEW PAVING PRIORITY LIST PRIORITY LOCATION MILES 1995 1 ROAD 32,43,30 FROM RD 39 TO RD 49 6 2 ROAD 47 FROM HWY 34 TO RD 54 1 3 ROAD 41 FROM HWY 52 TO RD 8 2.54 4 ROAD 388 FROM RD 59 TO HWY 37 3 5 ROAD 61 FROM RD 388 TO HWY 34 2 SUBTOTAL 14.54 1996 6 ROAD 34 FROM RD 17 TO RD 19 1 7 ROAD 76 FROM RD 15 TO HWY 257 1 8 ROAD 10 FROM RD 27 TO RD 31 2 9 ROAD 34 FROM RD 49 TO RD 53 2 10 ROAD f26 FROM HWY 85 TO RD CARR 1.3 11 ROAD 12 FROM RD 3 TO RD 5 1 12 ROAD 50 FROM RD 49 TO RD 53 2 SUBTOTAL 10.3 FUTURE YEARS 13 ROAD 31&6 FROM RD 27 TO RD 4 3 14 ROAD 53 FROM HWY 263 TO HWY 392 3.5 15 ROAD 12 FROM RD 29 TO RD 31 1 16 ROAD 39 FROM HWY 14 TO RD 90 4 17 ROAD 50 FROM 1-25 TO RD 17 4 18 ROAD 126 FROM 1-25 TO CARR 3.7 19 ROAD 19 FROM HWY 52 TO RD 10 1.5 20 ROAD 15 FROM RD 74 TO RD 72 1 21 ROAD 36 FROM RD 23 TO HWY 85 1.5 22 ROAD 23 FROM RD 32.5 TO RD 36 1.5 • TOTAL 49.54 Figure 10 941177 Special Projects: Each year the County participates in the funding of projects that are mutually beneficial to the County and to the municipalities or other entities involved. A list of special projects that are anticipated as of the date of this printing is included on Figure 11. The costs associated with each project are shown in the same figure. While we can provide for future budget projection on known projects, we cannot predict what projects may develop in the future. Therefore, in the budget projections that follow,an annual allowance of$100,000 is made to provide funding for these types of projects. Any unused funds in the budget would be expended on other road improvements within the same budget year. Special projects funded by nondepartmental funds are also included on Figure 11 along with the identified funding source. These projects are included in the budget projections; however they represent zero cost in the actual Department budget and are included for information purposes only. Gravel Roads: The objective for development of a formal gravel road maintenance program is to insure that replenishment of the gravel surface is provided for on a regular schedule to all roads in the system. In the past, complaints were received when certain gravel roads in an area received attention and others were neglected. Based on road usage and other factors,it has been determined by the Board of County Commissioners that a goal in the Department will be to replenish the gravel surface on all roads at least once every six years. The average performance of the Department over the last five years indicate that gravel replenishing has been accomplished at the rate of 450 miles a year. A cycle of once every six years is a reasonable expectation. The Department must not overlook the fact that increased activity on certain local roads will require certain roads be treated more frequently than the scheduled six-year program will provide. To accommodate these needs, the Department plans to initiate new directions for the contract gravel haul program. Traditionally, the contract gravel haul budget provides for transport of gravel for maintenance purposes into the southeastern portion of the County. These funds may be better utilized by shortening the travel distance for the contractor. In the past, approximately 45 miles was improved annually by the contract hauling funds. In the future, if the contracted services are used to haul short distances, it is estimated that approximately 75 miles of gravel road improvements could be accomplished each year. Since the annual need of special problem roads require approximately 75 miles of improvements, it appears that the Department can meet the needs of both aspects of the gravel road maintenance program without an impact on the budget. The Department's goal is to divide the County into six areas that will become the target of the annual graveling program-each in rotation. As past maintenance history continues to be input into the pavement management system, it is our expectation that the transition into cyclic program can be accomplished by 1998. Previously,gravel road improvements were scattered throughout the County based on some distribution determined by department personnel. While this distribution responded to specific requests and needs, it lacked the ability to insure that all roads within the County would Page 8 941177 SPECIAL PROJECTS LOCATION YEAR COST ($) GREELEY 4 TH ST. 59TH AVE WEST 95 8,280 20 TH ST , WEST OF 59TH AVE 95 2,146 35TH AVE FROM "F" ST TO "C" ST 95 3,894 "C" STREET W. 23RD AVE. 95 6,746 "C" STREET E. 35TH AVE. 95 3,373 96TH AVE. N. OF POUDRE RIVER 95 433 20TH ST, EAST OF 1ST AVE 95 8,096 83RD AVE, NORTH OF 10TH ST 95 933 1ST. AVE. SOUTH OF 28TH ST. 95 6,955 "F" ST, NORTH OF 35TH AVE 94 23,357 59TH AVE 94 29,377 EVANS 37TH STREET 95 49,000 LASALLE R.R. BYPASS ENG. 95 5,000 MILLIKEN ROAD 21 ? 25,000 DACONA RD 15 SOUTH HWY 52 ? 66,750 MEAD ROAD ROAD 34 & ROAD 7 ? 50,000 LOCHBUIE ROAD 37 95 35,540 ERIE ROAD 3 ? 220,000 BOULDER COUNTY ROAD 1 95 5,625 WINDSOR WALNUT STREET 94 55,000 FUNDED PROJECTS LANDFILL FUNDS RD7 FROM RD8TOHWY52 95 151,000 RD 27.5, LANDFILL 95 364,000 STATE FUNDED 392 PROJECT 95 800,000 :special.dd Figure 11 941177 receive a gravel application at least on some minimum basis. By proposing this revision to the graveling program, our objective is to provide a regular regraveling cycle for every road in the County. The current standard for routine gravel replenishment is 625 tons per mile of roadway. Based on need, some roads may receive more or less based on actual usage, the number of years since last gravel application or other factors. Two new programs are being introduced in this plan. Beginning with the 1995 budget, the Department will attempt to provide programs for thick applications of gravel on roads that receive a high percentage of truck traffic. The second program being developed is the application of road stabilization liquids. With a secondary benefit of dust control,these products increase the ability of the gravel road to sustain heavy traffic and/or truck loads. Road stabilization products are applied in a liquid form and blended into the top six to eight inches of existing road material using various mechanized processes. Larimer and Yuma counties have utilized road stabilization materials for the past several years. A review of several projects in these counties indicates that mad stabilization product may be a promising solution to correcting unstable conditions on gravel roads. The Department is proposing to use these materials on roads where asphalt pavement would eventually be placed. The cost of applying and blending road stabilization products into existing gravel roads is relatively low. With follow up testing on the performance of these products we hope that their use can reduce the subsequent costs of paving. Performance testing of the stabilized roads will be conducted in 1995 before this program is proposed for continued use. Refer to Figure 12 for priority list. In evaluating maintenance alternatives, it is apparent that the quantity of gravel applied to replenish the traveling surfaces of the graveled roads was less than adequate for structural support for the heavy trucks or traffic conditions that some roads are subjected to. For this reason,the Department is initiating a program to provide for thick applications of gravel on these road segments. In particular, we are referring to WCR 390 that accommodates truck traffic. The priority list for this program is identified as Figure 13. The current traffic volumes are not sufficient to warrant paving. Hopefully, maintenance activity on this road can be reduced if the gravel thickness is structurally adequate to support the traffic. The result of this program also warrants evaluation in 1995 to determine if the objectives are met. Bridges: The design practices used previously have been evaluated. In the future, the Public Works Department will design and build bridges that are capable of sustaining a sufficiency rating of 50 or greater over a 50-year useful life with a minimum of maintenance and rehabilitation. By 1999,the program outlined herein will eliminate all bridges that have a current sufficiency rating of less than 48. Currently, fifteen(15)bridges are rated structurally deficient by virtue of the fact that they have received repetitive asphaltic overlays. In 1995,the Department 1 will mill the excess asphalt material from the decks of these bridges thereby eliminating the excessive weight that is the cause of a low sufficiency rating. A reasonable thickness of asphaltic wearing course will be applied to provide a new wearing surface. Page 9 941177 PRIORITY LIST FOR STABILIZED BASE ROADS Ranking • Location Miles 1 WCR 388 & 61 from WCR 59 to WCR 61 bridge 2.0 2 WCR 34 between WCR 49 and WCR 53 - 2.0 3 WCR 23 & 36 between WCR 32.5 and HWY 85 3.0 4 WCR 12 between WCR 3 and WCR 5 1.0 5 WCR 50 between WCR 49 and WCR 59 5.0 6 WCR 31 & 6 between WCR 4 and WCR 27 3.0 7 WCR 53 between Hwy 263 and Hwy 392 3.5 8 WCR 12 between WCR 29 and WCR 31 1.0 • 9 WCR 39 between Hwy 14 and WCR 90 4.0 10 WCR 50 between I-25 and WCR 17 4.0 11 WCR 126 between I-25 and Carr 3.7 12 WCR 19 between Hwy 52 and WCR 10 1.5 13 WCR 15 between WCR 72 and WCR 74 1.0 14 WCR 29 between WCR 2 and WCR 2.5 .50 TOTAL 35.20 Figure 12 PRIORITY LIST FOR GRAVEL ROAD IMPROVEMENTS (THICK GRAVEL APPLICATIONS) Ranking Location Miles 1 WCR 390 between Hwy 14 and WCR 136 25 2 WCR 396 between Hwy 34 and I-76 9 3 WCR 120 between Hwy 85 and WCR 55 13 4 WCR 53 between WCR 120 and WCR 122 1 5 WCR 120 between WCR 55 and WCR 77 11 TOTAL 59 Figure 13 7 941177 Over the five-year planning period, ten bridges are scheduled each year for replacement. This represents a 50%reduction and the number of bridges constructed annually in prior years. While it is extremely difficult to predict bridge deterioration, an evaluation was made of the impact that the proposed five year bridge replacement plan would have on the County's bridge system. In 1994, the average sufficiency rating of all county bridges is 87.1%. In 1995, the combination of scheduled bridge replacements,contracted bridge projects and the elimination of excessive asphalt on 15 bridges would increase the average rating by 3.7%. By 1999, the average sufficiency rating would increase to 94.4%. Figure 14 indicates the progression of the average sufficiency rating over the planning period. Bridges that require replacement or major rehabilitation, which are associated with roads identified in the road improvement portion of this plan, will be constructed or repaired prior to any road improvement. The priority list for bridge improvements is based on factors such as planned improvements to the associated roadway and the structural sufficiency rating. The lower the sufficiency rating, the higher the priority with the other factors considered. Figures 15a and 15b identify those bridges scheduled for replacement within the five-year planning period. Contracted bridge projects beyond 1995 are subject to funding availability and approval by outside agencies. The locations of the bridge projects for each of the five planning years are noted on Figures 16 through 20. Contracted bridge projects which depend on approval of grant funding applications are not included in the figures. While the Department anticipates approval of three applications in the 1996 construction season, only one project has thus far been identified for 1997. See Figures 15a and 15b. As the biennial bridge inspections are made, new projects will undoubtedly come to the forefront. By the end of 1995,the County will have completed replacement of all major bridge structures that have a construction cost over$1,000,000. WELD COUNTY J3RIDGE CONDITIONS BASED ON 5 YEAR REPLACEMENT PLAN 1994 1995 1996 1927 1998 1922 87.1% 90.8% 91.8% 92.7% 93.6% 94.4% Sufficiency values given are averaged values based on replacement of bridges that on the 5-year replacement schedule. It was assumed after replacement those bridges would have a sufficiency rating of 100%. Figure 14 Page 10 . ) r. 941177 2 YEAR BRIDGE REPLACEMENT PLAN 1995 1996 BRIDGE LOCATION BRIDGE LOCATION 35/54A-C-21 Greeley 28/25A-C-32 Platteville 54/27A-C-23 Greeley 51/78A-C-34 Galeton 43/42A-C-31 Evans 37/70A-C-37 Lucerne 24.5/7A-S-34 Mead 31/84A-C-37 Ault 56/59A-S-49 Kersey 39/46A-C-37 LaSalle 23/6B-S-33 Wattenburg 96/63A-S-36 Briggsdale 76/15A-C-94 Severence 41/48B-C-39 Evans 50/57A-C-78 Kersey 46/5A-C-40 Johnstown 7/18A-S-83 Evanston 8/9A-C-40 Dacono 20.5/5A-S-80 Firestone 43/54A-C-35 Evans *23/74A-C-53 Severence *33/86A-C-37 Pierce *32.5/21A-S-64 Platteville *23/6B-S-34 Wattenburg *32.5/21B-S-51 Platteville *31/68A-C-41 Greeley *18/25A-S-49 Ft. Lupton *50/67A-S-48 Hardin *64/39A-S-26 Evans BRIDGE IDENTIFICATION CODE: * 87/ 40 A - C - 418 Sufficiency rating Stream(S) or Canal (C) First(A), Second(B), etc. bridge north or east of road intersection Intersecting road.number Road number on which bridge is located Contracted contruction Figure 15a • 941177 3 - 5 YEAR BRIDGE REPLACEMENT PLAN 1997 1998 1999 BRIDGE LOCATION BRIDGE LOCATION BRIDGE LOCATION 33/78A-C-37 Eaton 50/47C-C-42 Kersey 7/46A-C-46 Johnstown 56.5/43A-C-41 Garden City 35/66A-C-41 Greeley 53/66A-C-47 Gill 17/22A-C-38 Firestone 51/72A-S-42 Galeton 59/16A-C-47 Keensburg 17/22B-C-38 Firestone 49/70A-C-42 Galeton 4/41A-C-47 Lochbouie 15/2A-S-40 Wattenburg 80/91A-S-43 Briggsdale 11/16B-C-47 Evanston 76/45A-C-41 Eaton 39/80.5A-C-44 Eaton 68.5/13A-C-48 Windsor 80.5/37A-C-41 Eaton 47/68B-C-46 Lucerne 37/106A-S-49 Nunn 84/21A-C-40 Pierce 3/14A-C-46 Erie 16/13A-C-49 Evanston 31/68A-C-40 Lucerne 39/90A-S-45 Hudson 19/82A-C-48 Severence 2/47A-S-48 Hudson 126/19A-S-47 Carr 87/40A-C-48 Roggin *51/78A-C-34 Galeton BRIDGE IDENTIFICATION CODE: * 87/ 40 A - C - 48 • Sufficiency rating tream(S) or Canal (C) First(A), Second(B), etc. bridge north or east of road intersection Intersecting road number Road number on which bridge is located Contracted contruction Figure 15b :replacel.fc 941177 r n ' o m m m m m m , T, 1-1° i 1 - it 2 MME Lu tt iyart. .11110 nlls� F l , o , i , auliao/r �Be'� mama ■■ a ' ,la� ■ a. i l dinhiW i ,: aQ■Q!!fi■AO col y- . . 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V f0 m• • N il I an , � ,■ flan an■a■ i : v eaaaa■*arri i�aa �i°a �■a■■o■o ku � fo .pitman ,__1: .altp aaa• E p is■■■_ 0 • Opip _t , • cd ]C;i I p musrenallak ■ a:;.• EWA la WM inaril,GSl6 .1 pi III; 0 I;,; r }lIN)aun•i4 Ai RV d�~' , m O I�P^IIIX1Nlk ■ al .. 0 QirM 0illtllllYlf !■e■■am■■I■. . ■■ CT Olin ! iH • rail. 6■■■ml�■.rsa.r■ . ,L I - a ■oar cm Li or so�aaa■■■nall a�aaOa ra■a•a�ea ' ' it 0 agr■afmf a■ a ■■ . . • AIM ■Q■ . - , , w aabar'- ■. ■a murk , � � ■aa■■ a■areas___ . 09_.■ i .. I■■ ■■m.aveuw a , -� ••` ariarn !q■��qq aitrJC 4fl I 1• • • .: I t l I : uua ■maO.e■e pilaff. 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'.aaa a ae■ am;m aaaa ■ mesi.:, 4M-Fiyrd lm an■■■a; ai!a aar znamentamiraa li peeimp s aanarlrsa■ib s�.�Wirtalearw� � + ,o■ . ,■aaar alas■ ariar alampoa■a..aa'"L'apas twr�skLAM��+ � .,�AARaRRRi r 5 _ it 'aa aaamie MOBaaan aQ■■aaa>t atiap a aarZa ni5a� 'area a` r■■�r'0 a Gas aa= ea" apa liar late diaaaa!aa!•Sso.�!►... 1., e4Wtialluto na ■■■!eaa■iakiN, • anaalaa wMasa■■a maaammar/faaaa a�'��lilaaclela&lic s:,a'ea tileV a= an_ is O2,4cla"Jr'+at ga!?+6eaiaQ Q■® b■k iflE9e�yaaS�arl4 oILUI►",�'f1Ay►" Qa17 � r� �:f+iefi a! ■IOnalaraa ■■■>rail`l aiellaV!iiay..t I ■ lhIna cr4`.[t alaaar " ■ e r as®a ■a7.ill:hr 9'�IiknI0NSae�'1.'Es''�'a%:_�iir�ial`IINrI r j'g. iami6l I a6 libel® I 4Rala0aV daara►nirar:`&ai1 tiaa'rtaisi ;�aaaiai ''a.'..�'�. ...t,� iN , ba■ u int 'slg.ciiA 1. • S s R a:esiaaaapraa@poaaaE■zafcaQ>.va� a► r5 ,d>i'iaTEL �F.IfSa�°"�`'NCiZxQEf\�1' �crsa�' �.ary 0aa9asacaaareeumimp rmaima a7f;3maut mocetP9i0ItoA - � � glem:•a �y : Qrae'aalearnmmaa■Qan ■aw@49 ospitsmi'��lsena rate ee zs �r alallalYa.v `� !! tlr= '� e�faa≥!aaaoecs!saaa a:�aaa�pgac�r�ayk�a,vi+I�,r4b�aat ��!r��4+d�»!n dal■p rr...��;a >t Ir rtgnor5 :a I•r9■aa■I ziagy ■a■ .'.,� um"tuallrl�+rrra lsa `"h eize eg s I E.Narnormi sonea mismaarae ■o .�aa!wel-�ovioas :i� :sommu sppismospoeva1s a • '�_ rose' °!Pst? i.ro etu R ia!iaolr .f ►•cr ..�gnier xl l!!axr'lraeaa eam -Ws --w-•mcm • - e■a ■ Y►MlrQ!ilniSdnii nangli�oiAm u lrune,t!dr irga ai1aaa groom ''`� ri r Ila nair: G" l % Rua= r' Malian• AIRE , aa' Figure 20 ,. LI. aiOfa:�lEafie' Q - g6. , r.larl�as`:,1:" � .. . Signs: The Public Works Department will pursue full use of its computer capabilities. Initially, obtaining software programs that will enable the Department to develop a complete inventory of road signs is important. Evaluation and replacement of regulatory signs when the levels of reflectivity are reduced below minimum standards should follow. The ability to inventory, test for reflectivity, schedule replacements,and control costs are the objectives for the Maintenance-Support Division. The Department needs to upgrade the quality of reflective sheeting used in sign manufacturing to high intensity materials. This is particularly important on regulatory signs such as stop,yield, etc. While the cost of high intensity materials is significantly higher than the engineering grade currently in use,high intensity materials retain higher reflectivities over longer periods. An evaluation of their use and cost effectiveness needs to be conducted. At last report,the Federal mandate to convert to the metric standard has been delayed. The financial impact of conversion to the metric standard has not been assessed. If the law is ever enacted, a period of adjustment will be required to make to the transition. This situation warrants continuous monitoring. An assessment of the financial impacts of this law must be completed in 1995 if we are to plan for implementation at some future date. Cattle Guards: In the long term, our objective should be to construct cattle guards which facilitate maintenance, snow removal and accommodate traffic. The Public Works Department will embark on a program to work cooperatively with the affected ranchers,the Air Force or property owners to improve cattle guards that pose a safety problem or reduce the effectiveness of personnel maintaining the roadway, especially during snow removal. Since no complete factual data is currently available, a definitive plan for upgrading this portion of our infrastructure is impossible to develop. In 1995,the present program of replacing four(4) units per year will continue. The replacement priorities can be set prior to the 1995 construction season to insure that the cattle guards that are in the worst condition are replaced first. The 1995 update to this plan will contain a formal program to improve and maintain cattle guards. By delaying the development of this portion of the plan, we can accurately assess our true needs and evaluate the reaction to policy revisions currently under consideration. Culverts: Culvert failure is due to accelerated corrosion created by the alkaline soil and water conditions, particularly in the southern part of the county, has been addressed by acquiring aluminum coated steel pipe and using plastic pipes where they are not subjected to fire damage. The interim measure of using heavy gage pipe and aluminum coatings will increase demands on our budget. In the long term, these additional costs will be offset by a reduction in the quantity of pipe currently being purchased to replace pipe that is prematurely failing. Page 11 , 941177 For the long term,the Department must focus on new technological advances particularly for pipe coating,which can protect this severe corrosive action. We envision that the decision regarding the type of material that may be installed in any particular location may involve a simple field test of the local soils and water to determine the potential for rapid corrosion. The best available technology must be used to determine the appropriate pipe material for a particular location. In our discussions with manufacturers,they indicated there are some promising advances in pipe coatings currently under evaluation. These products may be available in 1995. Clearly, the Department needs to fully assess the impact of this problem even though the permanent solution may be some years down the road. 5 YEAR BUDGET PROJECTIONS Budget Projections: The following Exhibits 1 to 5 show the budget projections through the five-year planning period. The costs per mile used in estimating these budgets along with the component costs for labor, equipment and material for selected items are detailed in the Appendix. The budget projections do not account for that portion of the budget,which is used to match in funds for major bridge projects. The intent is to keep that level of funding equal throughout the period and to make annual adjustments to accommodate grant application approval or denials. The attempt was made to stabilize the budget for infrastructure improvements around $3,550,000. This value reflects the 1994 budget funding levels and the following line items. Account No. Description 1994 Budget 11-6110 Salaries & Wages $ 420,000 11-6397 Contract Payments $1,528,105 11-6471 Asphalt& Asphalt Filler $1.600.000 TOTAL $3,548,105 The Department feels that the form of Exhibits 1 - 5 provides greater accountability for funds that were previously accounted for in only three line items. The detail provided in the Exhibits is more representative of the actual amount of work that can be accomplished with the budgeted funds. The cost data used in preparation of these budgets was gathered from previous expenditure records and represents the best information currently available. In the future, the Department expects to improve the accuracy of projections and costs by approving accountability for projects costs as well as other Department operations. The budget projections also do not include costs associated with the annual gravel road maintenance program. As discussed earlier, it is anticipated that increases in productivity and scheduling will accommodate the additional miles of gravel road maintenance activities within the present funding level. Page 12 94ii'77 Attention is called to the impact of maintenance demands in the years of 1998 and 1999. It was extremely difficult to define the amount of hourly employee' s labor that is being devoted to the various paving programs. The labor estimates, which exceed current budget levels by as much as 50% - 75%, may hold the only contingency costs included in the budget projections. The 1994 salary account for the "Other Public Works" line items is $420,000 after reorganization. Our best estimate is that approximately $120,000 of the hourly employee salary costs provides support for other divisions beyond the normal construction season. This is compensated for by the $120,000 labor costs identified in the projected budgets as support operations. Other assumptions and conditions placed on the budget projections are as follows: 1. All new construction will meet minimum standards. 2. Reconstruct roads to minimum standards. 3. Widen and gravel shoulders will be provided on resurfacing projects. 4. Upgrade all bridges and culverts prior to any paving improvement projects. 5. An allowance was made to reconstruct roads (indicated as current year) that may be identified through the testing program. 6. Costs per mile do not include costs associated with providing stone (crushed rock or gravel) or base materials through the Materials (Trucking/Mining) Division. 7. Labor cost projections are limited to hourly employees only. True labor costs remain questionable due to lack of any previous project cost accounting. Critical Factor: Do not be misled by the cost per mile indicated in the projected budgets. The cost per mile does not reflect the cost to mine, crush and truck the stone (crushed rock or gravel) that is associated with these projects. In the case of reconstruction and gravel improvements,these costs can significantly increase the true cost per mile of the construction. :infra.fc Page 13 Qd1177 EXHIBIT 1 000 O O 000M00 0 M 0 0 MONO N O o 00000000 0 000 0 0000010 o O r 0 a O a 00000000 m CO 066 g o c0dtri0 ui 100tno� M 0 o umi OOONwH W n J O N 4, O w w w m w N pp <6 O N r m M 0 rs N 0 0 0 O O m O 0 "- Q: ~ OS r V O co O ON C C') N 66 Nth W p Wf5 .. 4,w w w N 444 4, 4, w MVf Vi em 0¢H w 2 m z d0 0 m o 5 0 00 0 0 0 0 0 0 0000 a a 0 0 000000 0000 0 W G t n N 0i N a yy d MM.-.- m m 0 0 0 M n.f)M N MOO m 0 N a W 0 .-0 N 0 0 m n m 00N O a H- W re, O6 coati a: NtV(66O O 2 w 4, M M a 11.m n ANON a 4,4, 4,4,4, 4344 -44 4, 0 4, 000 00 0000)00 N O O M N 0 000 00 00o0or m01 0 M e >W 0 r-:0 66 666 00 co 0 r Y O! 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W tn0 wzomo 00 rez Now O� 4,_,500 aOQ SUmO -IO 0� i4�kr;t 00 > N et W? 4100 6W<<reee N _` QQ =Z >Z0 Jr N M ZWW<OCCWO- J S_'~ ZW ZH JWwNOWSm�, yo0to g-0 Q U , >2m Jm OH <HZCO U �O7nN0 0 O.N WiizN > W wOa a 100¢0 C z z w d a0 =0 N CL OW W J a0 � 3 0 0411'77 EXHIBIT 2 000 00 0000010 000 0 0 0 0 N. 000 00 0010000 0000 0 0 0 0 Q CO 000 66 660006 06066 6 0 0 o 0 J 0.-49 00 4949r A-69 el NMWr 0) O o 0 0 60U)r rM Q 0)100)6 A 0 0 0 M aH on 'idnri of N.NN. 0 o o N- IX O 0 A Q 10 M N A N N O C) N 0 in l-w0 V A Sr 4,r 0 NrNr w N W frg 543 49 4, w 434,4349 43 49 49 W = I- m 00 0 n 0 00 000000 0000 0 . o 0 000000 0000 0 O hN O)Cl< d lrr 6 W 0 ow M M I.- 0 MM N 00100 N W 0 tot N00)0A0 a ct 10 MW 6c4N S' w a w A H w w w w r w 49 0 U 060 60 00060- O O M O 0 N 000 00 0 0 10 Q O r 0000 0 O W 000 000 666466 6066 10 b O J Q (0 of f 00C 00 000N00 0 10 0 0 00n0 0 0 w 00 00 0 0 0 10 O N 0000 0 O N 646 66 66r:666 N N A N O 0 N Or43 00 wwtt U) M00 0 0 cbg J O W O r Yo N W O)A Q 0 0 C O or (0 CI r N �0Q r LO Q. 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O m a d Et, U1 F 0~a' Q N y ow K O s O . yzQ w 2 F M U 7 O a cm ,Q =Z W G2JN ' W w a 5K 0 O m J 0.D f I- 0 O F 9411,n EXHIBIT 4 000 00 000000 0000 0 0 000 O O O r O N 0 O) 0000 a O O a an J OM W 6 G.Ot700 fpNNN O6 0O OO O N 00 4Awnwtn mind.- <U) am 0 r O A V) .11.-.-0 0 0 0 Or f OM O N V f t 0 D) f0 n f7 N N O O f W tQ.7 ON W^ 0 b n(700 en N a (0 ei ma-5c w w w w w WwHw w w w W O 2 Z w w m K O O ma n O O 88 0 0 0 0 0 0 0000 a an Oo dN (LNV <.C CiM.-.- fb 0.0 (O w woo OO l n 0J f N 0000 N co ,-0 N f O O f(O n f O O)0)N O N tO 0) of O m Oyp�0 M V N N fD tD O Vww 43434;494349 ANON W O 040 .0 O O 000000 0000 0 W ON•O 00 Oi0O10O C) 0000 O O W •coo OO0 Oiled df70,n o n of A a O 0 O O O Op O O 0 0 O 0 0 0 0 0 2 • 000 00 000000 0000 0 0 N Q 6d6 D O Pi G O N O t D C () N O i(D n O O q Na' J OC�'1w O0 w(0 '9 wen ao)en ammo w O 0) YOF Q oo m KOW H ES W n fo(U)0 o m on n OO 0 N O r 0 W an xap n w� (9H N K COw wssw at C.)20 49 VC 00.>0 ZO DO WV.!V N 000 0 0 88 888888 0000 0000 a O a 0u.o 1.. Ofti6 00 ood000 0000 o o si J a O a 00149 w(0 69.696.46.440169 w w w O w O o Q O O 22a a' On f0•) 0)) m uj co MO . Z w.- w w w (v �Oq 0 w w QC4r �� 00 000000 0000 0 WOW W N 00 ON000CD 0000 a co F J W 66 O n O f O O n d.-66 O c i Qa ww w 0w�w n NO'G0A S a W I- U N O O V.-.t 0 Q rf w w w M w w N Sa w 00 000000 000 cl 0 0 F 00 ONO)0OA 0000 O v 2 O G O f 1 i O v i O co n n N O (i W NO 41'43(.30 moo).- w W fypp N mNr W 0 a 0). H W f00 "0 10 4 m Q 69 w W Wwq t'1 w w 00 00000n 0006 a 00 S00 ONOI0ON 0000 0p O 00 I a+CW') cianri w^WN W CO OON W KO W O pp O N m A N N r 0 (pr)N C0N w O w w r w wwr N N 5 w to w • ZO T O V Z O Z w J5mw W a20 1- co yy�1 W le-100_0¢¢ -I F O iV...-m v N O O 1 N m x I - j a Whoot° Wz0 ar N M UreKam e-20 om a tai) . � 2ZZ N gX O O w a a0 O 941177 EXHIBIT 5 000 00 0600000 000 0 0 0 0 0 0100 00 0606n0 (n o CO 0 CO 0 0 6 0 0 0 0 4 O N O A 4 N 0 O 0 O O N J 00)Cr) 00 6060Ow Cr)N Nty LO U). w 0 0 0 A QM ON6D 60. 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C) i0 I0 N A N o n w In > se w w w w se w sew ow N o w W 00 01, 0000 A 0 0 0 0 00 10 00 0 10000 1,60 O a 00 00 co A00AN C)T AO O 00 w 0 OU) A C)0 VI 61- O) OOn C] w w 0 N OD CI 01(0. N01 A 6C In CJ O 60 m YO) COON — m NON N 0 Cf 5 Na NN N wN0)w N S M S www sew sew 10 z z0 O_h co i— zIU H z co Y ODr CC Z6nw w 0-I-co 2Z° H F J QJ QJ iZ U WK 6D co'zO�m n -z0 CO 024 -' w mai QZ in co WW > LT N N N_ FOUwW mU W? -) 0. w U • Q 2Z >z'Lutz .I— .-I. rNNO n < OI'K2- �ID z W OcnOw>NJ ci.r 1111- �CO Z i_OF Q N N Um -U = UQ' WH W W~ Q 20 w CD 2 ales I- Z6n > 2'0 al a 2 a Z3� CD 0 N w a 2j 0 9411'77 INDEX TO APPENDICES Strategic & Tactical Plan Al to A5 Evaluation Charts New Paving B1 Gravel Road B2 Cattleguard B3 Per mile Cost Components Cl Estimated Costs per Mile C2 Gravel Mining Operations D1 Grave Pit Location D2 Pavement Testing & Evaluation 1994 El to E12 941177 WELD COUNTY STRATEGIC OBJECTIVES MIR DEPARTMENT OF PUBLIC WORKS BTRATEGIC .OBJECTIVES AND TACTICAL PLAN 1.1 County/Department Strategic Objective: Continue to seek involvement and input from the community of Weld County. 1.3 Department Tactical Plan: 1.3 .1 Develop customer service surveys to provide citizens an opportunity to critique existing policies and make suggestions or comments on their concerns. 1.3 .2 Provide advance notices to all citizens affected by individual construction projects; i.e. road paving, bridge construction, etc. , and request post-construction comments from affected citizens. 1.3.3 Develop a citizens handbook that provides information on the services provided by the Public Works Department. 1.3.4 Periodically disseminate letters requesting input from specific groups; i.e. civic organizations, churches, PTAs, agricultural industry, oil & gas industry, water haulers, transportation industry, etc. 1.3.5 Develop and circulate letters, informational brochures, and news articles explaining the county policies and how they impact citizens. 2.1 County Strategic Objective: Balance programs and service levels against community needs and available revenue. 2.2 Department Strategic Objective: Identify key department functions, periodically review the levels of service provided, and balance these service levels against the actual needs of the community. 2.3 Department Tactical Plan: 2.3 .1 Identify needs of the community through surveys of the citizens at- large, elected officials, civic clubs, existing boards and commissions, employees, irrigation ditch companies, etc. A-1 :STRATEGI.OBJ WELD COUNTY STRATEGIC OBJECTIVES AND IMPARTMENT OF PUBLIC WORKS STRATEGIC OBJECTIVES AND TACTICAL PLAN 2 .3.2 Identify alternative revenue sources or other resources to assist in operational and service costs. 3.1 County/Department Strategic Objective: Sustain a long-range perspective in setting fiscal, service, and development priorities. 3.2 Department Tactical Plan: 3.2.1 Develop a Two-Year, Five-Year, and Ten-Year Plan for the management of paved and unpaved roads in the county. 3.2.2 Design and build bridges that have a minimum fifty-year design life. 3 .2.3 Design and construct pavements to have a useful life of twenty years. 3.2.4 Provide staff to play an active role in the development, review and periodic evaluation of elements contained in the Comprehensive Plan. $.2.5 Establish a program to review the transportation element of the comprehensive plan every five years or at such times as it may become necessary due to a large influx of industry or development that could alter the plan. 3 .2.6 Provide customer service training for all employees to increase public awareness, improve community relations, and facilitate service response. 3.2.7 Establish standards for construction or improvement of roadways. 3.2.8 Develop road maintenance policies that will yield long-term, cost effective management of the county's road network. 3.2.9 Establish design criteria for bridges and roads that will meet planning objectives and budgetary limitations, and periodically review the criteria for effectiveness in establishing long-term goals. 3 .2.10 Provide drainage culvert installations that extend to the right-of- way limits to allow for future widening of the roadway to the standards established. A-2 941177 WELD COUNTY STRATEGIC OBJECTIVES AH2 DEPARTMENT OF PUBLIC WORKS STRATEGIC OBJECTIVES AND TACTICAL PLAN 3.2.11 Inventory and evaluate the useful life of the existing gravel mining operations and maintain a minimum of twenty years of reserves for quality gravel material. 3 .2.12 Periodically review all existing county policies. 4.1 County Strategic Objective: Develop strategies to maintain the existing economic base and promote the continued vitality of the County of Weld. 4.2 Department Strategic Objective: Maintain and improve roadways that support business and industry. 4.3 Department Tactical Plan: 4.3 .1 Increase the quality of gravel roads by providing adequate thickness of base material to sustain heavy traffic and truck use. 4.3.2 Maintain pro-active role in interdepartmental and intergovernmental agreements, i.e. land use applications, Planning Commission referrals, road maintenance/improvement agreements. 5.1 County Strategic Objective: Support activities necessary to the preservation of stable, secure, and quality living in Weld County. Attain rights-of-way for future projects. 5.2 Department Strategic Objective: 5.2 .1 Develop, implement and review road maintenance improvement policies to provide high quality, well maintained roadways throughout the county. 5.2.2 Establish and incorporate construction standards into department projects. 5.2.3 Provide for the preservation of existing rights-of-way and inquire rights-of-way that are adequate to accommodate future needs. A-3 9411'77 WELD COUNTY STRATEGIC OBJECTIVES DEPARTMENT OF PUBLIC WORKS STRATEGIC OBJECTIVES AND TACTICAL PLAN 5.3 Department Tactical Plan: 5.3 .1 Assist in the development and implementation of the county's comprehensive plan, particularly in regards to the transportation element. 5.3 .2 Develop and improve the existing pavement management system and expand management activities to all county roads. 5.3.3 Develop and evaluate means of abating dust problems associated with unpaved roadways. 5.3 .4 Incorporate in long range planning provisions to accommodate bicycle paths, trails, or greenways and make accommodations to construct inter-connecting links between municipalities or along areas identified for these purposes in the comprehensive plan. 5.3.5 Improve the safety and condition of all roads within Weld County. 6.1 County Strategic Objective: Seek out innovative methods of maintaining and financing the replacement of infrastructure components. 6.2 Department Strategic Objective: Develop long-range comprehensive strategic and tactical plans for roads and bridges that require minimum maintenance and impose minimum demands for future upgrades. 6.3 Department Tactical Plan: 6.3 .1 Develop policies and programs to recycle road/bridge materials and incorporate recycled materials into reconstruction efforts or utilize materials in other areas. 6.3.2 Seek out new and existing technology that would be beneficial to the Department. 6.3 .3 Establish periodic meetings to discuss new technology and evaluate past accomplishments and incorporate new technology to reduce costs and meet financial constraints. A-4 941177 WELD COUNTY STRATEGIC OBJECTIVES AE2 DEPARTMENT OF PUBLIC WORKS STRATEGIC OBJECTIVES AND TACTICAL PLAN 6.3.4 Develop and incorporate within the department programs to maximize the use of volunteer help available through internship programs, job shadowing programs, community and civic organizations, etc. 7.1 County Strategic Objective: Continue a high level of activity at the regional, state, and national level to insure Weld County's voice in policy decisions. 7.3 Department Tactical Plan: To provide representation and assistance with the organization, operating, and planning on committees associated with Colorado Counties Inc. , MIRSE, Colorado Department of Transportation, Regional Planning Committees, and professional organizations. A-5 :strategi.obj 941177 NE W PAVING EVALUATION CHART DATE PROJECT a n 1 HIGH MED LOW ce • COST 25% UNDER $125,000 125,000-135,000 OVER 135,000 COST PER MILE $ _ [3 2 1j ADT 30% HIGH VOLUME OF TRUCK OVER 200 100-200 0-100 3 2 1 SAFETY 30% MORE THAN 1 ACCIDENT MORE THAN 1 ACCIDENT NO ACCIDENT PER YEAR HISTORY ❑ HORIZONTAL HAZARDOUS CONDITIONS NO HAZARDS EXIST NO SAFETY PROBLEMS ❑ VERTICAL CORRECTED UPGRADE TO STANDARD TO ADDRESS ❑ HAZARDS ❑ NARROW BRIDGE ❑ ACCIDENT HISTORY I' 2 1 GEOGRAPHIC 15% l l BENEFIT 3 2 ❑IMPROVEMENT DISTRICT ❑COMPLETE LINK HEAVY TRAFFIC GENERATORS ❑ INDUSTRIAL ❑ SUBDIVISION ❑ HEAVY AG 0 SCHOOLS ❑OTHER TOTAL COMMENTS B1 • QA4ai,L GRAVEL ROAD EVALUATION CHART DATE PROJECT 3J 2 1 HIGH MED LOW ce GEOGRAPHIC 35% POPULATION/INDUSTRY SCHOOL AND/OR MAIL ROUTE OTHER ❑SCHOOLS MAIL ROUTE SCHOOLS MAIL ROUTE POPULATION/INDUSTRY 3 2 1 6 YEARS 5-3 YEARS 2-1 YEARS SCHEDULED 15% DEFAULT TO PRIORITY LAST YEAR SERVICED 1 3 2 1 SERVICABILITY 40% GRADER OPER. INPUT ❑ LOSS OF MATERIAL LOSS OF MATERIAL INCREASE IN NORMAL ❑ GRADER OPER. INPUT AND/OR INCREASE IN MFREQUENCYE MAINTENANCE ❑ AND/OR INCREASE IN MAINTENANCE MAINTENANCE FREQUENCY FREQUENCY - 3 2 11 STANDARDS 10% 3 2 1� ❑WIDENING AND/OR WIDENING AND DRAINAGE WIDENING MEETS STANDARD IMPROVEMENTS REQUIRED REQUIRED ❑ DRAINAGE IMPROVEMENTS IMPROVEMENTS REQUIRED REQUIRED ❑ SAFETY ISSUE SAFETY ISSUE TOTAL COMMENTS B2 941177 CATTLE GUARD EVALUATION CHART DATE CATTLE GUARD # 3 2 I1j z HIGH z MED LOW At c TYPE & CONDITION OF SILL 3 O CONCRETE SILL CONCRETE SILL CONCRETE 1 SILL ❑ WOOD SILL WOOD SILL WOOD SILL❑ SAFETY PIPE GRATE PIPE GRATE CONPREGE TILL PIPE GRATE SAFETY TYPE & CONDITION OF GRATE 25% 3 2 1 O CAP & 8" I BEAM OTHER CAP & 8" I BEAM ❑ PIPE & I BEAM SAFETY CAP & B" BEAM ❑ OTHER PIPE & I BEAM ❑ SAFETY GEOGRAPHIC 20% BENEFIT 3 2 1 ❑ARTERIAL ARTERIAL ❑COLLECTOR COLLECTOR ❑LANE COLLECTOR LANE OR DEAD END ROAD N LANE OR O DEAD END ROAD OR DEAD END ROAD OR DEAD END ROAD , SIZE OF GUARD 20% ❑ 5•-10' 3 2 M ❑ 5'-15' ❑ 6'-10' ❑ 6'_75. 6-10 8'-18' 5'-15' 6' 15' ❑ B'-18' 8'-24' ❑ 8'-24' TOTAL COMMENTS LENGTH_ FEET WIDTH FEET W I • LENGTH • 0 B3 • gat 1117 O 0 0 0 0 0 0 0 O O O O O 0 0 0 0 0 0 0 O O O O OC 00 oNono 4M r-: 4- 00N O OO CV V' n O0 ON OOOO 0OOO W r) OON �0hnt0 1.- N. r0 H J N t OOO � � S 5M• EA5 co O2 a a a a EA U O OOOOOOO CD CD OO N OOOOOOOO OO OO U00000066 00 oui v>it,EA 0A EA EA EA EA EA EA EA N- N H Z 0 0 O 0 0 0 0 0 0 0 O O O O 0 OOOOOOOO OO OO w J OMv ti tn0O0O0N SS SS NQ O) rNnn0no co co O W r N V M M � � 5 w Z U EA EA EA EA EA WcL cc a w w a2 U 0 O Q OOOOOOOO OO OO U rerLnZ I- OOOOOOOO OO OO OaZw z rocVr-. r000 ric'i Ooo U I- 0l. 2 Q N OO O) N 00 EA EA CID r n n N O Q Z U O) 00r OM M 00n MN EA ens. O Q Q O. Barr NNvT SS w 0 2 5 El> 601 -J m CY E U W OOO O OOOO OO OO d m OOOOOOOO OO OO N: cri , 6 ai ci ci ri 4N nn N r 00 00 00 64 64 Nr n r OO OO re 'O0O O r) CV EA O EA EA � ��E(N S a 0 W g Z0 0 ix zw U I 0 _ - Z w oe N - cc u- a U N Q 0 w w Z H O ,- e- vl- comQ No_ c_ Q (,1 J r N Z Z LL ~ -J J _ CoCL U I uj> Nv WI- tO et � Z CO 0 W0 CD 941177 000000 000000 000000 0000 000 O 000000 000000 000000 0000 000 0 MNWOW W W N W OWI.. NN W OWN V' tcriUf wW N- OW N MOMrrN O W MNrOf O (0M V r (O NMI.- M. 'V rN 0 fA r a N r V (O O Q, N (A fA C6 0 r ft eA w a ((O n w H n W e»v) n 0690 O W N M fA M a fA W (A r S 4. W a (A J_ ME O U 000000 000000 000000 0000 000 0 roovor 4664000 oiooadon NOON NON 0 ONMOSO WN WOSW V N W OSN 00690 U) (AN S CA O M r r r O CO r N NOM V 0 r C) n r 1 N IA to f`r 6969 Oi 0 Vi W V r W V V J �Or W N VS S V M (A M M M a w W ~ 7 2 F a Z K W 00 o 0 0 0 0 0 0000 0 0 0 000 0 0 0 W 00 00 W O0 OR N M a Q O ^ � 00 M W ma SS NOMNO) (ONM CO No W C) U) n rM LOO 03 r (n Mrr W H Z CA Mto � (L) O eA N N fro 5 c N W N CO MM 100 0 a Z W fA 1AO H E9a r Sp a a a N y f O. U El W EO O a 0000 000 0 N O 000 00 00 00 00 00 000q 000 o W rei 402 (nON n CAN r W Q N N r M O N O OM) IAN (O V;, C0O (A O W MOM M W N (O M O Na (A S . (p r n 6,- ‘- O o a 41M a w a N (A . N (AN N 69 619 CC W O J m w to N Z 5 N CC W >- Z O w 5 g o r W DW 2 W _ r ) w CC CC a W 00 a W _ 2OYW'J W (..) 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G J CO 0 0 S 0 0 0 0 0 0 0 O 0 0 0 0 0 0 00 I.L 0 0 0 0 0 S 0 0 N 0 a 0 co) 0 S I.L O 0 0 n 0) 0 0 n CD n rn a, v) 0 l") Q W N 4— — N CO ei W U Lu O W N N in ❑ ❑ 0 0 cNc 0 2 0 0 0 ') ')en CU In al LIJ 0 0 ~ ~ ~ ~ J mai "CC K CC K a: ¢ K el w Cl W W O O O Y Z O O Y Y Y >- >- O O Y Y OOOO wWW co 0 0 0 J J 0 0 J J J J J 0 0 J J J J J J 0 i- f- a z a o § cwu z F ❑ W < y 5 i_ i- l- a F a d z 0 w a a a z a ¢ I- ~a. F z 5 0 O 0-J O a ¢ ac K a 0 cc a uJ. cwi inco Y y z z O 0 en en ❑ Y W J aC W W S w ❑ O W .,,CC ...CC F M Y =O J COQ 0 I Y S o O (7 � 2 C F co a E a W J Y ai a W O 5 W CO (0 J Q F O I- 4- N f) Q a an m m O N ' < up to r DI 9411t7 O3 z c, C-. t cc .O 4 i ... 4 N h w e i ; h x ;\ ,�, C O o Cr) a : C. .. A LE';;;;q c4 v w • d W C9 O rn 0 0 • k h C {� N y • M4 F \\:`, ------__ W 4 x E e 3 2 x' I I w a 3 O o w I 4 l z iif ;, I . y a 44 f 04 ri C D2 941177 PAVEMENT TESTING AND EVALUATION 1994 In April 1994, the Weld County Public Works Department engaged the services of Huntington Engineering to perform dynamic testing; extract cores from pavements; determine base course thicknesses; and classify the subgrade soils on 124 miles of paved roadways. This report summarizes the test results and their impact on our Pavement Maintenance Program. DISCUSSION The roads identified for testing under this program were scheduled for overlays within the next three years. The staff had reason to doubt whether the standard two-inch overlay was the highest and best use of the County's resources on all of the road sections identified for testing. Most pavements were subject to questions because their historical performance indicated significant problems. The consultants performed Falling Weight Deflectometer(FWD)tests and coordinated that data with the information obtained from the core samples. Weld County supplied current traffic volumes along with the percentages of automobiles and trucks. The consultants provided recommended pavement overlay thicknesses using standard engineering design procedures. Included in the Appendix is the Consultants Final Report. Of the 124 miles tested, 13 miles were identified as being structurally adequate and subsequently were removed from the overlay list. Avoiding these unneeded overlays saved $390,000. Sixteen miles would have required overlays of 4 1/2 inches or more to sustain the loads imposed by the current traffic demands. Thick overlays in excess of 4 1/2 inches were determined not to be cost effective. Reconstruction or major rehabilitation would be appropriate method to improve these sections. Routine maintenance such as crack filling and chip seal will not be performed on these sections resulting in a potential savings of$160,000. On the remaining 98 miles,there were a wide variety of overlay thicknesses deemed appropriate, varying from 1 1/2 to 4 1/2 inches to meet the 20-year design life. For these pavements, the average overlay thickness increased to 3 1/2 inches as opposed to the standard 2 inches used in previous years. Table 1 lists the pavements tested and the final plan of action. While the cost per mile to provide the structural overlay increased the cost of the resurfacing program,it must be remembered that the Public Works Department has increased its standards to 20-year pavement design life. PAVEMENT PERFORMANCE Similar testing was conducted on segments of WCRs 44, 120 and 73 in 1985. To establish some comparisons regarding pavement performance, we have reevaluated some of these road segments. Following are pavement deterioration curves for four different roadways. The curves are plotted E1 941177 'using the overall condition number in each year in which the road segments were evaluated. The typical pavement deterioration curve,shown as a hatched line on each graph, illustrates what would happen to a properly constructed roadway if no maintenance was to take place. The solid line illustrates actual pavement performance. It can be readily seen that the actual overall condition tnumber for a road segment is significantly impacted by maintenance activities and original pavement .quality. WCR 73 was reconstructed to an engineered design in 1985. It can be seen that by providing chip seals in 1987 and 1992 the actual pavement performance has been good. WCR 44 was rehabilitated and overlaid to an engineered design in 1985. Chip seals were placed in 1988 and 1993 and the actual pavement performance has been good. Weld County Road 120 was constructed to an engineered design in 1984. It was chip sealed in 1988 and performed well until 1992. At that time, a combination of wet weather and heavy truck activity drove the performance curve into the poor category within one year. It should be noted that the actual pavement performance curve in 1993 was considerably below the typical deterioration curve. An overlay was required to bring the pavement condition into the good category. For WCR 136, the actual performance curve was in the poor category in 1984. This road received a thin overlay in 1987 and was chip sealed in 1989. Note that at this time, the actual performance curve is considerably below the typical deterioration curve. It will continue to drop at a fast rate until a structural overlay or a reconstruction is provided. These graphs illustrate how pavement performance can vary and how fast a pavement can deteriorate when damage occurs or overlays are not structurally adequate. The objective of pavement management is to select the most cost effective maintenance activity at the proper time to keep pavements in good condition at the least cost. It is the inventory and testing information that allows us to make those decisions properly. CONCLUSIONS & RECOMMENDATIONS The cost of road improvements will increase in the future years. Pavement testing can improve pavement performance and pay dividends by reducing life cycle costs. As a result of the testing conducted in 1994,some of the pavements originally scheduled for an overlay will now be scheduled for reconstruction in some future year by predicting its remaining useful life. Reconstruction would take place in the year the existing pavement would fall below the minimum acceptable level of quality. In the interim, the costs of routine maintenance will be eliminated. The graph titled "Weld County Road System Pavement Structural Conditions" shows how many miles of paved roads are untested, tested, or have a known construction history. We do not have a sufficient construction history on the 476 miles of untested roads to make maintenance decisions E2 941177 that keep pavements in good condition at the least cost. A summary of the action taken on each road included in the 1994 Testing Program is listed in Table 1. Based on the 1994 pavement testing program and the performance curves of the pavements. constructed in the 1985 program, the Department is confident in recommending that the pavement testing program be continued. The cost associated with conducting the pavement testing program, approximately $30,000 annually, more than offsets the savings associated with poor maintenance decisions. Certainly, pavements that are structurally adequate should not be overlaid. Likewise, pavements that are structurally inadequate should not receive thin overlays that will not perform properly. pave.fc E3 941177 APPENDIX 941177 TABLE 1 . GENERAL INFORMATION FOR EACH ROAD Page 1 F Street N. 35 West 2,176 1995 2.5"OVERLAY Rd 66A Rd. 39 Rd. 41 230 1994 4.0"OVERLAY Rd. 66B Rd. 43 Rd. 45 197 1995 3.0"OVERLAY Rd. 59 Hwy 34 Rd. 46 138 1995 RECONSTRUCTION Rd. 32 Rd 27(Front St.) Rd. 35 500 1997 3.5" OVERLAY ONE MILE REQUIRES NO OVERLAY Rd. 32A Rd. 35 Rd. 39 329 1996 3.0"OVERLAY 1996 4.0"OVERLAY Rd. 16 Rd. 73 Rd. 63 160 ONE MILE RECONSTRUCTION R. 63 Rd. 16 Rd. 17 160 1996 2.5" OVERLAY Rd. 14 1/2 Rd. 23 +1.5 mi(Ft. Lupton) 517 1994 4.0" OVERLAY R. 90 Rd. 49 Rd. 57 178 1994 3.0"OVERLAY Rd. 120 Rd. 79 Rd. 87 112 1995 RECONSTRUCTION Rd. 79 Rd. 136 Rd. 140 200 1994 4.0"OVERLAY Rd. 37 Rd. 84 Rd. 86 133 1999 2.0" OVERLAY Rd. 76 Rd. 37 Rd. 33 287 1999 2.5"OVERLAY 1996 4.0"OVERLAY Rd. 51A Hwy 263 Hwy 392 363 1/2 MILE RECONSTRUCTION Rd. 51B Hwy 392 Rd. 74 363 1996 RECONSTRUCTION Rd. 39A Rd. 68(Hwy 392) Rd. 74 632 1994 2.0" OVERLAY Rd. 31 Rd. 74 Rd. 82 82 NO STRUCTURAL DEFICIENCIES Rd. 29 Rd. 74 Rd. 82 93 1998 2.0" OVERLAY Rd. 23 Hwy 392 Rd. 60 197 1999 4.0"OVERLAY Rd. 21 Rd. 68(Hwy 392) Rd. 74 100 1997 2.0" OVERLAY Rd.70 Rd. 21 Rd. 19 161 NO STRUCTURAL DEFICIENCIES Rd. 15 Rd. 74 Rd. 76 126 2000 RECONSTRUCT Rd. 58 Rd. 53(Hwy 37) Rd. 49 236 1999 2.5"OVERLAY E4 941177 TABLE 1 . GENERAL INFORMATION FOR EACH ROAD Page 2 Rd. 53 Rd. 54 1/2 Rd.44 773 1997 ONE MILE RECONSTRUCT Rd. 46 Rd. 59 Rd. 57 319 1996 4.0" OVERLAY Rd 43A Rd. 44 Rd. 50 306 1994 2.0"OVERLAY Rd.43B Rd. 50 Rd. 54 306 1994 2.0"OVERLAY Rd. 17 Rd. 54 Rd. 48 954 1996 4.0" OVERLAY Rd. 19 Hwy 60 Rd. 44 1/2 1,620 1997 1.5 MILE RECONSTRUCT Rd. 44 Railroad Tracks R. 39 410 1995 4.0" OVERLAY NO OVERLAY NEEDED ON TWO MILES Rd. 39B Rd. 32 Rd. 40 193 1994 2.0" OVERLAY NO STRUCTURAL DEFICIENCIES Rd. 39C Rd. 32 Rd. 28 193 1994 2.0"OVERLAY Rd. 22 Railroad Crossing Rd. 31 249 1999 2.0"OVERLAY Rd. 21B Rd. 32 1/2 Rd. 34 636 1994 4.0" OVERLAY Rd. 34 Rd. 21 Rd. 19 1/2 997 1994 4.0" OVERLAY Rd. 19 1/2 Rd. 34 Rd. 38 403 1995 3.0" OVERLAY Rd. 38 Rd. 19 1/2 Rd. 17 509 1999 3.0"OVERLAY Rd. 5 Rd. 30 (Hwy 66) Rd. 34 297 1998 RECONSTRUCT Rd. 7A Rd. 14 Rd. 18 1,448 JOINT MAINTENANCE WITH RINN AREA Rd. 7B Rd. 18 Rd. 20 1/2 1,4_48_ GRAVEL PIT OWNERS Rd. 20 1/2 Rd. 7 Rd. 3 1/2 143 Rd. 7C Rd. 24 (Hwy 119) Rd 24 1/2 129 Rd. 24 Rd. 19 Rd. 13 998 1994 2.5" OVERLAY Rd. 1 Rd. 30 (Hwy 66) Rd. 38 1,179 1998 1.5 MILE RECONSTRUCT 1995 4.0"OVERLAY .75 MILES Rd. 1A Rd. 24 (Hwy 119) Rd. 20 1/2 2,000 1995 .5 MILE RECONSTRUCT Rd. 21 1/2 Rd. 28 Rd. 24 1/2 279 1994 4.0"OVERLAY Rd. 41B Rd. 28 Rd. 22 673 1999 1.5"OVERLAY Rd. 41A Rd. 22 Rd. 12 1/2 (Hwy 52) 673 1996 3.0"OVERLAY Rd. 45 Rd. 12(Hwy 52) Rd. 2 135 1998 ONE MILE RECONSTRUCT ES 41141'Y7 I IIIIIIIII I oL _J__ J _ —L _J__ J _ _L_ J _ _ 1_ — Jo N I IIIIIIIII I N • I IIIIIII I a o H—H-- + - -I-- -I— + --F- - -l— + - -I- - -i cst •I I I I I . 1 I I I N o f I I . 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COUNTY ROAD SYSTEM PAVEMENT STRUCTURAL CONDITIONS 656 TOTAL PAVED MILES 500 I,492 MILES UNTESTED 40o I I I 124 MILES TESTED L w 300 I I J 200 II / 40 MILES KNOWN HISTORY I I� 100 I I i 0A I , I El0 941177 S PI J a 2 . a w a w 2 i- ce W 0 Z M • w M • a m 0 zw >I- Q U iii /V ire W en 0 c ZOW rn H re z 0z OO 0 u.� wo W Z we.' o0 MO Or- j ZO ZO \, "'CO Wass aN.o> Z d. U e a H _.,_.____. o Z N - a 0 �► w Z T F Mu) 0 MOD co >W i w oo mzU) O IX co z o W fn OL.L0 ON DO r:C J�LLI Z COW WZ w� IXa Oz o Ire0 �O (Az O_ 2▪ 0 Nw WW I CO<i-- W 0)I J5 g?-J I-WW OW .-2O N0Q ra' N m Cnia 8 W N CO m 1V N I"'J Q a51- S31IIN .U-51- Ott--1< ait a a IIMcn O zaa E11 941177 1994 ASPHALT SUMMARY CHANGES DUE TO TESTING 50000 49749 47250 40000 0 N 3 30000 `. J O 20000 `§ 0 F 3i 10000 f3 0 ORIGINAL ESTIMATE ACTUAL TONS USED 5.29% E12 941177 mEmoRAnDum 'Ilk To Board of County C mm' sioner Date November 14, 1994 COLORADO From George Cicoff Subject: Strategic & Tactica Plan for Infrastructure Improvements On behalf of the Public Works Department, we are pleased to submit for your review and consideration the five-year plan that sets subjectives for improvements within the Department. There are several areas that require additional data gathering to formulate a more definitive direction. This plan is a good first step for increasing the quality of our infrastructure and containing costs within current budget levels. Although this submittal has been delayed by some extenuating circumstances, we expect that hereafter, annual updates will be provided to prior to the submission of the budget documents. This Department is committed to achieving the goals set forth in the plan. We look forward to discussing the plan in detail with the Board. Cr- � LLC . tit agli-ga 7 #17 �w TER HALL HARBERT KIRKMEYER ' / WEBSTER V strat 941177 Hello