FEASIBILITY STUDY. LeSauk Town Line Road. St. Cloud Area Planning Organization 1040 County Rd. 4 St. Cloud, MN

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1 St. Cloud Area Planning Organization 1040 County Rd. 4 St. Cloud, MN FEASIBILITY STUDY September 2015 LeSauk Town Line Road WSB Project No Xenia Avenue South, Suite 300 Minneapolis, MN Tel: (763) Fax: (763) wsbeng.com

2 engineering planning environmental construction 701 Xenia Avenue South Suite 300 Minneapolis, MN Tel: Fax: September 4, 2015 Ms. Angie Stenson, AICP Executive Director St. Cloud Area Planning Organization 1040 County Rd. 4 St. Cloud, MN Re: LeSauk Town Line Road Feasibility Study St. Cloud APO Dear Ms. Stenson: WSB is pleased to submit this feasibility study which evaluates various alternatives for pavement rehabilitation of Town Line Road from Stearns CSAH 4 in the City of Sartell to Stearns CSAH 5 in the City of St. Stephen. The pavement ratings have been utilized in considering replacement options. As part of this feasibility study, a project cost and lifecycle cost have also been provided. The pavement has been analyzed in 38 segments. We would be happy to discuss this recommendation with you at your convenience. Please do not hesitate to contact me at if you have any questions regarding this report. Sincerely, WSB & Associates, Inc. Andrea Azary, E.I.T. Pavement/Materials Specialist Equal Opportunity Employer wsbeng.com

3 TABLE OF CONTENTS ROADWAY PAVEMENT CONDITION EVALUATION... 2 Pavement Life Cycle... 2 EXISTING ROADWAY PAVEMENT CONDITIONS... 5 PREVENTATIVE MAINTENANCE SURFACING TECHNIQUES... 5 BITUMINOUS... 5 Crack Sealing... 5 Pothole Patching... 6 Chip Seal... 6 Double Chip Seal... 7 Fog Seal... 7 Microsurfacing/Slurry Seal... 9 CONCRETE Full-Depth Repairs Partial-Depth Repairs Spot Slab Replacement Joint and Crack Resealing Diamond Grinding Dowel-Bar Retrofit REHABILITATION TECHNIQUES Mill and Overlay Full Depth Replacement Full Bituminous Full Concrete MAINTENANCE COSTS INCREASE AS PAVEMENT GETS OLDER ADDITIONAL STRUCTURAL TESTING IDENTIFY HIGH PRIORITY SEGMENTS PLANNING LEVEL COSTS IMPLEMENTATION PLAN BACKGROUND LESAUK TOWN LINE ROAD Page 1

4 ROADWAY PAVEMENT CONDITION EVALUATION WSB & Associates completed pavement inspections on the segments along LeSauk Township Town Line Road in June This was done to establish the segments condition based upon what defects each segment contained. This information was entered into a Cartegraph and the database was updated and the estimated conditions of the pavement were re-evaluated to determine the network Overall Condition Index (OCI). The Cartegraph software program rates roadways by using an OCI scale of 1 to 100, with 100 being a perfect new roadway. It then uses the degradation curves (which are curves that represent how a pavement deteriorates over time) to project how an OCI will decrease so a current OCI can be determined. Pavement Life Cycle Pavements have a useful life beginning from the time they are constructed until they have deteriorated to the extent of being unusable. Figure 1 shows the typical life expectancy of bituminous pavement based on data from the Army Corps of Engineers. While the actual useable life of roadways can vary somewhat due to different factors, as indicated by this graph, pavement begins to deteriorate shortly after construction at a fairly constant rate and then deteriorates more rapidly as the pavement ages and its condition declines. Figure 2 shows the effect performing certain types of maintenance can have on a pavement lifecycle. Doing the right fix at the right time can extend the life of a pavement by more than 40 years. It is important to note that the lifecycle costs are based on typical routine maintenance and can vary depending on the behavior of the roads. The concrete life cycle cost data and typical maintenance schedule was taken from the Concrete Pavement Association. LESAUK TOWN LINE ROAD Page 2

5 FIGURE 1 LESAUK TOWN LINE ROAD Page 3

6 FIGURE 2 Engineering staff has established the following OCI categories to describe the conditions of the roadways: Excellent Overall Condition Index (OCI) = Good Overall Condition Index (OCI) = Fair Overall Condition Index (OCI) = Poor Overall Condition Index (OCI) = LESAUK TOWN LINE ROAD Page 4

7 EXISTING ROADWAY PAVEMENT CONDITIONS Most of the roadway segments along Town Line Road are in good or fair condition at this time, but are approaching a critical stage. A breakdown of the overall pavement condition of Town Line Road is as follows: Overall Condition Index Mileage Percent of System Excellent Category miles 14.04% Good Category miles 37.38% Fair Category miles 39.75% Poor Category miles 8.83% Appendix A is a map of all the segments showing their OCI classification. The specific OCI rating for each roadway segment is contained in Appendix B. PREVENTATIVE MAINTENANCE SURFACING TECHNIQUES Preventative maintenance can be defined as a treatment to an existing road that will help preserve and protect the road, while also slowing down future deterioration. This type of maintenance will improve the condition of the system without increasing structural capacity. Preventive maintenance is best performed on newer pavements prior to the appearance of significant and/or severe distresses. Types of preventative maintenance include crack sealing, fog sealing and chip sealing. The preventative maintenance surfacing techniques considered in this report address conditions along Town Line Road are as follows: BITUMINOUS Crack Sealing Crack sealing is a type of preventative maintenance used to prevent the intrusion of water and incompressible materials into cracks. When water enters cracks, it can soften the sub-base and base layers and lead to further cracking and the development of more severe alligator cracking and the formation of potholes. In climates where freeze/thaw cycles exist, the water that enters the system through cracks can lead to issues with frost heaving. Crack sealing should be completed as preventative maintenance early on in the life of a new pavement or overlay (year 2-4) and roughly every seven years or as determined to be necessary. This technique will not improve the structural capacity of the pavement but will benefit future structural deterioration that could be caused when water enters the system. It is recommended that crack sealing be done prior to either fog sealing or chip sealing. Cost: $.03 - $.05 per square foot LESAUK TOWN LINE ROAD Page 5

8 Pothole Patching The remedy for repairing a pothole is generally referred to as patching. Patching can be described as the filling of a hole or a depression in a road surface by an appropriate asphalt mixture. The goal of patching is to return the pavement to a working condition that will not deteriorate the vehicles that ride on the road. There are different methods to perform pothole patching. Different procedures are used to fill potholes. The best practice was found to consist of the following steps: Chip Seal 1. Remove water and debris from the pothole. 2. Pour the hot or cold asphalt mixture and compact it in lifts with maximum thickness of two inches using the truck tires or vibratory roller/plate (preferred) until a 0.15 to 0.25 inch crown is formed. This allows passing traffic to further compact the patch and create a tighter seal, which corresponds to a higher density. Cost: $.25 - $.30 per square foot Chip sealing is a type of preventative maintenance where an asphalt emulsion and rock chips are applied to the roadway to protect the roadway surface from environmental aging, moisture damage and oxidation. This places a protective coating over the pavement that can slow the destructive effects of the environment. Chip sealing is typically completed one year after crack sealing. Typically a good chip seal placed on a newer road can last 8 to 14 years. This assumes the chip seal is protected during placement to allow the proper time to cure. Other factors that affect chip seal performance include the type of binder that is used, the condition of the underlying road and external factors such as plow damage. It is the responsibility of the owner to insure that these external factors don t contribute to premature failure of a chip seal. It is important to note that chip sealing can still be effective if constructed properly and if placed on a road that is a good candidate for a chip seal. Field surveys will assist in determining what roads are candidates for a chip seal. Cost: $1.30 to $1.45 per sq. yd. Pros: 1. The Minnesota Chip Seal Handbook identifies that the primary benefit to chip seal an asphalt pavement is to protect the pavement from the deteriorating effects of sun and water. When an asphalt pavement is exposed to sun, wind and water, the asphalt hardens or oxidizes. This causes the pavement to become more brittle. As a result, the pavement will crack because it is unable to bend and flex when exposed to traffic and temperature changes. A chip seal combats this situation by providing a waterproof membrane, which not only slows down the oxidation process, but also helps the pavement to shed water, preventing it from entering the base material. LESAUK TOWN LINE ROAD Page 6

9 2. A secondary benefit of chip sealing is an increase in the surface friction it provides. This is accomplished by the additional texture the cover aggregate adds to the pavement. With time, traffic begins to wear the fine material from an asphalt pavement surface. This results in a condition referred to as raveling. When enough of the fine material is worn off the pavement surface, traffic is driving mostly on the course aggregate. As these aggregate particles begin to become smooth and polished, the roadway may become slippery, making it difficult to stop quickly. A chip seal increases the pavement texture and increases the surface friction properties. 3. Another benefit to chip sealing is that traffic can be placed on the road once the chips are placed so there is no delay in waiting for a chemical break or a cure time. With a fog seal, traffic cannot be placed on the road until the fog seal material has cured. Typically, this cure time can take 15 to 45 minutes depending on weather conditions such as cloudiness, air temperature, humidity and wind conditions. 4. Provides a skid resistant surface and seals the surface. Cons: 1. There have been issues related to chip seal stripping causing concern for doing more chip seals. 2. Should not be used on roads with large numbers of potholes or roads where rutting is an issue. 3. Bumpy road surface is not always ideal in recreational areas for rollerbladers. 4. Putting a chip seal on top of an essentially new road can lead to residents getting upset since there is money being spent on a newer road. 5. Residents don t always like the trap rocks, they can track into resident s homes and make a mess. Double Chip Seal A double chip seals involves placing two layers of a chip seal on top of each other. The pros and cons of a double chip seal are essentially the same as with a chip seal, however there is additional structural support due to the two chip seals. It will take longer for the cracks to reflect through. Fog Seal Cost: $2.60 per sq. yd. Fog sealing is another type of preventative maintenance in which only the asphalt emulsion is applied to the roadway to protect the roadway surface from environmental aging, moisture damage and oxidation. This preventative maintenance technique will not add any strength to the pavement. Fog sealing is typically completed one year after crack sealing. Typically a fog seal will last 3 to 5 years. It is important to note that while the color of a fog seal may fade as early as a year after its application, a fog seal remains effective for as many as 2 to 4 years. The industry is currently doing research on developing new applications including faster curing times of fog seals. Communities typically complete fog seals on cul-de-sacs. Some communities are also evaluating completing fog seals on low volume roads or completing a test section. Cost: $.65 - $.80 per sq. yd. LESAUK TOWN LINE ROAD Page 7

10 Pros: The Minnesota Chip seal Handbook identifies several benefits resulting from a fog seal application as follows: 1. The traveling public thinks it is driving on a new hot mix asphalt surface rather than a chip seal. 2. The emulsion is diluted, which yields a very low viscosity that allows most, if not all, of the additional asphalt binder to fill the chip voids increasing embedment by up to 15-percent with no bleeding. 3. The fog seal re-seals any chips that may have partially broken loose during sweeping operations. 4. Darkening the pavement surface with a light application of asphalt emulsion allows the pavement surface temperature to rise. The subsequent softening of the binder allows the chips to orient to their least dimension more quickly. This factor is very important in Minnesota where late season chip seal projects are more susceptible to failure due to colder weather conditions. 5. Fog sealing can provide a designer with a chance to give the appearance of a re-application of a chip seal application. If after traffic has driven on the surface, it appears that embedment is low, an engineer can add additional binder to the chip seal by increasing the fog seal amount. In some cases, the amount of fog seal emulsion applied increased to over 0.20 gallon per square yard. 6. When a fog seal is applied, a reduced amount of paint is necessary to make pavement markings visible on the surface. Cons: 1. There is a loss of friction associated with a fog seal due to the oil sitting on the surface of a roadway. 2. The fog seal has to cure before traffic can be put on the fog seal. 3. The color of a fog seal may fade after a relatively short time however the fog seal is still effective as shown by the following chart. 4. The fog seal re-seals any chips that may have partially broken loose during sweeping operations. LESAUK TOWN LINE ROAD Page 8

11 Pros: 1. In instances where there is rock loss, a fog seal on top of a chip seal will hold the rocks in place. 2. There isn t as much friction loss as there is with just a fog seal since the underlying trap rock adds the friction to the surface. Cons: 1. The fog seal has to cure before traffic can be put on the fog seal. Microsurfacing/Slurry Seal Microsurfacing is a mix of crushed aggregate, mineral filler, and latex-modified, emulsified asphalt. It is applied by a truck equipped with a squeegee or spreader box. Microsurfacing can be applied in multiple layers. It is effective at sealing lowseverity cracks, including fatigue cracks, longitudinal cracking and transverse cracking. It also addresses raveling, friction loss, moisture infiltration, bleeding and roughness. Microsurfacing is often chosen to inhibit raveling and oxidation, as well as improving surface friction and filling minor irregularities and rutting in a roadway. A microsurfacing treatment can be expected to extend a roadway s life by 3-6 years, depending on the number of layers applied. Because of the similar ingredients used in microsurfacing as in slurry seals, microsurfacing is sometimes referred to as a polymer-modified slurry seal. The difference, however, is slurry seals cure through a thermal process while microsurfacing uses a chemically controlled curing process. Since the use of a polymermodified binder results in more stability, microsurfacing can be placed in multistone thicknesses, unlike slurry seals. Due to this thickness, more powerful mixers are needed than those required for slurry seals. In order to provide a uniform flow of the mixture into the spreader box, a twin-shafted paddle or spiral auger is needed. Microsurfacing should not be applied if either the pavement or air temperature is below 50 F (10 C) or if there is a possibility of the treatment freezing within 24 hours of placement. Microsurfacing is generally classified as a preventative maintenance treatment as opposed to a corrective maintenance treatment. Due to this LESAUK TOWN LINE ROAD Page 9

12 classification by agencies involved in road repair and maintenance, microsurfacing is most often used as a surface treatment to correct rutting, improve surface friction, and extend pavement life by sealing any cracks in the pavement surface. CONCRETE Microsurfacing Cost: $3.50 per sq. yd. Slurry Seal Cost: $1.85 to $2.25 per sq. yd. Full-Depth Repairs This corrective technique repairs cracked slabs and joint deterioration by removing at least a portion of the existing slab and replacing it with new concrete. This maintains the structural integrity of the existing slab and pavement. Full-depth repair is also appropriate for shattered slabs, corner breaks and some lowseverity durability problems. It involves marking the distressed concrete, saw cutting around the perimeter, removing the old concrete, providing load transfer and placing new concrete. If deemed appropriate, standard full-depth concrete repair techniques, referred to as Type C3D repairs in MnDOT s concrete pavement rehabilitation guidelines can be used. The repair material can be colored with pigment to match the existing slabs. The ingress of water and deicing chemicals are the primary driver of deterioration in concrete pavement joints. Once the joints have been resealed, it is very important to maintain that seal through inspection and a routine resealing program. Full Depth Repair Cost: $55-60 per linear foot (This assumes a 4-0 wide repair along the pavement joint/crack). Partial-Depth Repairs This corrective technique repairs correct surface distress and joint/crack deterioration in the upper third of a concrete slab. When the deterioration is greater in depth or reaches embedded steel, a full-depth repair must be used instead. It involves removing the deteriorated concrete, cleaning the patch area, placing new concrete and reforming the joint system. Partial-depth repairs may be effective if it is determined that the joint distress is present only in the upper third of the depth of the slab. Partial Depth Repair Cost: $35-37 per square foot Spot Slab Replacement In some cases smaller areas have surface issues that require replacement of portions of concrete. Recently 800 square feet of colored concrete was replaced in Burnsville. The old concrete was saw cut and jack hammered out and new concrete was poured and joints placed. This work was done at an estimated cost of $8.63 per square foot. LESAUK TOWN LINE ROAD Page 10

13 Joint and Crack Resealing This preventative technique minimizes the infiltration of surface water and incompressible material into the joint system. Minimizing water infiltration reduces subgrade softening; and slows pumping and erosion of subgrade or sub base fines. Minimizing incompressible materials reduces the potential for spalling and blowups. Joint and Crack Sealing Cost: $35 per linear foot Diamond Grinding This preventative technique improves a pavement ride by creating a smooth, uniform profile by removing faulting, slab warping, and patching. Diamond Grinding Cost: $.45 - $.50 per square foot Dowel-Bar Retrofit This corrective and preventative technique increases the load transfer efficiency at transverse cracks and joints by linking the slabs together so that the load is distributed evenly across the joint. Improving the load transfer increases the pavement s structural capacity and reduces the potential for faulting. Dowel Bar Retro-fit Cost: $30 - $35 each (This assumes the cost per dowel bar. It is assumed the dowel bars would be spaced at 12 along the longitudinal joint). LESAUK TOWN LINE ROAD Page 11

14 REHABILITATION TECHNIQUES The rehabilitation options considered in this report along with the respective typical sections are as follows: Mill and Overlay A 2 mill and overlay in which 2 inches of the existing bituminous would be milled off and replaced with 2 of new asphalt. This option is estimated to last years with proper maintenance. The high severity distresses present will eventually reflect through a mill and overlay. This option should be considered as a short term solution. Additional testing should be performed prior to a 2 mill and overlay being completed to ensure there is enough pavement structure in place to do this activity. With a mill and overlay, a milling machine will remove the surface of the pavement and a layer of hot mix asphalt will be placed on top. This should only be done on pavement surfaces that are in good condition, as cracked or structurally unsound pavements below can cause the asphalt overlay to fail (the overlay will reflect all of the cracks from the surface below). However, this can be a good short term solution if you want to temporarily improve the aesthetics of your road. Mill and Overlay Cost: $29.95 per linear foot LESAUK TOWN LINE ROAD Page 12

15 Full Depth Replacement When a pavement surface has failed from base or sub-base issues, the pavement foundation will need to be replaced. Excavating the entire area will lead to improved structural stability, improved drainage and eliminate distresses in the underlying layers. With a full depth replacement, the unsuitable soils are removed from the site and new gravel base material is placed prior to the bituminous layers being placed. The new mix would consist of 4 SPWEB440B (SP12.5) and 2 SPNWB440C (SP12.5). It is important to note that with this option, since there is no subgrade correction being performed, there is a chance the frost heaving of the underlying material will lead to cracks forming. Full Depth Replacement Cost: $60.46 per linear foot LESAUK TOWN LINE ROAD Page 13

16 Full Bituminous In areas where the distresses present are high severity and extend through the subgrade and base layers of the pavement, a full reconstruct would be required to correct the pavement issues. A full reconstruction would include a removal of all the existing bituminous, a subgrade correction, new class 5 aggregate, and select granular borrow. The design would consist of 4 SPWEB440B (SP12.5), 2 SPNWB440C (SP12.5), 9 Class 5, 18 select granular borrow with a 4 soil correction zone. Full Bituminous Cost: $ per linear foot LESAUK TOWN LINE ROAD Page 14

17 Full Concrete A full concrete reconstruction would include a removal of all the existing bituminous, a subgrade correction, new class 6 aggregate, and select granular borrow. The design would consist of a 6 concrete slab, 9 class 6, 18 select granular borrow with a 4 soil correction zone. Full Concrete Cost: $ per linear foot LESAUK TOWN LINE ROAD Page 15

18 MAINTENANCE COSTS INCREASE AS PAVEMENT GETS OLDER Maintenance costs increase considerably as the pavement gets older. This is why implementing a preventative maintenance strategy is both cost effective and appropriate. Preventative maintenance actions such as crack seals, chip seals, fog seals and micro surfacing are done at a much lower cost than preservation actions such as mill and overlays. The idea behind a preventative maintenance strategy is that you keep the good roads in good condition by applying the appropriate maintenance action at the right time at a lower cost. This is often a better strategy then waiting for the road to deteriorate before applying a fix at which point the fix needed may cost 9 to 10 times as much as a chip seal or a fog seal. In order to maximize the life cycle of the pavement at minimum maintenance cost, the proper maintenance actions need to be undertaken at the optimum time. An updated proposed schedule for these special maintenance activities is provided in Table 1. This updated schedule includes performing maintenance activities based on the age of the pavement, not simply on the OCI value. The idea behind preventative maintenance techniques is that it will help extend the life of the roadway. Table 2 lists the segments, their inspected OCI values along with an estimate for the remaining service life with and without maintenance activities. The column with no maintenance would be the estimated life if nothing was done to the roadway to try and improve performance. If preventive maintenance is completed, a longer service life will be expected. The road segments that have already failed or are close to failing will experience essentially the same life with or without any additional maintenance because they have reached a level in which improvements provide little to no benefit. LESAUK TOWN LINE ROAD Page 16

19 Typical Bituminous Maintenance Schedule TABLE 1 Cumulative Pavement Age (Years) Time Between Maintenance Maintenance Predicted OCI Initial Improved 0 0 New Construction Years After New Construction Initial Crack Seal Years After Crack Seal Years After Chip Seal 2nd Crack Seal Chip Seal Mill and Overlay Years After Overlay Initial Crack Seal Years After Chip Seal Years After Chip Seal 2nd Crack Seal Chip Seal Cold In Place Recycle Years After Overlay Initial Crack Seal Years After Chip Seal Years After Chip Seal 2nd Crack Seal Chip Seal LESAUK TOWN LINE ROAD Page 17

20 ID Length (ft) Width (ft) Area (ft 2 ) OCI Remaining Service Life with No Maintenance Remaining Service Life with Maintenance (Surface Treatments) TABLE 2 Remaining Service Life of Segments Net Increase in Service Life with Maintenance Jurisdiction years City of Sartell years City of Sartell years City of Sartell years LeSauk Township years LeSauk Township years LeSauk Township years LeSauk Township years LeSauk Township years LeSauk Township years LeSauk Township years LeSauk Township years LeSauk Township years LeSauk Township years LeSauk Township years LeSauk Township years St. Wendel Township years St. Wendel Township years St. Wendel Township years St. Wendel Township years St. Wendel Township years St. Wendel Township years St. Wendel Township years St. Wendel Township LESAUK TOWN LINE ROAD Page 18

21 ID Length (ft) Width (ft) Area (ft 2 ) OCI Remaining Service Life with No Maintenance Remaining Service Life with Maintenance (Surface Treatments) Net Increase in Service Life with Maintenance Jurisdiction years St. Wendel Township years St. Wendel Township years Brockway Township years Brockway Township years Brockway Township years Brockway Township years City of St. Stephen years City of St. Stephen years City of St. Stephen years City of St. Stephen years City of St. Stephen years City of St. Stephen years City of St. Stephen years City of St. Stephen years City of St. Stephen LESAUK TOWN LINE ROAD Page 19

22 ADDITIONAL STRUCTURAL TESTING Pavement forensics identifies what exists under the visible layer of the pavement and can give a wealth of information including depths of the pavement layers, signs of bonding or unbonding, or areas where the pavement layers may be detaching from each other, and distresses that might not be visible from the road surface. Soil borings along the roadways can be used to identify aggregate depths and soil classifications can provide a better understanding of the roadway section to determine the appropriate pavement rehabilitation technique. Another option is pavement cores which provide information on the pavement thickness, condition of the base course and amount of class 5 that is in place. The findings from a pavement forensic study have been proven to lead to cost savings and better solutions for a road fix. The road segments that have failed or are close to failing are known candidates for a reconstruction or rehabilitation. The road segments that are in the good condition category are still candidates for preventative maintenance techniques such as a chip seal or a fog seal. For this reason, the road segments in these conditions will not require additional structural testing at this time. The road segments with OCI ratings ranging from a 40 to a 60, or those being recommended for a mill and overlay are also being recommended to have additional structural testing done. It would be recommended to take pavement cores on these segments to make sure there is enough depth of pavement to do a mill and overlay and get an indication of the subgrade material to ensure that doing a mill and overlay would last and be cost effective. Often candidates for a mill and overlay have thinner depths of bituminous than anticipated and show signs of the existing bituminous deteriorating from the bottom up. Ideally you would mill off a certain depth leaving some bituminous left to pave over. What isn t ideal is that the best material remaining is milled off leaving a top layer of bituminous that is essentially gravel or will turn to gravel when paving equipment is brought in and is then paved over. The segments that are being recommended for additional structural testing are shown in the following table. LESAUK TOWN LINE ROAD Page 20

23 TABLE 3 Recommended Segments for Additional Structural Testing ID OCI Jurisdiction City of Sartell City of Sartell LeSauk Township LeSauk Township LeSauk Township LeSauk Township LeSauk Township LeSauk Township LeSauk Township LeSauk Township LeSauk Township LeSauk Township LeSauk Township LeSauk Township St. Wendel Township St. Wendel Township St. Wendel Township St. Wendel Township St. Wendel Township St. Wendel Township St. Wendel Township St. Wendel Township St. Wendel Township St. Wendel Township LESAUK TOWN LINE ROAD Page 21

24 IDENTIFY HIGH PRIORITY SEGMENTS As a result of this study the following phasing plan has been developed taking into account economic constraints, right of way issues and pavement condition. In a general sense, WSB recommendations follow a pavement management mentality that stresses the importance of performing preventative maintenance on roads in good condition to extend the life of a roadway at a lower cost. Phase 1 is shown in Table 4 below. The segments selected in this phase are those rated at an OCI of a with the exception of segment 27, which has an OCI below a 90, but is within the project area of segments For this reason, segment 27 was included in this phase. TABLE 4 Phase 1: Preventative Maintenance ID Length Width Area OCI Estimated Project Cost Jurisdiction $ City of Sartell $4, Brockway Township $5, Brockway Township $5, Brockway Township $5, Brockway Township $1, City of St. Stephen TOTAL $755, Phase 2 is shown in Table 5 below. This Phase would be performing reconstructions on the roadway segments that have failed. The segments selected for Phase 2 are those rated at an OCI less than 40 with the exception of segments 32, 35 and 36 which fall within the project area. These segments are slightly above a 40 and will continue to degrade to the point that by the time the design is completed for the reconstructs, they will likely be in this range. If funding is available Phase 1 and Phase 2 could be completed at the same time. Once Phase 2 is completed, it is recommended to follow the typical maintenance schedule shown in Table 1 of this report. TABLE 5 Phase 2: s ID Length Width Area OCI Estimated Project Cost Jurisdiction $90, City of St. Stephen $179, City of St. Stephen $345, City of St. Stephen $338, City of St. Stephen $164, City of St. Stephen $319, City of St. Stephen $293, City of St. Stephen $60, City of St. Stephen TOTAL $1,793, LESAUK TOWN LINE ROAD Page 22

25 Phase 3 would be to perform mill and overlays on the roadway segments that have an OCI value in the range of 50 to 90, with the exception of segment 5, which falls within the project area. The segments within this range are recommended for additional structural testing, or pavement coring, to determine the depth of the existing bituminous. The cores should be analyzed to determine the condition of the underlying pavement and then a decision can be made regarding whether to do a full depth bituminous removal and replacement or a partial depth (2 inch) mill and overlay. The project cost estimates shown in Table 6 assume a 2 inch mill and overlay. TABLE 6 Phase 3: Preservation (Mill and Overlays) ID Length Width Area OCI Estimated Project Cost Jurisdiction $17, City of Sartell $30, City of Sartell $39, LeSauk Township $26, LeSauk Township $4, LeSauk Township $18, LeSauk Township $8, LeSauk Township $33, LeSauk Township $37, St. Wendel Township $42, St. Wendel Township $13, St. Wendel Township $33, St. Wendel Township $37, St. Wendel Township $34, St. Wendel Township $38, St. Wendel Township $18, St. Wendel Township $21, St. Wendel Township $38, St. Wendel Township TOTAL $495, Phase 4 is to continue to monitor those segments that have an OCI value between a 40 and 50. These segments, shown in Table 7, are nearing the end of their pavement life, however they have not deteriorated to a point that they need to be reconstructed, and at the same time, they are not in good enough condition that they are worth investing any money to try and mill and overlay and have it be cost effective. These roads should continue to be monitored until a reconstruct is needed. TABLE 7 Phase 4: Monitor ID Length Width Area OCI Estimated Project Cost Jurisdiction $ - LeSauk Township $ - LeSauk Township $ - LeSauk Township $ - LeSauk Township $ - LeSauk Township $ - LeSauk Township TOTAL $ - LESAUK TOWN LINE ROAD Page 23

26 PLANNING LEVEL COSTS The following pages present, for each segment, a cost estimate for every project type considered in this study. WSB s recommended fix is highlighted in yellow for each segment. Note that those segments recommended for a full reconstruction have both the bituminous and concrete full reconstruction option highlighted. Itemized per linear foot cost estimates for each rehabilitation type (mill and overlay, full depth removal & replacement and reconstruction) are outlined in Appendix C). The results of life cycle cost estimating indicates that while a concrete project cost would be significantly higher, the 40 year life cycle cost would be lower than the 40 year life cycle cost of bituminous. However, since the concrete life cycle cost estimate savings is only around $2,000 compared to bituminous, a full bituminous reconstruction is recommended for segments requiring reconstruction. The table below provides a summary of life cycle costs for surface treatment, mill and overlay, full depth bituminous removal and replacement, full bituminous reconstruction and concrete reconstruction. Appendix D provides a detailed calculation of these life cycle costs by year for each pavement management technique. Life Cycle Cost Comparisons of Pavement Management Techniques (500 Foot Segment Assumed) Technique Life Cycle Total Life Cycle Cost Surface Treatment 40 Years $60,223 2 Mill & Overlay 40 Years $94,275 Full Depth Bituminous Removal & Replacement 40 Years $109,530 Full Bituminous Concrete 40 Years 40 Years $202,346 $200,764 Source: MnDOT and Concrete Pavers Association LESAUK TOWN LINE ROAD Page 24

27 Segment 1 City of Sartell OCI = 92.4 Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ $ 3, $ 6, $ 30, $ 39, Segment 2 City of Sartell OCI = 48.3 Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 2, $ 17, $ 35, $ 166, $ 219, Segment 3 City of Sartell OCI = Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 3, $ 30, $ 60, $ 283, $ 375, LESAUK TOWN LINE ROAD Page 25

28 Segment 4 LeSauk Township OCI = Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 39, $ 80, $ 374, $ 495, Segment 5 LeSauk Township OCI = 44.3 Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 3, $ 26, $ 54, $ 253, $ 336, Segment 6 LeSauk Township OCI = Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ $ 4, $ 8, $ 41, $ 55, LESAUK TOWN LINE ROAD Page 26

29 Segment Length (ft) Segment 7 LeSauk Township OCI = 79.8 Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 2, $ 18, $ 37, $ 176, $ 233, Segment 8 LeSauk Township OCI = Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 1, $ 8, $ 17, $ 83, $ 110, Segment 9 LeSauk Township OCI = 84.2 Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 4, $ 33, $ 66, $ 311, $ 411, LESAUK TOWN LINE ROAD Page 27

30 Segment 10 LeSauk Township OCI = Cost Estimates are in 2017 Dollars (Monitor Only; No Improvement Recommended at this Time) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 3, $ 26, $ 54, $ 254, $ 336, Segment 11 LeSauk Township OCI = Cost Estimates are in 2017 Dollars (Monitor Only; No Improvement Recommended at this Time) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 38, $ 77, $ 361, $ 478, Segment 12 LeSauk Township OCI = Cost Estimates are in 2017 Dollars (Monitor Only; No Improvement Recommended at this Time) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 41, $ 83, $ 387, $ 513, LESAUK TOWN LINE ROAD Page 28

31 Segment 13 LeSauk Township OCI = Cost Estimates are in 2017 Dollars (Monitor Only; No Improvement Recommended at this Time) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 3, $ 22, $ 46, $ 216, $ 286, Segment 14 LeSauk Township OCI = Cost Estimates are in 2017 Dollars (Monitor Only; No Improvement Recommended at this Time) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 2, $ 15, $ 31, $ 148, $ 197, Segment 15 LeSauk Township OCI = Cost Estimates are in 2017 Dollars (Monitor Only; No Improvement Recommended at this Time) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 39, $ 80, $ 377, $ 499, LESAUK TOWN LINE ROAD Page 29

32 Segment 16 St. Wendel Township OCI = Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 4, $ 37, $ 74, $ 348, $ 461, Segment 17 St. Wendel Township OCI = Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 42, $ 85, $ 398, $ 527, Segment 18 St. Wendel Township OCI = 66.5 Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 1, $ 13, $ 28, $ 131, $ 174, LESAUK TOWN LINE ROAD Page 30

33 Segment Length (ft) Segment 19 St. Wendel Township OCI = 74.3 Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 4, $ 33, $ 68, $ 317, $ 420, Segment 20 St. Wendel Township OCI = 75.6 Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 37, $ 76, $ 358, $ 473, Segment Length (ft) Segment 21 St. Wendel Township OCI = Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 4, $ 34, $ 69, $ 323, $ 428, LESAUK TOWN LINE ROAD Page 31

34 Segment Length (ft) Segment 22 St. Wendel Township OCI = Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 38, $ 78, $ 366, $ 484, Segment 23 St. Wendel Township OCI = Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 2, $ 18, $ 36, $ 171, $ 227, Segment 24 St. Wendel Township OCI = Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 2, $ 21, $ 43, $ 201, $ 267, LESAUK TOWN LINE ROAD Page 32

35 Segment 25 St. Wendel Township OCI = Cost Estimates are in 2017 Dollars (Note: Additional Structural Testing or Coring Necessary to Make Final Recommendation) Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 38, $ 78, $ 364, $ 482, Segment 26 Brockway Township OCI = 98.4 Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 4, $ 24, $ 49, $ 229, $ 303, Segment 27 Brockway Township OCI = Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 32, $ 65, $ 305, $ 404, LESAUK TOWN LINE ROAD Page 33

36 Segment 28 Brockway Township OCI = 93.9 Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 34, $ 70, $ 328, $ 434, Segment 29 Brockway Township OCI = Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 29, $ 60, $ 280, $ 371, Segment 30 City of St. Stephen OCI = Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 1, $ 9, $ 19, $ 90, $ 120, LESAUK TOWN LINE ROAD Page 34

37 Segment 31 City of St. Stephen OCI = Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 2, $ 19, $ 38, $ 179, $ 238, Segment 32 City of St. Stephen OCI = Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 5, $ 36, $ 73, $ 345, $ 456, Segment 33 City of St. Stephen OCI = Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 4, $ 35, $ 72, $ 338, $ 448, LESAUK TOWN LINE ROAD Page 35

38 Segment 34 City of St. Stephen OCI = 37.8 Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 2, $ 17, $ 35, $ 164, $ 218, Segment 35 City of St. Stephen OCI = 41.6 Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 4, $ 33, $ 68, $ 319, $ 423, Segment 36 City of St. Stephen OCI = Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 4, $ 31, $ 62, $ 293, $ 388, LESAUK TOWN LINE ROAD Page 36

39 Segment 37 City of St. Stephen OCI = Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ $ 6, $ 12, $ 60, $ 80, Segment 38 City of St. Stephen OCI = 98.4 Cost Estimates are in 2017 Dollars Segment Length (ft) Surface Treatment 2 Mill and Overlay Full Depth Pavement Removal & Replacement Full Bituminous Full Concrete Estimated Cost $ 1, $ 7, $ 14, $ 66, $ 87, Appendix A contains the map showing the Overall Condition Index value (OCI) of each segment in the study area. Appendix B contains a summary of the pavement management data and pictures taken from the pavement coring that was done previously along this road. Appendix C contains a summary of the pavement design. Appendix D contains a summary of the life cycle cost analysis for each design option considering a 500 foot section of roadway. LESAUK TOWN LINE ROAD Page 37

40 IMPLEMENTATION PLAN BACKGROUND Introduction Current ongoing maintenance and repairs along Town Line Road are funded exclusively through local property tax levy dollars and Town Road and Bridge funds from the State of Minnesota that are distributed by formula by Stearns County. These local revenue streams are used by Town Line Road local roadway authorities for Town Line Road and a variety of other local roadway projects throughout their respective communities. A summary of these existing revenue sources are outlined in the table below. Town Line Road Local Roadway Authorities 2015 Local Road Budgets Road Authority Town Road & Bridge Funds Property Tax Levy Funds Total Local Road Budget City of Sartell n/a $630,000 $630,000 City of St. Stephen n/a?? St. Wendel Township $38,540 $190,000 $228,540 Brockway Township $42,663 $400,000 $442,663 LeSauk Township $24,528 $100,000 $124,528 Local Road Improvement Program (LRIP) Currently, the most likely source of funding for significant Town Line Road improvements is the State Local Road Improvement Program (LRIP). The primary purpose of the LRIP is to provide funding assistance to local agencies for local road construction or reconstruction projects with statewide or regional significance that cannot reasonably be funded through other revenue sources. Cities, counties and townships may apply for LRIP funds; however, townships must apply through their county highway department. The LRIP began with enabling legislation in 2002 and has had the following statewide appropriations since its inception: 2003: $20 million (loans only) 2005: $10 million 2006: $16 million 2008: $10 million 2012: $20 million 2014: $54.4 million 2015: $8.91 million (special session) No awards were made to townships in However, of the $54.4 million of awards in 2014, $2.7 million was awarded to 9 township projects statewide, or approximately $303,000 per township project. Over $120 million in LRIP requests were made statewide in LESAUK TOWN LINE ROAD Page 38

41 LRIP awards have historically been about 50 percent of total construction costs and are capped by MnDOT State Aid at a maximum award of $750,000 per project. However, some LRIP projects occasionally receive legislative earmarks that can be significantly greater than MnDOT s $750,000 maximum amount. One of the LRIP projects funded in 2014 was a St. Joseph Township/St. Wendel Township/Stearns County project along 320 th Street for resurfacing, shoulders and lane departure improvements. This project received the full award of $750,000 and had a total project cost of $1,170,300. If State LRIP funds were to be awarded for a Town Line Road application, State environmental review paperwork would need to be prepared and processed to obtain clearances from MnDOT and environmental resource agencies prior to construction. Soil borings, final design and other engineering work would also be necessary prior to construction. These project development costs are not eligible for LRIP funding. During the 2015 State Legislative Session, approximately $4.3 million of LRIP funds were appropriated for local jurisdiction projects across Minnesota. MnDOT State-Aid will make a decision in the fall of 2015 regarding the process for making these funds available to local jurisdictions. LRIP Recommended Action Items: Meet with Stearns County representatives to discuss their willingness to submit a Town Line Road LRIP application when MnDOT State-Aid announces their next solicitation (with the exception of the City of Sartell, who can submit on their own behalf). The respective road authorities for Town Line Road (LeSauk Township, St. Wendel Township, Brockway Township, City of St. Stephen and the City of Sartell) sign resolutions support for a Town Line Road LRIP application, as appropriate, per the project termini. Request resolutions of support from the St. Cloud APO Board and Stearns County Board. Meet with local State Legislators to discuss their willingness to make a 2016 Legislative Session earmark request. St. Cloud APO Surface Transportation Program (STP) Federal Funding Town Line Road is currently classified as a minor collector roadway by MnDOT. As a result, Town Line Road it is eligible to compete for STP federal-aid funding as part of the St. Cloud APO s regional project solicitation process. The next St. Cloud APO federal project solicitation will be in the fall of 2015, when the APO Board will consider local jurisdiction projects requests for Fiscal Year (FY) 2020 and FY The APO currently receives its federal funding from a 12 county regional board overseen by MnDOT called the Central Minnesota Area Transportation Partnership (ATP). The APO s pro-rata share of federal funding from the ATP is $1.56 million annually or $3.12 million over FY 2020 /FY 2021 program years. If a Town Line Road STP federal-aid application was submitted to the APO, it would be competing against federal-aid funding applications from the following other local jurisdictions in the APO Planning Area: Stearns County, Benton County, Sherburne County, the City of the St. Cloud, the City of Sauk Rapids, the City of Sartell, the City of Waite Park, the City of St. Joseph and the City of St. Augusta. If funds were awarded to Town Line Road by the APO Board, State and federal environmental documents would need to be prepared and approved by MnDOT, FHWA and environmental resource agencies before construction could begin. Soil borings, final design and other engineering work would also be necessary. These project development costs are not federally eligible and would need to be paid for with local funds. LESAUK TOWN LINE ROAD Page 39

42 Since MnDOT only allows federal-aid project applications to be submitted by counties and State-Aid cities (cities > 5,000 population) Town Line Road federal-aid applications to the APO would need to be submitted by Stearns County for projects involving LeSauk Township, St. Wendel Township, Brockway Township or the City of St. Stephen. As a State-Aid eligible city, the City of Sartell could submit an application on their own behalf for a Town Line Road project phase within their jurisdiction. APO Federal-Aid Recommended Action Items: Meet with Stearns County representatives to discuss their willingness to submit a Town Line Road Federal-Aid application to the APO for FY 2020/2021 funding consideration and adopt a resolution of support for this application (with the exception of Sartell, who can submit on their own behalf). The respective road authorities for Town Line Road (LeSauk Township, St. Wendel Township, Brockway Township, City of St. Stephen and the City of Sartell) sign resolutions support for an APO a federal-aid application; as appropriate per the application project termini. Small Cities Road and Bridge Funding (2015 State Session) Finally, during the 2015 State Legislative Session, for the first time ever, the Legislature approved a $12.5 million General Fund direct allocation to small cities that fall below the MnDOT State-Aid funding threshold of 5,000 population. Allocations were determined from a formula that considers lane miles, population and the existing County State Aid Highway (CSAH) formula. For the City of St. Stephen, this allocation equates to $14,311. These funds will be included with small city Local Government Aid (LGA) payments. LESAUK TOWN LINE ROAD Page 40

43 Project Phase Implementation Plans by Jurisdiction Phase 1 Surface Treatment Recommendation City of Sartell Implementation Plan Segment Distance (Feet) Cost Estimate (2017$$) Likely Funding Source $423 Local Phase 2 2 Mill & Overlay Recommendations** Segment Distance (Feet) Cost Estimate (2017$$) Likely Funding Source $17, $30,059 - Phase 2 Total 1, $47,682 Local ** Need to verify ability to mill and overlay with soil boring. Alternative option is full depth replacement for $96,254. Phase 3 Full Reconstruct Recommendations N/A Phase 4 Monitor Recommendations N/A LESAUK TOWN LINE ROAD Page 41

44 Phase 1 Surface Treatment Recommendations N/A Phase 2 2 Mill & Overlay Recommendations** LeSauk Township Implementation Plan Segment Distance (Feet) Cost Estimate (2017$$) Likely Funding Source(s) $39, $26, $4, $18, $8, $33,010 - Phase 2 Total 4, $131,619 Local & LRIP/APO ** Need to verify ability to mill and overlay with soil boring. Alternative option is full depth replacement for $265,702. Phase 3 Full Reconstruct Recommendations N/A Phase 4 Monitor Recommendations Segment Distance (Feet) Cost Estimate (2017$$) Likely Funding Source(s) Phase 4 Total 6, LESAUK TOWN LINE ROAD Page 42

45 Phase 1 Surface Treatment Recommendations N/A Phase 2 2 Mill & Overlay Recommendations** St. Wendel Township Implementation Plan Segment Distance (Feet) Cost Estimate (2017$$) Likely Funding Source(s) $37, $42, $13, $33, $37, $34, $38, $18, $21, $38,694 - Phase 2 Total 10,563 $316,357 Local & LRIP/APO ** Need to verify ability to mill and overlay with soil boring. Alternative option is full depth replacement for $637,638. Phase 3 Full Reconstruct Recommendations N/A Phase 4 Monitor Recommendations N/A LESAUK TOWN LINE ROAD Page 43

46 Phase 1 Surface Treatment Recommendations Brockway Township Implementation Plan Segment Distance (Feet) Cost Estimate (2017$$) Likely Funding Source $4, $5, $5, $5,006 - Phase 1 Total 4, $20,400 Local Phase 2 2 Mill & Overlay Recommendations N/A Phase 3 Full Reconstruct Recommendations N/A Phase 4 Monitor Recommendations N/A LESAUK TOWN LINE ROAD Page 44

47 Phase 1 Surface Treatment Recommendation City of St. Stephen Implementation Plan Segment Distance (Feet) Cost Estimate (2017$$) Likely Funding Source $1,478 Local Phase 2 2 Mill & Overlay Recommendations N/A Phase 3 Full Bituminous Reconstruct Recommendations** Segment Distance (Feet) Cost Estimate (2017$$) Likely Funding Source(s) $90, $179, $345, $338, $164, $319, $293, $60,571 - Phase 3 Total 6, $1,793,575 Local & LRIP/APO ** Assumes maintaining existing rural typical section. Phase 4 Monitor Recommendations N/A LESAUK TOWN LINE ROAD Page 45

48 Appendix A Town Line Road Roadway Authority and Overall Condition Index (OCI) by Segment LESAUK TOWN LINE ROAD Page 46

49 LESAUK TOWN LINE ROAD Page 47

50 LESAUK TOWN LINE ROAD Page 48

51 LESAUK TOWN LINE ROAD Page 49

52 Appendix B Town Line Road Segment Photos and Overall Condition Index (OCI) LESAUK TOWN LINE ROAD Page 50

53 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 51

54 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 52

55 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 53

56 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 54

57 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 55

58 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 56

59 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 57

60 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 58

61 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 59

62 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 60

63 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 61

64 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 62

65 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 63

66 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 64

67 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 65

68 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) *For the St. Wendel portion Town Line Road, future studies should evaluate abd Army Corps of Engineers recommendation that the creek that passes through be re-aligned. LESAUK TOWN LINE ROAD Page 66

69 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) *For the St. Wendel portion Town Line Road, future studies should evaluate abd Army Corps of Engineers recommendation that the creek that passes through be re-aligned. LESAUK TOWN LINE ROAD Page 67

70 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) *For the St. Wendel portion Town Line Road, future studies should evaluate abd Army Corps of Engineers recommendation that the creek that passes through be re-aligned. LESAUK TOWN LINE ROAD Page 68

71 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) *For the St. Wendel portion Town Line Road, future studies should evaluate abd Army Corps of Engineers recommendation that the creek that passes through be re-aligned. LESAUK TOWN LINE ROAD Page 69

72 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) *For the St. Wendel portion Town Line Road, future studies should evaluate abd Army Corps of Engineers recommendation that the creek that passes through be re-aligned. LESAUK TOWN LINE ROAD Page 70

73 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) *For the St. Wendel portion Town Line Road, future studies should evaluate abd Army Corps of Engineers recommendation that the creek that passes through be re-aligned. LESAUK TOWN LINE ROAD Page 71

74 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) *For the St. Wendel portion Town Line Road, future studies should evaluate abd Army Corps of Engineers recommendation that the creek that passes through be re-aligned. LESAUK TOWN LINE ROAD Page 72

75 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) *For the St. Wendel portion Town Line Road, future studies should evaluate abd Army Corps of Engineers recommendation that the creek that passes through be re-aligned. LESAUK TOWN LINE ROAD Page 73

76 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) *For the St. Wendel portion Town Line Road, future studies should evaluate abd Army Corps of Engineers recommendation that the creek that passes through be re-aligned. LESAUK TOWN LINE ROAD Page 74

77 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) *For the St. Wendel portion Town Line Road, future studies should evaluate abd Army Corps of Engineers recommendation that the creek that passes through be re-aligned. LESAUK TOWN LINE ROAD Page 75

78 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 76

79 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 77

80 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 78

81 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 79

82 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 80

83 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 81

84 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 82

85 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 83

86 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 84

87 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 85

88 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 86

89 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 87

90 Cartegraph ID OCI Length Pavement Area (ft 2 ) (ft) LESAUK TOWN LINE ROAD Page 88

91 Appendix C Town Line Road Surface Treatment Life Cycle Costs LESAUK TOWN LINE ROAD Page 89

92 Surface Treatment Life Cycle Costs LIFE CYCLE COSTS-Surface Treatment DISCOUNT RATE: -0.5 % Maintenance Activity Year Cost Per Foot Actual Cost Present Worth Factor (P/F) Present Worth Today Surface Treatment 0 $1, $1,980 1 $ $0 2 $ $0 3 $ $0 4 $ $0 5 $ $0 6 $ $0 2" Mill and Overlay 7 $ $14, $15,510 8 $ $0 9 $ $0 Surface Treatment 10 $1, $2, $ $0 12 $ $0 13 $ $0 14 $ $0 Surface Treatment 15 $1, $2, $ $0 17 $ $0 18 $ $0 19 $ $0 2" Mill and Overlay 20 $ $14, $16, $ $0 22 $ $0 Surface Treatment 23 $1, $2, $ $0 25 $ $0 26 $ $0 LESAUK TOWN LINE ROAD Page 90

93 27 $ $0 28 $ $0 29 $ $0 2" Mill and Overlay 30 $ $14, $17, $ $0 32 $ $0 Surface Treatment 33 $1, $2, $ $0 35 $ $0 36 $ $0 37 $ $0 38 $ $0 39 $ $0 40 $ $0 SALVAGE VALUE: $0 TOTAL: $60,223 LESAUK TOWN LINE ROAD Page 91

94 2 Mill and Overlay Life Cycle Costs LIFE CYCLE COSTS-2" Mill and Overlay DISCOUNT RATE: -0.5 % Maintenance Activity Year Cost Per Foot Actual Cost Present Worth Factor (P/F) Present Worth Today 2" Mill and Overlay 0 $ $14, $14,975 1 $ $0 2 $ $0 Surface Treatment 3 $1, $2,010 4 $ $0 5 $ $0 6 $ $0 7 $ $0 Surface Treatment 8 $1, $2,061 9 $ $0 10 $ $0 11 $ $0 12 $ $0 2" Mill and Overlay 13 $ $14, $15, $ $0 15 $ $0 Surface Treatment 16 $1, $2, $ $0 18 $ $0 19 $ $0 20 $ $0 21 $ $0 22 $ $0 2" Mill and Overlay 23 $ $14, $16, $ $0 25 $ $0 Surface Treatment 26 $1, $2,256 LESAUK TOWN LINE ROAD Page 92

95 27 $ $0 28 $ $0 29 $ $0 30 $ $0 31 $ $0 32 $ $0 Full Depth Bituminous Removal 33 $ $30, $35, $ $0 35 $ $0 Surface Treatment 36 $1, $2, $ $0 38 $ $0 39 $ $0 40 $ $0 SALVAGE VALUE: $0 TOTAL: $94,275 LESAUK TOWN LINE ROAD Page 93

96 Full Depth Bituminous Removal & Replacement Life Cycle Costs LIFE CYCLE COSTS-Full Depth Bituminous Removal & Replacement DISCOUNT RATE: -0.5 % Maintenance Activity Year Cost Per Foot Actual Cost Present Worth Factor (P/F) Present Worth Today Full Depth Bituminous Removal 0 $ $30, $30,230 1 $ $0 2 $ $0 Surface Treatment 3 $1, $2,010 4 $ $0 5 $ $0 6 $ $0 7 $ $0 Surface Treatment 8 $1, $2,061 9 $ $0 10 $ $0 11 $ $0 12 $ $0 2" Mill and Overlay 13 $ $14, $15, $ $0 15 $ $0 Surface Treatment 16 $1, $2, $ $0 18 $ $0 19 $ $0 20 $ $0 21 $ $0 22 $ $0 2" Mill and Overlay 23 $ $14, $16, $ $0 25 $ $0 LESAUK TOWN LINE ROAD Page 94

97 Surface Treatment 26 $1, $2, $ $0 28 $ $0 29 $ $0 30 $ $0 31 $ $0 32 $ $0 Full Depth Bituminous Removal 33 $ $30, $35, $ $0 35 $ $0 Surface Treatment 36 $1, $2, $ $0 38 $ $0 39 $ $0 40 $ $0 SALVAGE VALUE: $0 TOTAL: $109,530 LESAUK TOWN LINE ROAD Page 95

98 LIFE CYCLE COSTS-Bituminous Reconstruct Full Bituminous Reconstruct Life Cycle Costs DISCOUNT RATE: -0.5 % Maintenance Activity Year Cost Per Foot Actual Cost Present Worth Factor (P/F) Present Worth Today Initial Construction 0 $141, $141,210 1 $ $0 2 $ $0 Surface Treatment 3 $1, $2,010 4 $ $0 5 $ $0 6 $ $0 7 $ $0 8 $ $0 9 $ $0 2" Mill and Overlay $14, $15, $ $0 12 $ $0 Surface Treatment 13 $1, $2, $ $0 15 $ $0 16 $ $0 17 $ $0 Surface Treatment 18 $1, $2, $ $0 20 $ $0 21 $ $0 22 $ $0 2" Mill and Overlay $14, $16, $ $0 25 $ $0 LESAUK TOWN LINE ROAD Page 96

99 Surface Treatment 26 $1, $2, $ $0 28 $ $0 29 $ $0 30 $ $0 31 $ $0 32 $ $0 2" Mill and Overlay $14, $17, $ $0 35 $ $0 Surface Treatment 36 $1, $2, $ $0 38 $ $0 39 $ $0 40 $ $0 SALVAGE VALUE: $0 TOTAL: $202,346 LESAUK TOWN LINE ROAD Page 97

100 Full Concrete Reconstruct Life Cycle Costs LIFE CYCLE COSTS-Concrete Reconstruct DISCOUNT RATE: -0.5 % Maintenance Activity Year Cost Per Foot Actual Cost Present Worth Factor (P/F) Present Worth Today Initial Construction 0 $186, $186, $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $0 Minor CPR + FDR 25 $ 5.21 $2, $2, $0 LESAUK TOWN LINE ROAD Page 98

101 $ $ $ $ $ $ $ $ $ $ $ $0 CPR + FDR 39 $ $6, $8,061 Diamond Grind 40 $ 4.73 $2, $2,890 SALVAGE VALUE: $0 TOTAL: $200,764 LESAUK TOWN LINE ROAD Page 99

102 Appendix D Town Line Road Per Foot Linear Cost Estimate Assumptions by Improvement Type LESAUK TOWN LINE ROAD Page 100

103 WSB Project: 6th AVE SE - TOWN LINE ROAD Project Location: LeSAUK TOWNSHIP, MN WSB Project No: PRELIMINARY ESTIMATE TOWN LINE ROAD (2015 Dollars) PROJECT TOTAL ITEM Unit ESTIMATED Estimated NUMBER DESCRIPTION UNIT Price QUANTITY Cost MILL BITUMINOUS SURFACE (2.0") SQ YD $ $ TYPE SP 12.5 WEARING COURSE MIXTURE (4,C) TON $ $ Inflation Adjustment to 2017 (3.3%) $ % CONTINGENCY $2.57 GRAND TOTAL Per Linear Ft $29.95 LESAUK TOWN LINE ROAD Page 101

104 WSB Project: 6th AVE SE - TOWN LINE ROAD Project Location: LeSAUK TOWNSHIP, MN WSB Project No: PRELIMINARY ESTIMATE TOWN LINE ROAD (2015 Dollars) PROJECT TOTAL ITEM Unit ESTIMATED Estimated NUMBER DESCRIPTION UNIT Price QUANTITY Cost REMOVE BITUMINOUS PAVEMENT SQ YD $ $ TYPE SP 12.5 WEARING COURSE MIXTURE (4,C) TON $ $ TYPE SP 12.5 NON WEARING COURSE MIXTURE (4,B) TON $ $ Inflation Adjustment to 2017 (3.3%) $ % CONTINGENCY $11.33 GRAND TOTAL Per Linear Ft $60.46 LESAUK TOWN LINE ROAD Page 102

105 LESAUK TOWN LINE ROAD Page 103