afternoon like to call to order the
public works Finance and Safety
Committee meeting of March 16 2020 first
item on the agenda is approval of the
consent agenda and we have no items so
it's not necessary and we have public
input this is the time set aside for
anyone to speak if they wish
see no one here we'll move to item 4
approval of the agenda we'll have a
motion by Y and a second by read em Ski
I think any discussion all those in
favor signify by saying aye those
opposed signify by saying nay motion
carries
item 5 is the regular agenda item a is
council consideration of a bid award for
the 2020 pavement management system
schedule a milling and AC mat
construction project 2002 - Donna kink
in the amount of nine hundred
forty-three thousand nine hundred thirty
five dollars motion my long one and a
second by Bueller and I'll ask public
works director city engineer he thought
I to tell us about this please
absolutely thank you mayor the bit of
war before the council this evening is
related to the 2020 pavement management
system schedule a this is our annual
milling and asphalt overlay construction
project we have a pretty good map of
locations throughout town of streets
that need to have this kind of surface
treatment performed on them and a couple
things to note with this bid the budget
for this was in the amount of $900,000
this bid did come in over budget at nine
hundred forty three thousand nine thirty
five but I'll also note too that a
recent bid award for the crack seal and
fog seal project came in approximately
forty one thousand dollars under budget
and fifteen thousand dollars of that
awarded project are coming out of the
airport fund for some airport crack
sealing so long story short I think that
we're in a good place to award this bid
as far as the overall 212
capital improvement plan a project fund
that we have and in review these bids we
looked at the pricing in the the asphalt
out compared to last year the 2019
project cost for asphalt on the millet
overlay project was $79 a ton this year
they've done ik has bit us a price of
eighty two dollars and seventy five
cents per ton since there's a little bit
of a inflation in in this year's price
which is expected from here a year we
looked at also pricing within the region
we found that you know the regional
pricing can vary anywhere from seventy
dollars a tonne all the way up to ninety
dollars a tonne sometimes a little more
depending on the type of work that
you're doing and the scope of work that
goes along with it so after reviewing
all that staff was comfortable and
continuing forward with this with this
bid award and recommending so to the
council all right thank you
are there any questions come on you said you had a kind of a do you have
a map of where it's gonna be done at
we're located at for this year what's
our focus area we do have a map and if
my screen is not pulling up very well
through the software today for some
reason but yeah that's it one of the
primary streets is 12th Avenue north
just west of highway 81 there's a number
of blocks here that B will be mill and
overlaid another more prominent location
is 11th Street East there's work to be
done there as well you can see all the
blue highlighted areas on the map here
then there's several smaller segments
out on the westerly in a town south of
third Avenue east of 21st Street West
several blocks in that neighborhood in
that area of town that need to be
milling overlaid and then there's a
three block stretch of Broadway as well
from 2nd Avenue South to 1st Avenue
North
the way these streets are selected are
in part based on our pavement management
system software that we've obtained back
in 2017 in that software it provides
recommendations for surface improvements
to certain roads based on their pavement
condition index that software is used by
the assistant city engineer in
combination with engineering staff in
the streets superintendent along with
real field knowledge you know what are
the boots on the ground show as far as
these street conditions are concerned
and then that's how we prioritize and
incorporate these into these different
types of projects that we run thank you
he's do you have any indication as to if
they're gonna plan on on opening the
plant earlier so we can get started
earlier than we did last year being that
the where there's been a more favorable
yeah no that's a good question I
personally have not had any
communications or heard anything about
that I don't know if the street
superintendent has heard anything Rob
Bane is in the crowd today no no last
year we seemed a little bit later it was
late last year there's no indication
that it's gonna be early this years what
Rob said we can hope cops will be lower
heath when did we when did we open those
bids for this particular project was let
me double-check February 19th
what what risk do we have either from
our timing or from Dunning's
cooperation or so resubmitting if we
were to rebid this where I'm coming from
is I don't feel that price increase is
justified from $79 last year to eighty
two and three-quarters this year I mean
look what all prices have done it and
that's a big driver for asphalt prices
that what's the risk if we were to rebid
this well you know there was those
questions come up when you see
activities like this across the nation
you'll see in my RCA I noted the the oil
pricing last year started out low at 46
dollars a barrel and then increased
throughout the year through the end of
2019 up to 61 dollars a barrel well now
in 2020 it's exact inverse of that we
started out at 61 and now we're down to
about $30 if not even less at this point
now I can't tell you that the
contractors bids they're not necessarily
focusing on real time oil prices there are a lot of times paying for
material that's already on hand are
already bought on separate contracts
under other pricing so if we were to
push this off that may not benefit us if
that is the case and these guys is
circumstance which I assume it might be
that they're basing their bid off of
material that's been purchased by
contract under a price that's may or may
not be within the market today I guess I
can't speak to that any other questions
or comments all right I'll look for
action all those in favor signify by
saying aye those opposed signify by
saying nay okay
need a roll call okay just say yeah okay
Albertson yes
Bueller Hoyer is absent or is he okay
absent hélène absent l'olam yes manty
absent redeem ski yes
Roby all right bill our know why motion
carries thank you item B is council
approval of a bid award for the
wastewater treatment Administration
Building project number 1917 to gray
construction in the amount of three
million five hundred ten thousand
dollars Albertson and I would like Heath
to tell us about this one as well thank
you mayor this this particular bid is
for the new structure out of the
wastewater treatment facility
on that complex as councils aware we are
building a new administrative building
out there I've gone through a lengthy
design process and a process to obtain
and srf funding through the state for
this project and all the appropriate
check offs for that funding have been
gone through as far as this bid is
concerned we are required to submit the
bids to the state for their review and
approval before we award the bid that
process has all been taken care of and
with help from our consultant HDR and
we're at a point now where we're glad to
report the bid in this case came in at
just over three and a half million and
the engineer's estimate of probable cost
for engineering and construction was a
little over five million now you'll see
a subsequent action to this one we do
have an engineering services contract on
for tonight but the two of them combined
is still well under that five million
dollar budget that we had targeted and
engineering and our consultant HDR and
the wastewater staff Mike Berger
wastewater superintendents here this
evening are all more than comfortable in
recommending this bid award to gray
construction for the building of the
admin building out the wastewater
treatment facility all right thank you
questions
constable Harr heathyr Mike was was the
and this is a pleasant surprise I mean
compared to what the estimate was I mean
it was the estimate just that much on
the high side or were there things cut
out that were in the original estimate
that weren't bid at ultimately or just
surprised at the big difference in
numbers yeah I think that this my
understanding from the consultant is
this was just a reflection on the market
at the time we've got our bid out was
strong in our favor that these building
contractors or we're looking for work at
that time I would note that this bid was
pretty comparable to the other couple
two or three more that were received so
it's not like this was an underlayer by
any means it was a million or two off it
was a fairly close bid between the next
low bidders between the three that we
received okay and okay we could borrow
up to what
million dollars for the project so we'll
be borrowing some one lesson I assume is
that the case yes we will continue to
wade through that with of course one
final project costs once everything's
built and and put into consideration
along with the engineering costs and
work with christened closely on that we
do also have a clarifier needs out there
at the plant two that have to come from
wastewater cash reserves as well so
we're trying to keep all that in check
as we wade through the loan amount okay
thank you any other questions or
comments all right I'll look for action
all those in favor signify by saying aye
all right there's a post signify by
saying nay motion carries
item C is council consideration of a
professional services agreement for
construction administration associated
with the waste water treatment facility
administration building
with HDR Inc in the not to exceed amount
of three hundred sixty nine thousand
nine hundred sixty five dollars motion
and a second by Bueller Heath tell us
about this please yes thank you mayor as
I mentioned this is related to the
affirmation to action item that was
discussed and this is for the
construction and inspection services the
construction engineering that's involved
in a in a project like this as you can
imagine it's pretty extensive to have
full-time engineering inspection
services when required on a structure of
this magnitude and so that is a function
that we can't perform in-house and have
to consult out HDR being the design
engineer on this project makes sense to
plug them in as the construction
engineer for inspection services and
they've provided a contract here with us
just under three hundred and seventy
thousand dollars and again and that
amount in combination to the recently
discussed bid of a little over three and
a half million that total brings us to
three million eight hundred and seventy
nine thousand nine hundred and sixty
five dollars for those two construction
and engineering services again well
underneath our tart
five million dollars that we had on
budget great thank you
questions or comments real hard I should
have asked this last I thought the last
item relatives alone is that interest
was that interest rate fixed when we
could it was okay okay so that the I
mean interest rates I'm the fifth cut
the rate to zero and now so that won't
affect it won't affect ours learn okay
fair question any other questions or
comments all those in favor signify by
saying aye all right as opposed signify
by saying nay motion carries right item
D can I see the agenda here okay it's
still on there I thought that have been
removed so item D is council approval of
resolution number 20-11 requesting the
d-o-t higher infrastructure design group
to perform the 2020 bridge inspection
services and we're not ready for that is
that true no we are mayor and since it's
still on here I can go ahead and quick
touch on this one too before we get into
the engineering design standards I was
gonna just post pulling this to the
regular council meeting for discussion
but we can discuss it here since it's on
their council council it is on the full
council agenda
okay so I get a motion before we mostly
l'olam and a second by Radomski all
right Heath go ahead
so this item relates to every year we
have to pass a resolution and related to
our relation to our bridge inspections
that are performed annually those annual
bridge inspections come from funding
from the Federal Highway Administration
that's a minister down through the
state's do t South Dakota do T recently
sent us a reminder that they need our
annual consultant selection made they
need that made by function of a
resolution through the City Council and
what we're proposing with staffs
proposing to the council tonight is that
we recommend idg infrastructure design
group as our consultant to performer
bridge inspections for 2020 if you
recall we have 10 structures that are on
the inspection lists and those are
alternated every other year we have a
group of five each year that we perform
the inspections on and I thought I had a
map here show you but it's not showing
up anyway so well we'd be performing the
five bridge inspections that are due
this year through the consultant through
the do T's funding program and that's
what the resolution helps accomplish to
get that started all right thanks so
this is an annual thing we do the last
few years we've used infrastructure
design group so they've they've been
consistently reviewing these same
bridges every year any questions or
comments Cosmo no he does this go out to
a bit as well or do we just went in if
so is there any other bids that were
submitted no that's a good question this
the d-o-t sends us a letter and on with
that letters and attachment of approved
consultants they simply ask the
community to select one of those
consultants off that list idg is one of
over a dozen probably that are on that
list there's state qualified consultants
to perform bridge inspections under this
funding program and of course within
being a local it's been convenient to
have Vanessa perform that work for us
right here in Watertown the last couple
I believe the last two inspections idg
is performed did anyone else provide a
bit no no okay
we don't get a bid and Vanessa was doing
the inspection when she worked for Clark
engineering and we had Clark engineering
doing it at that time and then when she
switched over to IDG we switched with
her to get the same inspector so it's
consistent and that's an 80/20 cost
share is that correct that we only pay
20 percent of the cost and the d-o-t or
the state pays 80 percent yes that's
correct
and the total cost for this inspection
work as has been training a little under
$14,000
so not a huge expense but it is a cost
share between the state and ourselves we
pay 20% of that of that overall bill
councilman bill how are your correct any
other questions all right all those in
favor signify by saying aye aye
as opposed signify by saying nay motion
carries
item E is council approval of resolution
number 20-12 adopting the 2020
engineering design standards for the
city of Watertown providing the
technical design criteria to be required
for certain infrastructure improvements
being proposed for construction within
the city a motion by a bill power and
the second by l'olam and a long time in
coming
so we'll ask heath to go ahead and tell
us about this
Thank You mayor I couldn't ask my
esteemed colleague Dave Peterson to join
me up here and I'd like to start out
just by acknowledging the work that has
gone into this document that's that I'll
present here this evening these are the
draft engineering design standards for
the city Watertown and the the work
that's gone out of this initiated long
before me coming to Watertown there's
been I think at least two prior city
engineers that's put work into these design standards along with
assistant city engineering staff
the mayor self is a former assistant
city engineer my former colleague Kellen
Paulson and his work that he's put into
him and then as of recently a lot of the
brunt of the work to wrap this up I'd
have to give the gentleman sitting asked
me here a lot of credit for that
former city engineer himself Dave
Peterson who's been helping fill in part
time due to some vacancies and positions
in the engineering office right now so
with all that effort and all that work I
also want to express the interest that
the development community has and seeing
he's adopted the development community
has spoken recently through a committee
that they've established on how to help
foster some proficient productive
development review processes this I
think was apparent to them was one of
the missing links it was needed for the
city water tone which I agree with to
implement some standards that give their
consultant their design engineers a
standard to go by when they're compiling
their plans and specifications for their developments so with all that
being said I think there's a long waited
document here that we've got before the
council tonight and I've got a good
handful of slides here some of these
sections and the design standards I'll
kind of breeze through and a couple of
them of focus on a little more heavily
because of the the stature of them as
far as how they stand out and all the
effect and some of the basic
construction components for some of the
developments that we see so when we talk
about engineering design standards the
first thing we look at and references
are ordinances and I just wanted to
point this out that our city ordinances
do currently reference our engineering
design standards in a couple of places
the two places I want to site
specifically rate relate to the use of
design standards and then also the
reference to a professional licensed
engineer to perform the design work
chapter 24 in the city code is probably
the most related section of city code in
relation to how it ties into the use of
these engineering design standards
chapter 24 are the subdivision
regulations for the city and it gets
into detail about how land is subdivided
how it becomes plaited how it what it
takes to get a building rights on that
land and all the sequencing and
processes that have to go through one of
the components in that development
process is to submit and have approval
of construction plans that's really the
heart of what these engineering design
standards do they help steer the design
that goes into those construction plans
for public infrastructure that's going
to be built on any subdivision or
development for the city water talent so
you see a couple sections there in
chapter 24 that reference the
engineering design standards already now
what we've been doing since these aren't
formally adopted yet I've just been
using commonplace engineering standards
which as you can imagine helps it
doesn't help the review process it kind
of enters it because one common
engineering practice that I'm a
reference might not be the same on the
last City Engineer referenced which
might not be the same one the design
engineer is referencing so you can see
there became some disconnect along the
way which causes confusion and
frustration through the design review
and permitting process now once we adopt
our own standards there that are
comprehensively summarizing a lot of
these regulations that puts everybody in
the same level playing field and
everybody knows what to expect on the
cement
through the review and through the
construction phases so it'll be great a
great asset for the community these are
the 15 sections that they're that make
up the engineering design standards they
some of these are very short only a
couple pages long
some get to be a little bit more lengthy
up to I think maybe 20 pages or more in
some of these sections and some of them
refer to existing design standards that
we already have adopted like the
stormwater best management practices and
some refer to our sister agency over at
the Watertown municipal utilities who
regulates the design of our water
systems for example so I'll breeze
through these sections just by title and
I'll pull out some highlights as we go
here but chapter 1 is generally just
kind of your typical kickoff information
as far as what these standards are doing
what they're trying to accomplish who
they're applicable to who has the
enforcement responsibilities I will note
that the City Engineer is designated as
the enforcement responsibility of these
design standards for the cities of
Watertown as it is currently drafted it
touches on the necessity for review
process prior approvals are not negated
by the adoption of these standards so if
they are adopted tonight the regular
council meeting that doesn't mean that
we negate all permits that we just
issued yesterday those are all still
withstanding and then it talks about the
relationship with other standards
variances that's important to note as
well to have a variance from any of
these design standards and I keep
pointing over here but I'm referencing a
printout version of them of a rough
draft but any variances to this document
have to be submitted in writing and
justified in writing to the city
engineer for their review and
determination of whether it's something
that can be approved or not and you'll
see that fairly common you know when it
comes to variances on other documents
they sometimes go to different boards
sometimes all the way to the level of
City Council when it comes to a
technical document like this most
communities will leave that very in
Surrey
you on the shoulder of the city engineer
just because of the technical nature of
it some it'll review and approval
procedures in chapter 2 this talks about
the reports and plans that are required
for review and how those get approved
and then the revision process so if the
plans and reports come in and we make
red line comments on them red lines a
common nomenclature that we use in our
review process they get red line that
gets turned back to the consultant or
their agent and then a final plan is
eventually turned in reviewed and a okay
good to go and gets noted as such that
is the final approved construction set
and should then in theory be the plan
set that the contractor is using in the
field so there's not discrepancy there
permit procedures and requirements these
upfront sections I want to again remind
you that these these fall in line with
one of the things Dave did a great job
with along with other staff
Marcion and brandy and planning and
engineering wanted to make sure that
whatever we're stating in here is either
referencing chapter 24 the city
ordinances the subdivision regulations
or stating the exact same things we were
consistent and so some of these upfront
sections like this on the permit
procedures and requirements this
outlines some of the different permits
that we require to construct certain
things throughout the community and then
talks about the bonding that's required
for the contractors to perform that work
and the different construction
specifications and traffic control that
they need to be mindful of and other
responsibilities when constructing
things within the city chapter 4 talks
about utility easements and utility
locations
it requires that all public utilities be
in an easement if they're not already
located within the right-of-way
it identifies a minimum width of those
easements depending on the type of
utility it is
you know our common utilities that we
see are drainage easements we have
sometimes we'll have water line
easements that run outside the right
away sanitary sewer easements that again
run outside the right away but this
section really covers a lot of those components chapter five we get
into Street access and parking lot
criteria this is one will focus a little
bit on it I've got a couple take out
graphs from the chapter that we'll talk
about the first item in chapter 5 talks
about traffic studies we do not require
a blanket traffic study for all
development in in Watertown I don't
think we've required one for any
developments since I've been here what
this the adoption of these standards
will do is it gives a threshold on when
a traffic study will be required and if
you recall I think there was right
before I started here in Watertown
there was approvals for apartment
complex over on 19th 19th Street and a
lot of discussion about the traffic
impact from that apartment complex these
standards will now give us reference to
some criteria to use when to trigger the
developer to submit a traffic impact
analysis to us to make sure that the
traffic is handled appropriately
according to the findings in that
traffic impact study so that's one of
the components I wanted to point out of
this section I would just like to add
that development would not have
triggered a traffic study but it would
have come really close so it's good to
have a cut-off point so we can speak
authoritative Lee and this is a common
design standard used by other
communities it is and it's typically
triggered by your peak hour factor of
vehicles that are accessing your
property either a daily traffic count or
a peak hour traffic count is usually
what will be used to trigger that and
that's based of course on the
anticipated use of that land whether it
be high density residential commercial
just real things of that nature access
control that's an access design that's
the one I wanted to get into here with
these next two diagrams here I have
table 5.1 from the design standards this
table correlates directly and I'll flip
back before between these two I
apologize for the hazy appearance of
Figure 5.1 but this is essentially
diagram of an intersection if you can
imagine the street being out here on the
far right side of this diagram and then
on the bottom of it and these are just
multitude of configurations of
approaches or accesses out onto those
streets and in here you have several
variables that are noted that are then
given minimum numbers or maximum numbers
on this chart one of them that I
highlighted here is related to driveway
dimensions and the maximum allowable
residential driveway on either a local
or collector Street as you see in the
draft we have 36 feet as a maximum
allowed now it's important to note when
you set that maximum allowed it's not
always the default that a home builder
will go to for instance if they're
building a two stall garage it's likely
they're not gonna want to put in a 36
foot wide driveway but they could and it
is the maximum allowed so it does open
the door for those things to happen
where they may put in a little wider
driveway than was necessary for the
garage that is trying to accommodate I
can tell you that other communities use
anywhere from 30 to up to 36
I usually don't see much more over 36
for residents with driveway widths as
far as common numbers and I just want to
touch on that one because what a 36 foot
wide driveway does do is it helps
accommodate three-stall garage and so if
you have residential single-family
subdivision being built out and a lot of
three stall garage configurations
this helps to accommodate that in the in
the contractors the home builders
perspective it makes for an easy
straight-line drive way up to that
garage now
in my previous community I've talked
about this 36 feet because that's what
we had adopted there and how if you were
to lessen it to say 32 or 34 you can
still accommodate for a wider
three-stall garage you just have to
taper out that driveway on the property
once you get through the right away you
widen that driveway out and then you
have your 36 feet to approach into that
third stall so that's another thing you
know that the council could contemplate
here in this scenario if we didn't feel
that 36 feet was appropriate another
thing to note the wider this is like 36
feet I wouldn't recommend going in wider
but the wider this number is the less on
street parking you presumably have in a
residential subdivision because it's
taken up by driveway access curb cuts
I'm wondering if this conflicts with our
r1c section of ordinance that we
recently passed which has 50-foot Lots
and you if you allow a 36 foot wide
driveway on a 50 foot lot there's not
enough room for an on street parking
slot and I believe we addressed that and
limited that we might want to put a note
that it isn't automatic that you would
get 36 feet that that would be the
maximum but it might be the city
engineer would say less than that if you
have a lot that is smaller or you know
whatever the situation is so we do have
quite a few Lots in our community that
are less than 75 feet which I mean a 50
foot lot and a 36 foot wide driveway is
telling the neighborhood there's no on
street parking our to a and yes our to a
as a 50 foot lot with minimum so I think
you want to make sure that that isn't
construed to mean that anyone can have
36 feet of driveway width and another
thing I would like to point out is that
we have very firmly held to not allowing
driveways on collectors and arterials
and for residences and this so states
that when they're there they have a
maximum of 36 feet that I don't want to
give the impression that you can plant a
lot with a 36 foot wide driveway on a
collector route because that goes
against what we've been practicing for
maybe a couple decades so we say it
somewhere I think that driveways are
[Music]
frowned upon on collectors somewhere not
sure where would that be in our
subdivision ordinance no access directly
on to collect your routes yeah no that's
a good question mayor I don't know if
I've come across that language in any of
our other regulations as far as I know
that that's been discussion since I've
been here we've been astute to you know
making sure that those residential
accesses are limited or prohibited on
collector routes I do know at times
particularly in existing circumstances
there are obviously residential lots but
collector routes throughout our
community and I also know in research
that the community who these regulations
are modeled after I should have noted
that my introduction here but the city
of Brandon utilizes these regulations
and I think they actually narrowed their
residential collector down to 30 feet
residential driveway on a collector down
to 30 feet but did still have a number
in there for that use if it were to
occur well I want to just put out a think we want
to make sure that we're consistent we
don't want to mislead people into
believing that because there's a
driveway dimension given on collectors
in this table that that implies that
they get to have access on to collectors
I think this somewhere in this section
should say that we don't want driveways
we'd prefer not to have driveways
directly going on to collect routes
it's like 19th Street north the north
part of 19th Street which was plaited
after the 1980s doesn't have direct
access from driveways and the southern
part of it which is older does have some
and that has been a bone of contention
for people wanting to develop in there
that's something we can handle with new
subdivisions within our development
agreements and that sort of thing but be
nice to be consistent so we're I just
want to echo what Sara said and I was
gonna use 19th Street as an example
exactly for that reason the southern
portion of that there's a lot of
approaches and cutouts in there and
there's not that many on the north part
I don't think anybody maybe at the time
understood 19 could be such a busy
street but as we plan future collectors
let's not make that mistake again let's
make sure that that collector is serves
that purpose to drive traffic and we
keep those driveway cutouts to a minimum
I agree with that yeah thank you Mary
do we have a minimum frontage do because
if you should we said a minimum frontage
amount the width for a 36 foot driveway
you know maybe that number 75 feet but
that's something you may want to
consider if we haven't done that already
and our r1c code in the title 21 does
talk about that that you in a way that
you can have a driveway with that allows
for at least 120 foot my parking space
per lot I think is how that's listed
so if you have a big r1c lot that gives
you enough space to have an on street
parking spot then you can have a wider
driveway as long as you're leaving
enough space so that we still have on
street parking so I think we went
through that pretty carefully when we
proposed the r1c zone because a 50-foot
lot is a very small narrow lot and we
didn't want to have subdivisions without
on street parking in residential areas
so that would be a good place to
reference how to word this for the
future I mean I think it's great that
we're getting this out there and we can
make modifications anytime we want to
make it better yeah and I think those
are a couple simple ones that actually
you know we could make upon the adoption
of this is to put a note in here to add
clarity to the 36-foot in a collector or
whatever width and a collector on
residential areas you know those are to
be determined at the discretion of the
city engineer and that future
development of course our goal would be
and we could put a note here to that
extent that our goal would be that
future development would prohibit or
drastically minimize unless there's an
extreme case prohibit any residential
access onto collect or else we don't end
up with 19th Street issues yes I mean we
have lots of collector routes in our
city where the lots of jacent have no
other choice but together driveway it
right onto that collector out so we need
to have a standard but we just don't
want people to take away from the
standard that that's permission if
there's an alternative sorry it didn't
mean a railroad
as of now are we okay with that 36 in
this in this document as it stands and
are there any proposed reduction to that
number here this evening
I like Bruce's idea I just don't want to
see lots where it's all the right way
there's no parking in the street so your
proposal man would be 56 feet then if
you needed an additional 20 feet of
space what you're saying I would say
that instead of saying a width that
there has to be at least 20 feet or
whatever we said in the Arwen see I
could probably pull it up can you pull
it up to allow for at least one on
street parking slot per lot and 20 feet
is I mean that's a pretty skinny lot of
vehicles can't fit in a 20-foot slot
that's a bare minimum if if there's
language in that r1c mayor the Dave and
I could reference we could incorporate
that as an amendment here why don't we
continue on great so that was really the
highlight of this section 5 I wanted to
talk about access control the other part
on this diagram the C value here is the
offset of a driveway from an
intersecting street and now that's an
important number to that really I'm glad
to see that we'll have some numbers to
administer this there and I should also
note to some of these numbers are
derived by standards that come from the
American Association of State Highway
Transportation officials Asheville and a
lot of times there's unique cases that
come up where there may need to be
reference to those manuals to guide us
through what the right number is what
the right offset from an intersection is
but we have had recent
commercial development come in on a
corner lot
and they want their approach a lot
closer to the intersecting street than
they realize is appropriate because of
the impact on the driving lanes of the
side street the closer that driveway is
to this intersecting street that creates
all kinds of traffic maneuver conflicts
if there's a traffic signal here and you
have stop cars backed up and this
traffic cannot turn into that driveway
that becomes an issue there's all kinds
of issues like that so we want to make
sure that that design is done
appropriately to help minimize those
conflicts in the future and you can all
probably think of a location in town
where there's a access very close to the
intersection and you've driven through
there and felt a little awkward what are
you gonna get hit or not that's what
we're trying to prevent by having these
kind of regulations in place and on new
development it usually is pretty easy to
accommodate these kind of numbers so
that because they're starting with a
clean slate and they can really help do
that through these commonly applied
standards moving on chapter six talks
about geotechnical reports when they're
required when we do soil exploration
again this isn't a report that we see a
lot of but there are times when it when
it is necessary and should be done and
that's what this section outlines
chapter 7 talks about grading and the
grading requirements for subdivisions
you'll see both of these sections are
fairly short in content only a couple
pages each chapter 8 another big one
that I wanted to point out this is a
longer section almost 30 pages long but
it talks about Street design and
pavement thicknesses and the couple of
components that I'll skip right to here
are right away widths and roadway widths
now these are two components that are
typically one of the the most that are
upfront and present in the public you
know once something gets built and
everybody's driving to and from it
whether it be a residence or a new
commercial development this is usually
one of the first impactful things that
the community observes feels and can
relate with because it's it
it's tucked that way for quite a while
however wide those roads are when that
developed development got built is how
why they're gonna be for quite some time
so we want to make sure we get this part
right to in reference to roadway widths
right away widths our comp plan we did
reference that to see and make sure we
were consistent with it and it does say
for local streets we have at least sixty
six foot of right away that number grows
as you get up into a collector in
arterial functional classification of a
roadway of course larger the roadway the
larger the right away needs are so
that's how we have drafted that with the
right away with roadway widths what
we're proposing is just over a thirty
nine foot back of curb roadway with as a
minimum this this would allow for two
eight foot wide parking lanes and two
eleven foot wide driving lanes and that
number of course also grows as you get
into industrial zoned areas and on
collector and arterial streets those
minimum roadway widths wide now I wanted
to show you a handful of slides here and
then we can talk through the
appropriateness of these numbers and
whether we should be a little an error
on these minimum widths or not here's an
example of a street that's only 28 feet
wide this is a pretty hill circle it's a
cul-de-sac some communities will allow
their cul-de-sacs to be narrower the
city Brandon does for example and their
standards what this 28 foot wide
this is face the curb to face a curb so
the effective use of the road because
obviously once you get back to the the
curb you're not having any use of that
area so but a 28 foot face to face
leaves to eight foot parking lanes and
112 foot drive lane in the middle I
would note that the fire regulations in
the AFC would require us to mark one of
these sides of streets is not as no
parking because of the fire apparatus
minimum width drive aisle requirement
for emergency response and so this is a
narrower example that we wanted to
include in here this is a 34-foot face a
curb so face a curb what you pretty much
do is you add another foot because you
have approximately six inches of curb
width and that's your back up curve
width so this is approximately a 35 foot
back occur with street that allows four
to eight foot parking lanes and to nine
foot driving lanes this is another same
situation a little bit different area of
town you can see where it gets congested
in a hurry when there's a lot of traffic
there to nine foot driving lanes and to
eight foot parking lanes there's where
we get a little bit wider now this is a
38-foot that provides four to eleven
foot driving lanes and to eight foot
parking lanes this is effectively what
our regulations would require our
residential streets to be built to at a
minimum this is another example of the
stream street so again here's the the
Barron this this looks a lot wider until
you get some traffic on it and see how
that impacts the flow you have two
parked vehicles and then the one driving
through now you could meet somebody had
to adhere and presumably have plenty of
room to both drive through and not have
to stop and wait for the other vehicle
with those two eleven foot driving lanes
here's a more extreme case of 40-foot
face the curb the face curb that allows
for two 12-foot driving lanes more than
I think is necessary especially in a
residential subdivision so those are some of the examples that we
have that I wanted to display the other
thing I wanted to note so this this
slide right here would show a typical
street with according to how these
regulations are drafted at 39 feet back
occurred the one thing we don't have
pictures of I thought we did but we
don't and I apologize but in snow
fighting season when the plows go by as
we all know the gutter pan can often
accumulate with snow and that's no
accumulation of the gutter pan
is sometimes dependent on the type of
snow removal that's occurring in that
neighborhood it's dependent upon whether
there's snow gates being used or not the
presence of snow gates allows for all
the more snow accumulation in that
gutter pan so what I'm getting at is in
our winter seasons here we do have an
effect of narrowing of our street with
or usable street with for both parking
and the travel lanes and something I
just want make sure that everybody's
sensitive to and and acknowledges when
we set this number
whether it's 39 feet or less as far as
our minimum Street with I'll go back to
that chart now and here's where that 39
feet is three and I feet four inches
because of the the the standardized curb
width that we use that's just what the
calculations end up being to provide to
8-foot parking lanes and to 11 foot
driving lanes your back a curb width is
39 feet 4 inches Dave and I have talked
about this I've referenced other
communities minimum widths some will go
as low as 36 37 feet some go as high as
39 to 44 minimum street widths and this
is another number to that I would
appreciate any kind of input that the
council might have I I would like to
point out that more recent subdivisions
have used a narrower standard than this
and I just to pull it off the top of my
head when what are the most recent
subdivisions that we've done I haven't
checked lately but I I know that Prairie
Hills up there is less was this one of a
mayor that the developer spoke to you on
behalf of I don't recall okay I know one
of them that was built I know that even
the developer came back later and
thought well if that was the first the
cul-de-sac that you showed okay we're
gonna have to so I'm you're saying and
if we want to be compliant with fire
code we're gonna have to mark this one
side Park
correct yes otherwise we'll be out of
that I don't think we want to do for
sure that's we would want parking on
both sides of a residential street in a
neighborhood we'd want to comply with
the fire code what would that be a
minimum were compliance with the fire
code with parking on both sides 32
anything over 32 so from 26 feet up to
32 feet the fire code says no parking
allowed on one side okay so we should be
posted we would want that to be at least
32 feet on a cul-de-sac and what what
did you say your cul-de-sac you said 30
33 and four inches yeah that's so that's
32 essentially face a curb to face a
curb so that complies with the fire code
the the wider standard for a through
residential street is the one big
question that developers have requested
a narrowing of that and I I want to say
I think we went 36 feet face a curb to
face a curb which would be 37 and just
so the council knows we've been all over
the place on these and whatever we
require is what we own and maintain
forever so we don't want to have excess
asphalt to have to keep up that's that's
an issue
so what we're what we're saying in the
table is pretty generous but it does
allow you to open your door if there's a
big high snow bank to a little bit more
comfortably than the narrower streets if
you have snow piled in the boulevard
people are going to park a little bit
farther out into the road and you're
gonna end up with one lane Kozma Bueller
question when you talk about called a
sec the width for a road to a call to
sack is there is it a one block length
is that the
maxximum where you would go with a
narrower rotor because if you've got say
you got six block stretch that comes to
that cul-de-sac does that make a
difference and I just want to go on the
record I I think that because we are a
snow snow load country I think we really
got to be careful with this one
I don't I know the mayor like kind of
likes the neighborhood street widths and
I agree that this is more to maintain
it's more to install there's more
expense but I think there's a lot of
safety issues that surround this - you
know how you can react to somebody
pedestrian coming out from behind a car
somebody who doesn't park right next to
the curb all the time there are a lot of
different things I think that come into
play but I just want to go on record
from my planning experience and some of
the things that I've seen that I think
that we need to to stay with the wider
streets
councilman Bueller to your question on
Cola sack lengths yeah that's something
I've seen communities handle differently
some will set that length of the maximum
cul-de-sac length allowed according to a
sheer number of lots you know no more
than 20 Lots on a cul-de-sac let's see
others will relate it to the length of a
dead-end fire main and so that water
line going down to that end of that cola
saken's a dead ending and not looped in
to the rest of the water system which
typically isn't good for the water
system depending on what kind of
turnover will be in that line so that's
another driving factor that comes into
play with the length of a cul-de-sac and
it's kind of all over the board that
you'll see some will just put an
arbitrary length to it you know no colas
act longer than 500 feet so there's
those few factors that go into that I
haven't seen anything necessarily
correlated with the width in relation to
the length and any of the standards that
I've applied in the past not saying that
we couldn't create one or have one but
it's usually just basic street with
criteria irrelevant or not considering
the the length of a cul-de-sac
say 500 foot maximum from cross street
to the end of the cul-de-sac I was gonna
ask that where is that Dave do you
remember where that is
I'm not sure exactly where that is but
yeah I think it is in this section
so chary driving 27th Street I just drew
up the approved plans we have a 35.3
back a curb to back a curb which is
considerably narrower
well as Dave's looking for that you know
the other components in this chart there
are several it talks about the type of
curb that we allow which is all six inch
vertical curb we currently don't allow
any what they call model Bowl or
rollover curb where you can essentially
just drive over it some communities do
allow that we we require six inch
vertical curb in our standards and which
creates the need to form a formal curb
drop for each a driveway or approached
again in snow country I think that that
six inch high back curb is a little more
accommodating to the snow removal
equipment and and the snow storage
let's see any other highlights from this
chart again we referenced the ash toe
standards for some of the horizontal and
vertical alignment control first Street
design that's pretty well the highlights
from all the sidewalk I'll point that
when I'll quick to as well
sidewalk width we've we went to a
straight five foot wide sidewalk
throughout town whether you're in
residential or commercial some towns
will split that out and you'll be five
foot wide and commercial areas but only
four foot wide and residential the state
I believe has gone to a default five
foot wide sidewalk and that's what kind
of spurred us to fall in line with them
and just use a five foot wide standard
Center if there's any concerns with that
but that's another number that we could
modify as well I think that's that's
good to bring up the ad a requirement is
four feet and a lot of our sidewalks in
town are four feet wide but it's
difficult for two adults to walk
side-by-side on the four foot wide
sidewalk five foot is what a DA
recommends are and no they recommend we
do five did you want to say something
cause one well is that if I put maximum
or is that five foot minimum
that is uh that is a minimum 5 foot
standard sidewalk with so eda is 4 foot
we're pulling in 5 foot a DA recommends
rise they recommend 5 but they require a
minimum of 4 so if anyone's replacing
current or they gonna have to follow new
requirement we do have a no ik you'll
see a note 3 here on our sidewalk
we're sidewalk is attached to curb
sidewalks will be one foot wider
sidewalks that are being constructed or
replaced adjacent to existing sidewalks
may be the same width as the adjacent
sidewalks with the approval of a city
engineer so if you have a four foot
sidewalk on a replacing one lots worth
of it we won't necessarily make them go
in and put five foot in for that one lot
with it would make sense in that
scenario to match the four foot on both
ends I found where we limited the
cul-de-sacs it's in Section eight point
seven point six to five hundred feet and
that will get we'll get some pushback on
that I think we we did away with that
when there was controversy people want
them to be longer I thought it's not
good to be longer because snow removal
is difficult and we don't want to have
cul-de-sacs period anywhere but
sometimes you do have to have them it's
not practical to do something else at
least we limit the length I don't know
dude did you want to weigh in on that
Rob the street superintendent
I'm the maximum length for a dead end or
a cul-de-sac til the sacs are not snow
removal you know as long as we have a
turn around at the end like Kristen
Street up there on 7th Street there's nothing to turn around it's
about maybe a thousand foot but as far
as the length that call the sax I think
it's fine as long as we have something
at the end of turnaround
okay so I really don't have any input
other than that
you know the other component to that that I'll put in provide input for
that I've talked to rob about is just
the presence of a cold the sack does
compound or snow removal efforts because
of the necessity to haul is snow out of
those areas but that's just whether
there's one there or not that's not
necessarily anything to do with the
length of it so that is something we're
also being mindful of as subdivisions
continue to submit us designs that's one
recent one that we've reviewed we've
commented on that they've modified
they're designed to accommodate our
request to help minimize cul-de-sac
installations which was good to see so I
think that there's merit in that as well
okay I'll jump forward here this is
another one I wanted to touch on quick
minimum pavement thicknesses we have two
types of pavement that can go down on
our streets it's Portland concrete
cement that's the white stuff and we
have the asphalt concrete pavement
that's the black stuff so ACP and PCC is
how they're known in the industry both
have the term concrete in them and so
technically that's what they're called
but that often times causes confusion
because we usually think of concrete
just being the white pavement that's out
there long story short the concrete
section we're requiring a minimum of six
inches on six inches of pavement on top
of six inches of aggregate base course
for local streets commercial and
industrial and collector streets we're
requiring eight inches on eight and
arterials eight inches over twelve and
again the top number is the pavement
thickness the bottom numbers the base
course the granular
the gravel base course that we haul in
and Bill our street pavement on the
asphalt streets four inches on twelve
four local residential streets six
inches on twelve for commercial
industrial or collectors and then six on
twelve again for arterioles we should
probably have a note in here for
arterioles
related to a shto design standards for
special street sections that are need to
accommodate heavy traffic loadings you
know having amount of truck traffic
again some of this will be specific to
the road being designed for and the
design engineer can oftentimes come up
with different numbers and we're showing
here and there might be some streets
where we may want to require more than
this but these are the minimum payment
thicknesses required for the street
section velar he thought of these how
did these compare with areas that we
have had trouble I mean Northridge for
example a great question I know the base
course has been sparse and fluctuates
quite a bit in some of those areas of
town that we've gone back in and
reconstructed here recently some of
those neighborhoods like Northridge
where we saw premature failures where we
didn't get a full expected lifecycle out
of the pavement I think we had anywhere
from two to three inches of pavement on
top of zero to eight inches of base it
really did fluctuate quite a bit so this
does tighten that up or strengthen that
considerably then it does and one thing
I'll point out this 12 inches of base
course in our building conditions so
many of our areas of town have a high
level of high presence of groundwater
and that of course fluctuates from year
to year and from season to season but
that that base course layer is a really
a drainage layer to help protect and
preserve the pavement surface and with
the more adequate base course layer the
better drainage that pavement structure
is going to have to keep that water
drained out and down and away from the
pavement surface and help minimize some
of those impacts that that freeze-thaw
cycle can have I was going to comment on
that - I think this is chapter eight one
of the most important things you've
rather worked on so again come on
I commend the department - Dave thanks
for helping out and everybody that
because this is important we get this in
place I want to comment specifically on
this when we accepted those streets up
north is the ones that
and mention we should have accepted
those that's really what it comes down
to Seoul in the future when a street
it's it gets built then it comes to the
point where the city's got it accept it
are we testing for this how do we
prevent that from happening features
that cost the city a lot of money what
happened up north yes so councilman Roby
to your point the inspection process and
the acceptance process for these
subdivisions what we're following to a
tee as a written in the subdivision
regulations part of that includes a
final walkthrough inspection with the
contractor and/or the engineer and/or
the developer or all three parties and
we look for things such as you know
early signs of pavement distress and
things like that that may have occurred
trench settlement things like that
cracked curb and gutter now during the
construction is when the most opportune
time to catch what thicknesses are going
down for these two types of materials
and that's something to that we've been
shifting to improve upon and the
engineering staff is to be out there and
have more of a presence during the
construction phase to perform inspection
on things like these to ensure that
they're being done to the approved
construction plans and that will go a
long way to help prevent those things
from happening if we happen not to be
out there during construction we do
always have the option to go back and
core the street section if if we have
doubts that there's the minimums require
these standards require cores Heath have
a question on the four inch there on the
asphalt concrete is that thick enough
even though it's a residential is it
thick enough to withstand you know it's
our weather that gets us and so it
seemed like I don't know maybe six would
be better just because we have all this
water that freezes and a little crack
and all of a sudden doesn't take much to
get four inches deep to break that up
yeah no that's a good question
councilman Albertson I think that it is
a pretty standardized thickness for
residential streets to see that from
most communities you go
to that our size are bigger I think a
lot of those components to that go into
the street section design you know
whether there's edge drain whether
there's adequate base course all that
adds up to whether that Street is going
to function like it should
along with you know what section what
thickness of pavement that you have but
I do think that four would function well
as long as we get the adequate base
course underneath it and in a lot of
cases we'll be looking at requiring edge
drains as well as long as they can
daylight out somewhere that helps get
that water again out and away from that
pavement surface and drained out into
the storm sewer system Cosmo Buehler
thank you
just a question who signs off who's the
ultimately the sign-off person would
that be the city engineer that signs off
on the testing and is there a way to
track who signed off on what do we have
documents that show that so for the
testing itself that's all up to the
developers engineer to perform as far as
compaction tests and concrete testing
and things of that nature the inspection
that we perform would more be to a
visual and just to make sure that the
grades look appropriate thicknesses look
appropriate and things of that nature so
we don't we don't necessarily check off
and any of that testing but the
developers engineer should be signing a
confirmation statement that they did
follow all the construction
specifications requirements and perform
testing where needed and necessary
throughout the construction so we've had
these issues you know so at some point
is there someone that is responsible for
that within the city I would say our
responsibility lies on ensuring that
we're getting the right check offs from
the developers engineer I don't know as
though we've done that in the past very
regularly with some of the records that
I've looked at or tried to find
information in if we're consistent with
this process and and the developers
engineers checking off providing
certification and we've got knowledge by
our field inspection
that the appropriate things happened as
per the approved plans I think that
that'll go a long way and help prevent
some of these issues that we've had in
recent past I would I would think what
Bruce is trying to get is that someone
from our and be the one that comes out
and certifies that versus someone from
the developers and that we're thinking
oh no I understand I mean I I know
that's what we've done but I think at
the end of the day somebody here has to
okay and that those processes have been
carried out and they've been carried out
properly
yeah because because we can always I
mean this could happen again and again and we just say well you know
Joe's construction they apparently
didn't do it as good a job as they
should have when they did the testing or
whoever they had independently test that concrete or compaction that kind of
thing so it's all I'm saying is that
there's somebody that that is
responsible for that within our city
government not you know just yeah it
looks good it's okay that guy said it's
good so there we go
yeah we're citing the design standards
Heath I mean I think it's for us to be
going out there and making sure that the
design standards are set and that
they've been met by what we feel versus
you know by the you know nothing against
a in developers but by what their
engineering firm has said or whoever
built it I mean I think we are the ones
that are ultimately responsible for
signing off and we're gonna get the bill
at the end of it you know one for years
to come so yeah for us I personally
rather see one of our guys go down you
know spot check in here and there yeah
and so there are communities that
embrace that concept and they do City
perform inspections I can tell you that
in Watertown that would take a pretty
significant staffing change for us
probably the tune of at least two
engineering technicians if we were going
to perform full-time inspection on
developments so other communities do it
like we have been where we do rely on
the developer and their engineer to make
sure that we're following the processes
they give us a signed certification
saying they sign that they perform those
processes and then our checkoff really
becomes you know the final walkthrough
and and the random inspections that we
can get out there on to make sure that
things are being constructed
appropriately so do we run core samples
so do we or do we look at core samples
that they have done for us I mean they
don't like the state if the state builds
a road they have to take samples of
bridge they have things samples under
that kind of create that sort of thing
that they can present for inspection to
the state yeah under the new standards
we will be but have not to my knowledge
been doing that the ability to they they
can do a nuclear test as well which is
non invasive testing but you have to
have specialized equipment and training
to use a Knick nuclear test gauge
otherwise coring is the standard and we
require it in these standards councilman
Villar I just like to weigh in to what
Bruce and you and Adam are saying I've
been on that committee that that you're
you referenced earlier Heath as was or
as is a read Helene that this is a bone
of contention around the table as we
listen to and I get him yet I I was
definitely a lay person there that did
not talk Turkey like like most people on
the table but this was one of the bones
of contention that felt like did a lot
of duplication of effort because you
were already asking that the engineers
the professional engineers who have
standards to uphold to sign off on it
and then the the rough comes when they
felt like city was holding up the
process by effectively duplicating what
the engine the earth of the developers
engineers had done and as an accountant
coming from the auditing world I know
exactly where they're coming from I mean
it's it would be a duplication of effort
as I see it as I've worked with audits
over the years in my profession so that
this I hear where you're coming from I
don't disagree but I think when the cost
when you look at the cost involved and
what does the timeliness of a project
I think though what you're explaining
Heath makes sense to me in what we're
trying to accomplish here well let me
kind of clarify so sorry
you know I'm thinking that it's an audit
process you know and if they're doing
core samples that we have an opportunity
to look at those core samples and know
what location they're from I'm not
saying that we would duplicate what the
engineering group is trying to do that
works for that developer I'm saying that
because what's going to keep us from
having this happen again but it's that's
the Buddha would be out on a limited I
mean you're right if you any determining
and I did it definitely be a sample and I think it would be a relatively
small sample what satisfied we're trying
to accomplish
all right Council under demske heathrow
these engineers do these inspections
that we rely on when they sign off on
the paperwork are they required to carry
any kind of insurance in case this road
does fall apart before you know the
expected life expectancy so this burden
doesn't fall back on the city short
answer is yes all engineers have you
know certain levels of liability
insurance some of the things we also
require is bonding of our contractors
any contractor doing work in the
community has to have a certain level of
bonding put up with the city finance
office and and when they obtain their
license to do work in the city now when
it comes to failures after we've
accepted it that's where it becomes a
lot more challenging you typically once
that acceptance has been made we've done
a final walk through the year warranty
has expired
we've gotten to a point where we've
accepted it it's the cities to own and
maintain in perpetuity once we get past
that point it becomes very difficult to
pull those parties back in if the road
blows up on us I can't say I'm a gonna
see it can't happen but it does become
more difficult that's where having the
right procedures in place ahead of time
really do help prevent those instances
from occurring
if you have the right design standards
if you have the right check offs during
construction and then you have the right
inspection process at the end the right
acceptance procedure the warranty period
those all those things really do help
mitigate some of the things that we've
seen like from the north end of town and
some of these subdivisions I guess I
can't speak exactly to how that would
come into play a you know get more of a
legal interpretation of what the
development agreement says how the
developer could be held responsible
and/or their engineer and/or their
contractor I think that the connection
we would have would be through that
development agreement right great
discussion
I'll quick breeze through these next few
sections sanitary sewers this is a
mike's world right here pretty
straightforward stuff it all flows
downhill and that's how we want to keep
it go on so now it does get into some
lift station design criteria and and
things of that nature but it's a pretty
straightforward section there's a
minimum pipe slope requirements minimum
pipe size requirements minimum manhole
requirements and all those pertinence is
that are related to the sanitary sewer
system chapter 10 like a referenced
earlier this simply refers to Watertown
municipal utilities and their design
standards for water mains chapter 11 has
talks about storm sewers this gets into
some of the design criteria that are two
documents that we've already adopted
back in 2008 or 9 the post-construction
stormwater best management practices
manual pretty much that outlines our
detention pond requirements and things
of that nature the measures that we need
to put in place that stay there for the
long term after construction is complete
all these sections the design standards
kind of get built on top of that and
talk about really a lot of the things
similar to the sanitary sewer section
minimum pipe sizes pipe types minimum
pipe slopes all the things of that
nature the next section is stems to
stormwater as well that's the erosion
and sediment control section this this
refers to that second document that is
talked about
our best management practices manual for
erosion and sediment control that we've
already adopted years ago we've
incorporated that by reference in this
section along with saddens some other
additional language in there
chapter 13 is construction plans what's
required in the construction plans this
is verbatim I think pretty much out of
the chapter 24 subdivision regulations
so everything that we require and the
subdivision regs is carried over into
the design standards 14 and 14 it also
mimics what's in the subdivision
regulations this talks about the
acceptance process that we just hit on
with this infrastructure what does that
final acceptance process look like what
are the developer warranty
responsibilities and the things of that
nature and then chapter 15 talks about
inspection and testing and the
submittals and this talks to councilmen
Beeler's point and Councilman ville
harbors point you know they're required
to provide submittals in regards to the
inspection and testing to provide us
with the testing schedules were or are
on a project and then again all those
majors that help us ensure that they've
followed the proper procedures to build
soundly within the city wrapping this up
really four pillars of success in
administering design standards I think
that these really hit home to why these
are needed why they're gonna be a great
thing for Watertown why the developers
or engineers the city staff will all be
able to work together because each and
every one of us that are stakeholders in
this are going to have guidance we're
gonna have consistency we're gonna have
efficiency and we're gonna have
longevity to the products that are built
out there and I think that this really
it's only intent to these standards to
provide these four things for this
community that brings me to the end of
my time and my presentation I'd gladly
field any more questions any more
changes we want to make before the the
adoption consideration in the next
meeting we do have it as an action item
to adopt these in the next
and we've glad to make any tweaks or
modifications in conjunction with that
okay quick question I know you got input
from the developers on this I hope this
is received well by them because I think
a lot of things we've heard is we just
want to know what the rules are you know
and though we've had things published
before I think the fact that you've
formalized all this I think is gonna go
a long way to prevent you what was
happening and that was a lot of things
ending up in the council we found
ourselves negotiating developer
agreements we should not be in that
position rarely if ever so again thanks
the department Dave thank you for coming
on to help out and the whole group that
did this is important yes councilman
robing to your point we have indirectly
received some input from the developers
you're exactly right they want to see
these adopted and thank you for
reminding me because I wanted to point
out that this is gonna be a living
breathing document it's adopted by
resolution what I've done in press past
communities is we keep a running list of
redline notes in our design standards
book of things that aren't working well
and don't fit the community well and
we'll continue to do that I'll make sure
we do that our staff does that here in
Watertown we've even collected input
from consultants engineers or design
engineers for the developers throughout
the year and I would estimate with this
being brand new you know a year out we
might have a good handful of
housekeeping items you want to update
but then once we get settled into a good
document I've seen a good cycle of every
four to five years you do a little bit
of a facelift to these things and just
to make sure you're knocking the dust
off and getting rid of the things that
don't work real well so I got a question
I recommend that we recommend to that
the full council meeting that we approve
this but will what we have tucked is a
lot of time here now well we have more
just a chance to discuss this thank you
cuz I got a few questions and comments
I'd like to make to and that time comes
so but I would recommend that we
recommend it for approval right at this
point yeah we have a motion
second on the floor for ready to take
action to make that recommendation of
the console all those in favor signify
by saying aye aye opposed signify were
saying nay motion carries
okay is there any old business to
discuss oh oh okay f is contribution of
urban renewal loan funds to the
Watertown Development Company for
management of the loan program and I'm
not looking for action on that because
we're we're not ready for that one so
sorry
skipped over it so now old business none
any new business we will not be going
into executive session so look for
motion to adjourn
motion by Bill Haller and a second by
Radomski any discussion all those in
favor signify by saying aye okay all
those opposed signify by saying nay
motion carries we're gonna take a brief
break and then we'll come back for the