CR 72

PUBLIC WORKS DEPARTMENT MEMORANDUM
#12-2020
DATE: April 13, 2020
TO: Honorable Mayor Meredith Leighty and City Council Members
THROUGH: Heather Geyer, City Manager
FROM: Kent Kisselman, PE, Director of Public Works
SUBJECT: CR-72 – 2020 Residential Street Program
PURPOSE
City Council is considering CR-72, a resolution to approve a contract for the 2020 Residential
Street Program.
BACKGROUND
During the January 13, 2020 City Council meeting, staff presented the results of the 2020
Pavement Condition Index (PCI) to City Council for discussion and endorsement. Memorandum
#01-2020 outlined the 2020 results and is included as Attachment 2 for Council’s reference.
Based on direction from City Council, staff proceeded to implement a 5-year Street and Arterials
Rehabilitation Plan. The plan adds an additional $2,200,000 to the Residential Street Program
and $1,500,000 for the new Arterials Rehabilitation Program.
On February 4, 2020, the City issued an Invitation for Bid (IFB 2020-003) for the 2020 Residential
Street Program. A mandatory pre-bid meeting was held on February 18, 2020 in which eight
prospective contractors attended. On March 5, 2020, the City received five bids. Proposals ranged
from $5,262,563.59 to $7,218,462.49.
Based on the review of information submitted, it was determined that Brannan Sand and Gravel
Company, LLC was the lowest responsible bidder in the amount of $5,262,563.59. Reference
checks were conducted and staff determined the project is well within Brannan Sand and Gravel
Company’s capabilities, and its past performance meets the City’s standards.
STAFF RECOMMENDATION
Staff advises that a 10% contingency be applied to this contract. Attached to this memorandum
is CR-72, a resolution that, if approved, would authorize the Mayor to execute a contract between
the City of Northglenn and Brannan Sand and Gravel Company, LLC for the 2020 Residential
Street Program in an amount not to exceed $5,262,563.59, and authorizes the City Manager, on
behalf of the City, to approve minor changes in scope of services and execute relevant change
orders up to the approved expenditure limit of $5,788,819.95. Staff recommends approval of CR-
72.
BUDGET/TIME IMPLICATIONS
Funds in the amount of $1,800,000.00 is budgeted in the 2020 Capital Projects Fund for the
Residential Streets Program and Melody Drive Traffic Calming Improvements. An additional
appropriation of $3,988,819.95 is needed to fund the remainder of the projects, and will be
addressed by CB-1944 – Supplemental Appropriation and CIP Carry Over.
CR-72 - Page 1 of 115

CR-72 – 2020 Residential Street Program
April 13, 2020
Page 2 of 2
Appropriation – Residential Streets $800,000.00

Appropriation – Melody Drive Traffic Calming Improvements $1,000,000.00
Brannan Sand and Gravel Company LLC ($5,262,563.59)
Contingency (10%) ($526,256.36)
Additional Appropriation ($3,988,819.95)
The contractor has 120 calendar days to complete the work after staff issues the Notice to
Proceed. Once the contract is approved, staff will coordinate with Brannan Sand and Gravel
Company LLC for a project start date in April and final completion in August.
Project timeline:
Contract Approval April 13, 2020

Notice of Award April 2020
Notice to Proceed April 2020
Project Completion August 2020
STAFF REFERENCE
If Council members have any comments or questions they may contact Kent Kisselman, Director
of Public Works, at 303.450.4005 or kkisselman@northglenn.org.
ATTACHMENTS
1. Bid Summary
2. Staff Memorandum #01-2020 – 2019 Pavement Condition Assessment
CR-72 – 2020 Residential Street Program

2020 Residential Street Program Contract
CR-72 - Page 2 of 115

Attachment 1
CR-72 - Page 3 of 115

Attachment 2
PUBLIC WORKS DEPARTMENT MEMORANDUM

#01-2020
DATE: January 13, 2020
TO: Honorable Mayor Meredith Leighty and City Council Members
THROUGH: Heather Geyer, City Manager
FROM: Kent Kisselman, PE – Director of Public Works
SUBJECT: 2019 Pavement Condition Assessment
PURPOSE
Present information obtained from the 2019 Pavement Condition Assessment to include current
total street network conditions and recommendations for future roadway asset management.
BACKGROUND
The City of Northglenn is responsible for the pavement condition assessment of its roadway
network every three years and to maintain an average pavement condition index (PCI) rating of
70 or better throughout its entire roadway network pursuant to Resolution No. 06-92, Series 2006.
The City is responsible for approximately 106 center line miles of roadway. The roadway network
is classified into arterial, collector, and local roadways. The percent breakdown can be found in
Attachment 1 – Functional Classification Distribution by Area.
The City has adopted the PCI as a measure of pavement condition for asset management
purposes. The PCI was first developed by the Army Corp of Engineers and then further
standardized by the American Society for Testing and Materials (ASTM International). ASTM
D6433 Standard Practice for Roads and Parking Lots Pavement Condition Index Survey
describes a method for the determination of road and parking lot pavement conditions through
visual surveys using the PCI method of quantifying pavement condition.
In 2016, the City contracted with IMS Infrastructure Maintenance Services, LLC to complete the
survey and provide recommendations for roadway asset management. In order to keep a
consistent rating, the City contracted IMS again in 2019. IMS Infrastructure completes field
inspections through the use of laser technology. The laser technology is used to accurately
identify distresses within the pavement area based on the ASTM Standard. For local roadways
the assessment is completed over the main driving surface. For arterial and collectors the data
is collected over the main travel lane. This provides an unbiased, consistent and accurate
measure of the roadway pavement condition.
IMS Infrastructure completed its field survey and data analysis, see Attachment 2 – Final Report.
Highlights from the final report are discussed below:
The City of Northglenn average PCI is a 60 with a backlog of 6.9% for collectors and
locals, and 62 with a backlog of 9.8% for arterials. The City’s average PCI falls within the
“Good” ranking. Backlog is defined as the percentage of streets at or below a PCI of 40
(poor and very poor).
a. The majority of the streets within the city fall within the fair and marginal category.
The breakdown in PCI based on percentage is shown in Attachment 3 – As
Surveyed Pavement Condition Rating Using Descriptive Terms.
CR-72 - Page 4 of 115

2019 Pavement Condition Assessment
January 13, 2020
Page 2 of 3
b. A backlog below 15% is recommended to be maintained as those streets that fall

below this threshold will require very expensive treatments to repair.
With the information available the next step is to find ways to select and prioritize roadway
projects. To achieve this goal staff is working on the implementation of a pavement management
program. Streetlogix is a highly customizable, web-based asset management software that
enables municipalities to optimize their road budget within a GIS environment. The system
provides information on the state of their infrastructure and makes maintenance and repair
recommendations, including prioritizing roadway and sidewalk projects.
STAFF RECOMMENDATION
A. Staff recommends a one-time increase to the residential street program of $2,200,000 in
2020.
B. In addition to the one-time need above. Staff recommends that the annual budget be
increased for the residential street program from the current $800,000/year to
$1,250,000/year (an increase of $450,000 annually) in order to achieve an average PCI
of 64 from 2021-2024.
C. Staff recommends implementation of the proposed 5 year Arterials Rehabilitation Plan
shown on page 3 of this memo.
D. Amend current Council policy of a PCI rating of 70 to use the PCI Good condition range
of 60 to 70 moving forward.
BUDGET/TIME IMPLICATIONS
The current and future PCI average of the roadway network is directly correlated to the City budget
allocation within the Residential Street Program. Currently, the program is funded from the
Adams County Transportation Tax (ADCOT) accounted for in the Capital Projects Fund. Below is
a table showing funding per year projecting PCI after 5 years of maintenance and rehabilitation
strategies implemented with current and proposed budget.
Current Residential Street Program Budget

Year Budget Projected PCI*
2020 $800,000 61
2021 $800,000 61
2022 $800,000 60
2023 $800,000 60
2024 $800,000 59
Proposed Residential Street Program Budget

Year Budget Projected PCI*
2020 $3,000,000 64
2021 $1,250,000 64
2022 $1,250,000 64
2023 $1,250,000 64
2024 $1,250,000 64
Due to the size of arterial rehabilitation projects, staff proposes these projects be handled as
individual capital improvement projects and the creation of a 5 year Arterials Rehabilitation Plan.
CR-72 - Page 5 of 115

2019 Pavement Condition Assessment
January 13, 2020
Page 3 of 3
Proposed 5 Year Arterials Rehabilitation Plan Budget

Year Budget* Street From To PCI Treatment
th
2020 $1,500,000 104 Ave Zuni St Huron St 47 Full Width Mill
(FWM) & Overlay
2021 $1,500,000 Huron St 97th Ave 104th Ave 36 FWM & Overlay
2022 $1,200,000 Washington St 112th Ave 120th Ave 45 FWM & Overlay
2023 $1,700,000 104th Ave Huron St Washington St 44 FWM & Overlay
2024 $1,100,000 Washington St 104th Ave 112th Ave 62 FWM & Overlay
*Based on 2019 paving bids
Funding is available for the proposed residential street program and arterial plans by using one-
time reserves from either the Capital Projects Fund or General Fund ($2,200,000 in 2020) and
using ADCOT and the 4.000 Mills Property Tax restricted for road rehabilitation project. The
program budgets will be evaluated through the annual budget process.
STAFF REFERENCE
If Council members have any comments or questions they may contact Kent Kisselman, Director
of Public Works, at 303.450.4005 or kkisselman@northglenn.org.
ATTACHMENTS
1. Functional Classification Distribution by Area
2. Final Report
3. As Surveyed Pavement Condition Rating Using Descriptive Terms
4. Presentation
CR-72 - Page 6 of 115

Attachment 1
City of Northglenn, CO
Functional Classification Distribution by Area (Square Yard)
354,023, 14%
87,130, 3%
72,917, 3%
182,965, 7%
1,865,354, 73%
Principal Arterial Minor Arterial Sectional Arterial Collector Local
CR-72 - Page 7 of 115

Attachment 2
Northglenn, CO
Pavement Management Analysis Report
October 2019
Attn.: Daniel Martinez, Civil Engineer II
11701 Community Center Drive
Northglenn, CO 80233-8061
IMS Infrastructure Management Services

1820 West Drake Drive, Suite 104, Tempe, AZ 85283
Phone: (480) 839-4347, Fax: (480) 839-4348
www.imsanalysis.com
CR-72 - Page 8 of 115

TABLE OF CONTENTS
1.0 EXECUTIVE SUMMARY & RECOMMENDATIONS 1
2.0 PRINCIPLES OF PAVEMENT MANAGEMENT 4

2.1 Pavement Preservation 4
2.2 Economic Impacts of Maintenance & Rehabilitation 6
3.0 THE PAVEMENT MANAGEMENT PROCESS 7

3.1 Functional Class Review 7
3.2 Assembly of Data into Projects 12
3.3 Field Survey Methodology 14
4.0 NORTHGLENN SURVEY PAVEMENT CONDITION 16

4.1 Understanding The Pavement Condition Index 16
4.2 Evaluating the Pavement Quality and Backlog 24
4.3 Northglenn Network Condition Distribution 25
4.4 Structural and Load Associated Distress Analysis 29
5.0 REHABILITATION PLAN AND BUDGET DEVELOPMENT 31

5.1 Key Analysis Set Points and Pavement Performance Curves 31
5.2 Network Budget Analysis Models 34
5.3 Post Rehabilitation Condition 38
5.6 Network Recommendations and Comments 42
IMS Infrastructure Management Services Northglenn_Report_Draft Page i
CR-72 - Page 9 of 115

APPENDED REPORTS Following Page 42
Appendix A (Arterial) Street Inventory and Condition Summary

Appendix B (Arterial) $1M Street Rehabilitation Program by Segment
Appendix C (Local/Collector)Street Inventory and Condition Summary
Appendix D (Local/Collector)$750K Street Rehabilitation Program by Segment
APPENDED MAPS Located on Thumb Drive
Functional Classification by Segment

Pavement Condition Index by Segment
Pavement Condition Rating by Segment Using Descriptive Terms
Assembled Projects
Pavement Condition Rating by Project Using Descriptive Terms
$750K/year Post Rehab PCI Map
$1M/year Post Rehab PCI Map
IMS Infrastructure Management Services Northglenn_Report_Draft Page ii
CR-72 - Page 10 of 115

Abbreviation
or Acronym Definition
$k Dollars in thousands ($,000)

$M Dollars in millions
%SP Percent Spreadability - component of deflection analysis
AC Asphalt Concrete - asphalt streets, flexible pavements, also know n as ACP
ACP Asphalt Concrete Pavement - asphalt streets, flexible pavements, also know n as AC
ART Arterial roadw ay functional classification
ASTM American Society of Testing Methods
Avg Average
BCI Base Curvature Index - component of deflection analysis
Brk Break
CAL Coarse Aggregate Loss
CDV Corrected Deduct Value - part of the ASTM D6433 PCI calculation
COL Collector roadw ay functional classification
Crk Crack
DeflCON Deflection Condition - structural load analysis based on traffic loading and deflection
DMD Dynamic Maximum Deflection - temperature corrected deflection
Dvdd Slab Divided Slab
DynaCON Dynamic Condition - structural layer analysis
ft or FT Foot
ft2 or FT2 Square foot
FunCL Functional Classification
FWD Falling w eight deflectometer
GCI Gravel Condition Index
GFP Good - Fair - Poor
GIS Geographic Information System
GISID GIS segment identification number
H&V Horizontal and Vertical
IRI International Roughness Index
Jt Joint
L&T Longitudinal and Transverse
LAD Load associated distress
LOC Local roadw ay functional classification - same as RES
LOG Lip of Gutter
m Metre or meter
M Moderate
m2 square metre or square meter
MART Major arterial roadw ay functional classification
Max Maximum
MaxDV Maximum Deduct Value
MCOL Major collector roadw ay functional classification
mi or Mi Mile
Min Minimum
MnART Minor arterial roadw ay functional classification
MnCOL Minor collector roadw ay functional classification
MOD Moderate
NLAD Non-load associated distress
OCI Overall condition index, also know n as PCI
Olay Overlay
PART Primary arterial roadw ay functional classification
Pavetype Pavement Type
PCC Portland Cement Concrete - concrete streets
PCI Pavement Condition Index - generic term for OCI
R&R Remove and replace
RART Rural arterial roadw ay functional classification
PWF Priority Weighting Factor
Recon Reconstruction
Rehab Rehabilitation
RES Local roadw ay functional classification - same as LOC
RI or RCI Roughness Index
S Strong
SART Secondary arterial roadw ay functional classification
SCI Surface Curvature Index - componenent of deflection analysis
SDI Surface Distress Index
SI Structural Index
STA Station or chainage
Surf Trtmt Surface Treatment
TDV Total Deduct Value
W Weak
IMS Infrastructure Management Services Northglenn_Report_Draft Page iii
CR-72 - Page 11 of 115

1.0 EXECUTIVE SUMMARY & RECOMMENDATIONS
PROJECT SUMMARY
In 2019 IMS Infrastructure Management Services, LLC (IMS) was contracted by the City of Northglenn to
conduct a pavement condition assessment and analysis update on approximately 95 centerline miles of
City maintained asphalt and concrete roadways that are considered Local / Collector. There is an
additional 13 miles of roadway that is considered Arterial.
IMS mobilized their Laser Road Surface Tester (RST) to conduct an objective assessment using industry
standard pavement distress protocols such as those found in ASTM D6433-11. At that time, the City’s
Local / Collector network average Pavement Condition Index was found to be a 60 and the City’s backlog
(roads below a PCI of 40) was at 5.5%. Additionally, the City’s Arterial roadway network had an average
PCI of 63 and backlog of 10%.
Network Valuation (Asset, $M, %)
Sidewalks & Ramps, 29.4,

25%
C&G & Drainage, 13.2,
11%
Signs & Striping, 1.0, 1%

Landscaping, 0.9, 1%
Miscellaneous, 10.7, 9%
Pavements, 24.2, 21%
Subgrade & Base, 37.8,

32% Total Mileage = 94.6 Miles
Total Network Valuation = $117.2M
Cost Per Mile = $1239/Mile
Figure 1a- Replacement Value of Roadway Network (Collector / Local)
As seen in Figure 1a, Northglenn has just over 95 centerline miles of roadway, encompassing over 2M
square yards of pavement surfacing, which is predominantly asphalt. At an average replacement cost for
a typical roadway just over $1.2M per mile, not including the value of the land, the City has over $117.2M
invested in its paved roadway network.
IMS Infrastructure Management Services Northglenn_Report_REV2 Page 1
CR-72 - Page 12 of 115

Network Valuation (Asset, $M, %)
C&G & Drainage, 1.8, 5%
Sidewalks & Ramps, 2.8,

Pavements, 12.9, 39% 9%
Signs & Striping, 0.3, 1%

Landscaping, 0.2, 1%
Miscellaneous, 3.0, 9%
Subgrade & Base, 11.8,

36% Total Mileage = 13.1 Miles
Total Network Valuation = $32.8M
Cost Per Mile = $2504/Mile
Figure 1b- Replacement Value of Roadway Network (Arterial)
As seen in Figure 1b, Northglenn has just over 13 centerline miles of roadway, encompassing over 514K
square yards of pavement surfacing, which is predominantly asphalt. At an average replacement cost for
a typical roadway just over $2.5M per mile, not including the value of the land, the City has over $32.8M
invested in its paved roadway network.
SUMMARY METRICS OF HEALTH (LOCAL /COLLECTOR)
Pavement Condition Index (PCI) – The PCI score is a ranking assessment on the overall health of a
pavement segment on a scale of 0 to 100. The network average PCI is a good global indicator of a
network’s overall health. (Explained in section 4)
Percent of Excellent Roads – Roads with a condition category of Excellent are those that score
between a PCI of 85 to 100.
Backlog –Backlog is the Very Poor and Poor roads (between a PCI of 0 and 40) that represent a portion
of the network in need of extensive rehabilitation such as full and partial reconstruction. Using sound
pavement management and finance principles, a very healthy network will have a backlog of 10% or less.
Northglenn’s Local / Collector’s met two of three of the metrics for evaluating the quality of its roadway network.
 Northglenn’s network average pavement condition score is within the national average currently
seen by IMS of 60 to 65, with the City’s average scoring a 60.
o The number of streets rated Excellent is below the minimum recommended target of 15% at 6.9%
 The backlog amount is below the average value of 12% at 5.5%.
CR-72 - Page 13 of 115

Northglenn’s Arterial network met three out of three of the metrics for evaluating the quality of its roadway network.
 Northglenn’s network average pavement condition score is within the national average currently
seen by IMS of 60 to 65, with the City’s average scoring a 63.
 The number of streets rated Excellent is above the minimum recommended target of 15% at
16.5%
 The backlog amount is below the average value of 12% at 9.8%.
BUDGET SCENARIOS
The current annual budget for Northglenn Local / Collector network is $750K per year dedicated to
pavement preservation and rehabilitation. This will inflate the backlog to 24% while reducing the average
PCI to a 55 over 5 years. Please note this number is an annual budget average across all 5 years of the
analysis horizon.
The Recommended budget for Arterial and Collector roads is $3.68M per year and will elevate the
network average PCI to a 70 while maintaining a backlog of 10%. This is a “Backlog Control Budget”
Northglenn does not have a set budget for Arterials but spends an average of $1M per year. This budget
will increase the average PCI of Arterial roadways to 71 while also increasing the backlog to 17%.
The recommended budget of $1.25M for arterial roadways will arrest the growth of backlog at 8% while
increasing the average PCI to 76.
EXECUTIVE SUMMARY CONCLUSION
The Northglenn network has divided their pavement analysis into two sections, as seen above. An
average PCI of 59 and a backlog of 5.5%, can be seen along the Local / Collector network, while the
Arterial network has an average PCI of 62 with a backlog of 9.8%. With the City’s existing budget, the
network conditions within the Arterial network will continue to improve into the 70s PCI range, but the
backlog will also sharply increase to 17%.
Within the Collector / Local network the City’s existing budget of $750K will result in unhealthy
deterioration of the level of service within the community. This will ultimately result in a PCI of 55 and a
backlog of 24% within this network. Pavement managers should be aware that a large percentage of
local/collector roads currently exist in the “Marginal” 40-50 PCI range. This represents a large collection of
streets that will soon fall into the “backlog” category and require costly rehabilitation efforts to restore to
full service. These streets should be monitored closely over the next 5 years.
CR-72 - Page 14 of 115

2.0 PRINCIPLES OF PAVEMENT MANAGEMENT
2.1 PAVEMENT PRESERVATION
Preservation of existing roads and street systems has become a major activity for all levels of
government. Because municipalities must consistently optimize the spending of their budgets, funds that
have been designated for pavement must be used as effectively as possible. The best method to obtain
the maximum value of available funds is through the use of a pavement management system.
Pavement management is the process of planning, budgeting, designing, evaluating, and rehabilitating a
pavement network to provide maximum benefit with available funds.
A pavement management system is a set of tools or methods that assist decision makers in finding
optimal strategies for providing and maintaining pavements in a serviceable condition over a given time
period. The intent is to identify the optimum level of long-term funding to sustain the network at a
predetermined level of service while incorporating local conditions and constraints.
Figure 2 – Pavement Deterioration and Life Cycle Costs
As shown as Figure 2, the streets that are repaired while in good condition will cost less over their lifetime
than those left to deteriorate to a poor condition. Without an adequate routine pavement maintenance
program, streets require more frequent reconstruction, thereby costing millions of extra dollars.
The key to a successful pavement management program is to develop a reasonably accurate

performance model of the roadway, and then identify the optimal timing and rehabilitation strategy. The
resultant benefit of this exercise is realized by the long term cost savings and increase in pavement
quality over time. As illustrated in Figure 2, pavements typically deteriorate rapidly once they hit a specific
threshold. A $1 investment after 40% lifespan is much more effective than deferring maintenance until
heavier overlays or possibly reconstruction are required just a few years later.
CR-72 - Page 15 of 115

Once implemented, an effective pavement information management system can assist agencies in
developing long-term rehabilitation programs and budgets. The key is to develop policies and practices
that delay the inevitable total reconstruction for as long as practical yet still remain within the target zone
for cost effective rehabilitation. That is, as each roadway approaches the steepest part of its deterioration
curve, apply a remedy that extends the pavement life, at a minimum cost, thereby avoiding costly heavy
overlays and reconstruction. Figure 3 illustrates the concept of extending pavement life through the
application of timely rehabilitations.
Figure 3 – Pavement Life Cycle Curve
Ideally, the lower limit of the target zone shown in Figure 3 would have a minimum PCI value in the 60 to
70 range to keep as many streets as possible requiring a thin overlay or less. The upper limit would tend
to fall close to the higher end of the Very Good category – that is a pavement condition score
approaching 85. Other functions of a pavement management system include assessing the effectiveness
of maintenance activities, new technologies, and storing historical data and images.
For Northglenn, a prioritization methodology based on pavement condition, pavement materials,

functional class, and strength rating was used to analyze the network condition and develop the proposed
5 year rehabilitation plan.
The analysis methodologies and data collection technologies were based on ASTM D6433 Standard
Practice for Roads and Parking Lots Pavement Condition Index Surveys (hereinafter ASTM D6433) for
assessment of pavement surface condition and the International Roughness Index (IRI) for quantification
of pavement roughness on all City streets. These measurements of pavement quality are combined to
form an overall 0 to 100 Pavement Condition Index (PCI), with 100 being the best.
CR-72 - Page 16 of 115

2.2 ECONOMIC IMPACTS OF MAINTENANCE & REHABILITATION
The role of the street network as a factor in the City’s well-being cannot be overstated. In the simplest of
terms, roadways form the economic backbone of a community. They provide the means for goods to be
exchanged, commerce to flourish, and commercial enterprises to generate revenue. As such, they are an
investment to be maintained.
The overall condition of an agency’s infrastructure and transportation network is a key indicator of
economic prosperity. Roadway networks, in general, are one of the most important and dynamic sectors
in the global economy. They have a strong influence on not only the economic well-being of a community,
but a strong impact on quality of life. Well-maintained road networks experience multiple socioeconomic
benefits through greater labor market opportunities and decreasing income gap.
As a crucial link between producers and their markets, quality road networks ensure straightforward
access to goods and drive global and local economies. Likewise, higher network quality has a strong
correlation to improvements in household consumption and income. Roads also act as a key element to
social cohesion by acting as a median for integration of bordering regions. This social integration
promotes a decreased gap in income along with diversity and a greater sense of community that can play
a large role in decreasing rates of poverty.
Conversely, deterioration of roads can have adverse effects on a community and may bring about
important and unanticipated welfare effects that the governments should be aware of when cutting
transportation budgets. Poor road conditions increase fuel and tire consumption while shortening intervals
between vehicle repair and maintenance. In turn, these roads result in delayed or more expensive
deliveries for businesses and consumers. Economic effects of poor road networks, such as time
consuming and costly rehabilitation, can be reduced if a proactive maintenance approach is successfully
implemented. To accomplish this, a pavement assessment and analysis should be completed every few
years in an effort update the budget models and rehabilitation plans. As shown below, the IMS Laser
Road Surface Tester (featured in Figure 4) was mobilized to Northglenn to conduct an objective survey.
Figure 4 – Laser Road Surface Tester (RST)
CR-72 - Page 17 of 115

3.0 THE PAVEMENT MANAGEMENT PROCESS
3.1 FUNCTIONAL CLASS REVIEW
As part of the scope of this assignment, the functional classification designations currently used in the
Northglenn pavement management program were adopted for their use in the pavement analysis.
Although there is no uniform standard for classifying pavement into functional classes, The Federal
Highway Administration (FHWA), American Public Works Association (APWA) and Institute of
Transportation Engineers (ITE) offer some broad guidelines on how to assign classifications that were
followed in this study.
The City’s functional classification definitions used in the assessment are as follows:
1. Principal Arterial (PART) – all cross City corridors consisting of 2 to 4 or more lanes, generally
spaced at 1 mile intervals with daily traffic counts generally exceeding 20,000 vehicles per day.
Major cross City corridors with a landscaped median were also assigned to Principal Arterials.
2. Section Line Arterial (SART) – All cross City arterials located along the major section lines.
3. Minor Arterial (MnART) – Continuous and discontinuous cross city and inter-district corridors
that are 2 to 4 lanes across and generally have a centerline stripe or a designated bus route. The
ADT generally falls in the 10,000 to 20,000 vehicle per day range. They are typically spaced on
the ½ or ¼ mile section line and on occasion, may have a short non-landscaped median.
4. Collector (COL) – Continuous and discontinuous cross City and inter-district corridors that are 2
to 4 lanes across and generally have a centerline stripe or a designated bus route. The ADT
generally falls in the 1,000 to 10,000 vehicle per day range. They are typically spaced on the ½ or
¼ mile section line and on occasion, may have a short non-landscaped median. Major collectors
are also assigned to streets segments leading to, or adjacent to, a major traffic generator site
such as a regional shopping complex. Collectors form the entrance to communities and may have
a decorative landscaped median of short duration.
5. Local (LOC) – These are the majority of the street segments consisting of all residential roads
not defined above or as industrial/commercial.
CR-72 - Page 18 of 115

The paved roadway network consists of 5 functional classes, covering approximately 110 miles of
pavement. The average pavement condition index (PCI) of the roadway network is a 60.5 and the
network’s primary pavement type is asphalt. The following table and Figure 5 summarize the functional
classification splits within the system.
Local/Collector
Network Summary by Functional Class
Pavetype
Collector
Network
Local
Segment (Block) Count All Streets 994 37 957
Asphalt 990 35 955
Concrete 4 2 2
Network Length (ft): All Streets 499,633 28,808 470,825

Asphalt 495,864 26,206 469,658
Concrete 3,769 2,602 1,167
Network Length (mi): All Streets 94.6 5.5 89.2

Asphalt 93.9 5.0 89.0
Concrete 0.7 0.5 0.2
Average Width (ft): All Streets 36.9 57.2 35.7

Asphalt 36.7 56.4 35.7
Concrete 56.8 65.1 38.2
Network Area (yd2): All Streets 2,048,319 182,965 1,865,354

Asphalt 2,024,540 164,139 1,860,401
Concrete 23,779 18,826 4,953
Current Pavement Condition All Streets 59 50 60

Index (CPCI) Asphalt 59 47 60
8/1/19 Concrete 74 72 81
Pavement Condition Index All Streets 60 50 61

(Surveyed PCI) Asphalt 60 48 61
Concrete 74 72 81
Current Backlog (%) All Streets 7
Current Network Index All Streets 55
Surface Distress Index (SDI) All Streets 56 42 58

8/1/19 Asphalt 56 39 58
Concrete 79 76 90
Roughness Index (RI) All Streets 65 65 65

8/1/19 Asphalt 65 65 65
Concrete 65 65 64
CR-72 - Page 19 of 115

Arterial
Network Summary by Functional Class
Pavetype
Principal
Network
Arterial
Arterial
Arterial
Section
Minor
Line
Segment (Block) Count All Streets 94 56 25 13
Asphalt 83 45 25 13
Concrete 11 11 0 0
Network Length (ft): All Streets 69,172 42,963 15,670 10,539

Asphalt 59,620 33,411 15,670 10,539
Concrete 9,552 9,552 0 0
Network Length (mi): All Streets 13.1 8.1 3.0 2.0

Asphalt 11.3 6.3 3.0 2.0
Concrete 1.8 1.8 0.0 0.0
Average Width (ft): All Streets 66.9 74.2 50.0 62.3

Asphalt 67.4 77.1 50.0 62.3
Concrete 63.7 63.7 0.0 0.0
Network Area (yd2): All Streets 514,070 354,023 87,130 72,917

Asphalt 446,449 286,402 87,130 72,917
Concrete 67,621 67,621 0 0
Current Pavement Condition All Streets 62 63 70 48

Index (CPCI) Asphalt 59 59 70 48
8/1/19 Concrete 82 82 0 0
Pavement Condition Index All Streets 63 63 71 49

(Surveyed PCI) Asphalt 60 59 71 49
Concrete 82 82 0 0
Current Backlog (%) All Streets 10 Percentage of Network with a PCI < 40
Current Network Index All Streets 56 Minimum Acceptable Network Index
Surface Distress Index (SDI) All Streets 57 58 68 37

8/1/19 Asphalt 53 52 68 37
Concrete 82 82 0 0
Roughness Index (RI) All Streets 73 73 74 71

8/1/19 Asphalt 72 72 74 71
Concrete 81 81 0 0
CR-72 - Page 20 of 115

Functional Classification Distribution By Area (FunCL, 000's Sq Yds, %)
Collector,
182.9, 9%
Total Mileage = 94.6 Miles

Total Area = 2048k Sq Yards
Local, 1,865.4, 91%
Figure 5a – Functional Class Distribution by Milage
Functional Classification Distribution By Area (FunCL, 000's Sq Yds, %)
Section Line Arterial,

72.9, 14%
Minor Arterial, 87.1, 17%
Principal Arterial, 354.0,

69%
Total Mileage = 13.1 Miles

Total Area = 514k Sq Yards
Figure 5b – Functional Class Distribution by Milage
CR-72 - Page 21 of 115

The following figure (Figure 6) highlights the functional classifications used for the Northglenn roadway
network. An electronic version of this map is appended to this report.
Figure 6 – Northglenn Functional Classification Designation
CR-72 - Page 22 of 115

3.2 ASSEMBLY OF DATA INTO PROJECTS
Northglenn’s Geographic Information System (GIS) was used as the basis for segmenting the roadway
network on a block-by-block basis. Each segment was assigned a unique identifier referred to as a
GISID, establishing a one-to-one relationship between the GIS and the street inventory. The segments
form the basic building block of the pavement management system and are where all attribute and
condition data are stored.
The centerline segments were aggregated together within the pavement management system to form
logical projects that the analysis and rehabilitation program are developed against.
 Arterial projects run from major intersection to major intersection up to 1 mile in length.
 Similar to arterials, collector streets within a neighborhood were aggregated together to form a
single project where practical.
 Local streets along a homogenous route were aggregated together along with adjacent side
streets to form a small neighborhood based approach.
Segments were joined only when the pavement condition and functional classification were
homogeneous in nature such that when joined they have a relatively uniform condition that may be
rehabilitated using a single strategy.
The following figure (Figure 7) highlights the projects, used for the analysis. An electronic version of this
map is appended to this report.
CR-72 - Page 23 of 115

Figure 7 – Northglenn Assembled Projects
CR-72 - Page 24 of 115

3.3 FIELD SURVEY METHODOLOGY
Following a set of predefined assessment protocols matching the pavement management software
(ASTM D6433), a specialized piece of survey equipment – referred to as a Laser Road Surface Tester
(Laser RST, pictured on page 5) – is used to collect observations on the condition of the pavement
surface, as well as collect high definition digital imagery and spatial coordinate information. The Laser
RST surveys each local street from end to end in a single pass, while all other roadway classifications are
completed in two passes.
Key pavement condition data elements collected by the Laser RST include:
Surface Distress Index – The Laser RST collects surface distress observations based on the extent and
severity of distresses encountered along the length of the roadway following ASTM D6433 protocols for
asphalt and concrete pavements. The surface distress condition (cracking, potholes, raveling, and the
like) is considered by the traveling public to be the most important aspect in assessing the overall
pavement condition.
Presented on a 0 to 100 scale, the Surface Distress Index (SDI) is an aggregation of the observed
pavement defects. Within the SDI, not all distresses are weighted equally. Certain load associated
distresses (caused by traffic loading), such as rutting or alligator cracking on asphalt streets, or divided
slab on concrete streets, have a much higher impact on the surface distress index than non-load
associated distresses such as raveling or patching. Even at low extents and moderate severity – less
than 10% of the total area – load associated distresses can drop the SDI considerably. ASTM D6433 also
has algorithms within it to correct for multiple or overlapping distresses within a segment.
For this project, extent and severity observations were collected, processed, and loaded into the
pavement management software. Within the software, the following distresses, listed in order from
greatest to lowest impact, are presented as a 0 to 10 rating for review and reporting:
 Alligator Cracking – Alligator cracking is quantified by the severity of the failure and number of
square feet. Even at low extents, this can have a large impact on the condition score as this
distress represents a failure of the underlying base materials.
 Wheel Path Rutting – Starting at a minimum depth of ¼ inch, wheel path ruts are quantified by
their depth and the number of square feet encountered. Like alligator cracking, low densities of
rutting can have a large impact on the final condition score.
 Longitudinal, Transverse, Block (Map), and Edge Cracks – These are quantified by their length
and width. Longitudinal cracks that intertwine are the start of alligator cracking.
 Patching – Patching is quantified by the extent and quality of patches. When the majority of a
roadway surface is covered by a patch, such as a large utility replacement, the rating of the patch
is minimized. All potholes are rated as patches.
 Distortions – All uneven pavement surfaces, such as depressions, bumps, sags, swells, heaves,
and corrugations, are included as distortions and are quantified by the severity and extent of the
affected area.
 Raveling – Raveling is the loss of fine aggregate materials on the pavement surface and is
measured by the severity and number of square feet affected.
CR-72 - Page 25 of 115

 Bleeding – Bleeding is the presence of free asphalt on the roadway surface caused by too much
asphalt in the pavement or insufficient voids in the matrix. The result is a pavement surface with
low skid resistance and is measured by the amount and severity of the area.
 Similar distresses were collected for concrete streets including divided slab, corner breaks, joint
spalling, faulting, polished aggregate, and scaling.
Roughness Index – Roughness is recorded following the industry standard “International Roughness
Index” (IRI), a measure of the change in elevation over a distance expressed as a slope and reported in
millimeters/meter. The IRI value is converted to a 0 to 100 score and reported as the Roughness Index
(RI) as follows:
RI = (11 – 3.5 x ln(IRI)) x 10
ln(IRI) is the natural logarithm of IRI.
In common terms, a newer street would generally have a Roughness Index above 85, while one due for
an overlay would be in the range 40 to 70. Failed streets typically have roughness values below 40.
Structural Index – The network of streets was not tested for structural adequacy, instead, the
relationship between the final pavement condition score and amount of load associated distresses was
analyzed and each pavement section assigned a Weak, Moderate or Strong strength rating. The
assigned structural index (30, 60 or 80 for weak, moderate and strong respectively) was not used in
determining the overall pavement condition score, but simply to classify the pavement strength and aid in
selecting appropriate rehabilitation strategies.
Pavement Condition Index (PCI) – Following our field surveys, the condition data is assembled to create
a single score representing the overall condition of the pavement. The Pavement Condition Index (PCI) is
calculated as follows:
PCI = 33% Roughness Index + 67% Surface Distress Index
Development of the pavement management plan and budgets were completed using Northglenn -
specific rehabilitation strategies, unit rates, priorities, and pavement performance curves. The process
was iterative in its attempt to obtain the greatest efficiency and cost benefit.
CR-72 - Page 26 of 115

4.0 NORTHGLENN SURVEY PAVEMENT CONDITION
4.1 UNDERSTANDING THE PAVEMENT CONDITION INDEX
The following compares the Pavement Condition Index (PCI) to commonly used descriptive terms.
Divisions between the terms are not fixed, but are meant to reflect common perceptions of condition.
100
City of Northglenn, CO Excellent - Routine and preventative maintenance, some
90 Pavement Condition Definitions Using Common Terms crack and joint sealing, localized repairs
80 Very Good - Surface treatments (slurry, micro surface, chip

seals), PCC localized remove and replace, crack seal and
joint sealing
Pavement Condition Index (PCI)
70
Good - Surface treatments with localized repair to thin
overlays, PCC slight panel replacement
60
Fair - Thin to moderate overlays with some remove and
replace, PCC moderate panel replacement
50
Marginal - Progressively thicker overlays with remove and
replace, PCC extensive panel replacement
40
Poor - Thick overlays to partial reconstruction (surface removal,
compaction, overlay), PCC extensive panel replacement and
30 grinding
20
Very Poor - Full reconstruction and base stabilization
10
0
0 5 10 15 20 25 30 35 40 45 50
Time (Years)
Figure 1 – Understanding the Pavement Condition Index (PCI) Score
The following table details a general description for each of these condition levels with respect to
remaining life and typical rehabilitation actions:
Relative Remaining
PCI Range Description Life Definition
85 – 100 Excellent 15 to 25 Years Like new condition – little to no maintenance required when
new; routine maintenance such as crack and joint sealing.
70 – 85 Very Good 12 to 20 Years Routine maintenance such as patching and crack sealing with
surface treatments such as seal coats or slurries.
60 – 70 Good 10 to 15 Years Heavier surface treatments, chip seals and thin overlays.
Localized panel replacements for concrete.
40 – 60 Marginal to Fair 7 to 12 Years Heavy surface-based inlays or overlays with localized repairs.
Moderate to extensive panel replacements.
25 – 40 Poor 5 to 10 Years Sections will require very thick overlays, surface replacement,
base reconstruction, and possible subgrade stabilization.
0 – 25 Very Poor 0 to 5 Years High percentage of full reconstruction.
CR-72 - Page 27 of 115

The images presented below provide a sampling of the Northglenn streets that fall into the various
condition categories with a discussion of potential rehabilitation strategies.
Very Poor (PCI = 0 to 25) – Complete Reconstruction (Not a Northglenn street)
Northglenn has no streets that fall within the Very Poor category - the above image is for
illustrative purposes only.
Celedonia Street from Front Street to Main Street (GISID 1485, PCI = 23) – Rated as Very Poor, this
street displays spreading base failure as evidenced by the severe alligator cracking and patching. It is
also worth noting that the patching along the left hand side of the street has severely deteriorated as
evident by the amount of weeds growing between the seams. A mill and overlay on this street would not
be suitable as the base has failed and would not meet an extended service life of at least 15 years. This
street requires a full reconstruction and should be carefully monitored.
Deferral of reconstruction of streets rated as Very Poor will not cause a substantial decrease in pavement
quality as the streets have passed the opportunity for overlay-based strategies. Due to the high cost of
reconstruction, Very Poor streets are often deferred until full funding is available in favor of completing
more streets that can be rehabilitated at lower costs, resulting in a greater net benefit to the City. This
strategy however must be sensitive to citizen complaints forcing the street to be selected earlier. In
addition, this type of street can pose a safety hazard for motorists, since severe potholes and distortions
may develop. It is important to consistently monitor these streets and check for potholes or other
structural deficiencies until the street is eventually rebuilt.
CR-72 - Page 28 of 115

Poor (PCI = 25 to 40) – Last Opportunity for Surface Base Rehabilitation
rd th
Huron Street from West 103 Avenue to 104 Avenue (GISID 11489, PCI = 31) – Rated as Poor, this
segment still has some remaining life before it becomes a critical reconstruction need. As evident in the
imagery, some of the cracks have been sealed or patched, however the patches are now beginning to
deteriorate. On this street, the base is showing signs of failure in areas exhibiting alligator/fatigue
cracking. The severely cracked areas are isolated and do not persist throughout the entire segment
length. These areas should be dug out and structurally patche. If left untreated, within a short period of
time, a full reconstruction would be required.
On arterial roadways, Poor streets often require partial to full reconstruction – that is removal of the
pavement surface and base down to the subgrade and rebuilding from there. On local roadways, they
require removal of the pavement surface through grinding or excavation, base repairs, restoration of the
curb line and drainage, and then placement of a new surface.
In general, the service life of Poor streets is such that if deferred for too long, it would require a more
costly reconstruction. Streets rated as Poor are typically selected first for rehabilitation as they provide the
greatest cost/benefit to the City – that is the greatest increase in life per rehabilitation dollar spent.
CR-72 - Page 29 of 115

Marginal (PCI = 40 to 50) – Progressively Thicker Overlays
th
104th Avenue from Melody Drive to 104 I-25 (GISID 3621, PCI = 43) – Marginal streets have
distresses that tend to be localized and moderate in nature – that is they do not extend the full length of
the segment and can be readily dug out and repaired. On this street segment the failed area does not
quite extend the full length or width of the roadway and is still serviceable. Placing an overlay on this
street without repairing the base would not achieve a full 15 year life as the failure would continue to
occur over time. Structural patching of the failed areas along localized rehabs would permit a full width
grind and inlay on this street segment and return it to full service. The curb lines are straight and
drainage is functioning well.
Similar to streets rated as Very Poor, Marginal streets that display high amounts of load associated
distresses are selected as a priority for rehabilitation as they provide the greatest cost/benefit to the City.
If left untreated, Marginal streets with high amounts of load associated distresses would deteriorate to
become partial reconstruction candidates. Marginal streets that are failing due to materials issues or non-
load associated failures may become suitable candidates for thick overlays if deferred, without a
significant cost increase.
CR-72 - Page 30 of 115

Fair (PCI = 50 to 60) – Thin to Moderate Overlays
th
104 Avenue from Irma Drive to Brendon Way (GISID 8350, PCI = 58) – Rated in the Fair category,
these streets require thin to moderate overlays for asphalt when they enter their need year (generally
within 2-3 points of the lower PCI in the defined range). Several distresses are present, but tend to be
more localized and moderate in severity, and non-load related (primarily longitudinal and transverse
cracking and raveling). On this segment of road, most of the cracked areas have been sealed.
Asphalt streets rated as Fair tend to receive a lower priority when developing a rehabilitation program.
The reason for this is the cost to complete an overlay now would be on the order of $14.00 to $17.00/yd2.
If deferred, the rehabilitation cost would only increase by about $3 to $5/yd2, again depending on the
functional classification, in about 5 to 10 years. This delay represents a 20% difference over the time
stated. Thus, the cost of deferral is low when compared to deferring a thick overlay to a reconstruction
with a two to threefold increase in cost.
CR-72 - Page 31 of 115

Good (PCI = 60 to 70) – Surface Treatments to Thin Overlays
th th
112 Avenue from Raritan Street to West 111 Way (GISID 3639, PCI = 69) – Rated as Good with the
primary cause of deterioration the transverse and longitudinal cracking, as well as patching. It also
displays small amounts of load associated distresses that can easily be removed to restore the visual
appearance of the roadway. The existing cracks should be sealed and the pavement surface restored,
with a heavier surface treatment such as microsurfacing or double slurry to fully waterproof the pavement
and cover the crack sealant. The occasional dig out and replacement may be required to correct
localized deficiencies. Alternatively, depending on the extent of the distressed areas, base strength and
drainage, a thin overlay may be applied.
Asphalt streets rated as Good are ideal candidates for thinner surface-based rehabilitations and local
repairs. Depending on the amount of localized failures, a thin edge mill and overlay, or possibly a surface
treatment, would be a suitable rehabilitation strategy for streets rated as Good. Streets that fall in the high
60 - low 70 PCI range provide the greatest opportunity for extending
pavement life at the lowest possible cost, thus applying the principles
of the perpetual life cycle approach to pavement maintenance. The
adjacent photo is a great example of a street segment (not a
Northglenn Road) that displayed low load associated distresses and
thus, high structural characteristics, and once the distressed areas
were replaced, a slurry seal was applied. The patching accounted for
less than 5 to 10% of the total area and resulted in a good looking,
watertight final surface at a much lower cost than an overlay with less
disruption to the neighborhood and curb line. The patches were
paver laid and roller compacted.
CR-72 - Page 32 of 115

Very Good (PCI = 70 to 85) – Surface Treatments and Localized Rehabilitation
th th
Huron Street from West 116 Place to West 117 Avenue (GISID 3712, PCI = 82) – Rated as Very
Good, this road displays minor amounts of transverse cracking. The surface is non-weathered, and the
base is still strong. This street is an example of a candidate for preventative maintenance and light weight
surface treatments to extend the life of a roadway.
Asphalt streets rated as Very Good generally need lightweight surface-based treatments such as surface
seals, slurries, chip seals or microsurfacing. Routine maintenance such as crack sealing and localized
repairs often precede surface treatments. The concept is to keep the cracks as waterproof as possible
through crack sealing and the application of a surface treatment. By keeping water out of the base layers,
the pavement life is extended without the need for thicker rehabilitations such as overlays or
reconstruction. Surface treatments also tend to increase surface friction and visual appearance of the
pavement surface but do not add structure or increase smoothness.
Surface treatments may include:
 Double or single application of slurry seals (slurries are a sand and asphalt cement mix).
 Microsurfacing – asphalt cement and up to 3/8 sand aggregate.
 Chip seals and cape seals (Chip seal followed by a slurry).
Additional cost benefits of early intervention include:
 Less use of non-renewable resources through thinner rehabilitation strategies.
 Less intrusive rehabilitation and easier to maintain access during construction.
 Easier to maintain existing drainage patterns.
CR-72 - Page 33 of 115

Excellent (PCI = 85 to 100)
th th
104 Avenue from Fox Run Parkway to East 104 Avenue (GISID 8975, PCI = 97) – Rated as
Excellent, displaying little to no surface distresses. The ride is smooth and the surface is non-weathered
and the base is strong. In a couple of years, this street segment would be an ideal candidate for routine
maintenance activities such as crack sealant rehabilitation.
In terms of pavement management efficiency, a program based on worst-first, that is starting at the lowest
rated street and working up towards the highest, does not achieve optimal expenditure of money.
Generally, under this scenario, agencies can not sufficiently fund pavement rehabilitation and lose ground
despite injecting large amounts of capital into the network.
The preferred basis of rehabilitation candidate selection is to examine the cost of deferral of a street,
against increased life expectancy.
c
CR-72 - Page 34 of 115

4.2 EVALUATING THE PAVEMENT QUALITY AND BACKLOG
The concept of the Pavement Condition Index (PCI) score, backlog percentage and number of streets
rated as Excellent must be fully understood in order to understand and develop an effective pavement
management program. These three metrics should fall into certain ranges in order to measure the quality
and long term viability of a network.
The PCI score indicates the overall pavement condition and represents the amount of equity in the
system; it is the value most commonly considered when gauging the overall quality of a roadway network.
It may also be used to define a desired level of service: that is, an agency may wish to develop a
pavement management program such that in five years the overall network score meets a set minimum
value. Obviously, the higher the PCI score the better off the overall network condition is. Agencies with
an average PCI score above 80 (when considering surface distress, roughness and possibly strength) are
rare and found only in a few select communities. Less than 1 in 20 communities surveyed by IMS have
that high of a condition average. Averages between 65 and 80 are indicative of either newer networks, or
ones that have an ongoing pavement rehabilitation program and tend to be fully funded. Scores between
60 and 65 are common and represent a reasonable average providing a satisfactory balance between
levels of service and funding, and when taken with the other two metrics may represent a well-managed
and funded network. A minimum score of 60 means that overall the network falls at the lower end of the
range where light weight surface treatments and thin overlays are the standard rehabilitation practice.
Below a 60 means an agency has to rely on more costly rehabilitations and reconstructions to address
condition issues.
At the upper end of the condition scale, a minimum of 15% of the network should be rated as Excellent.
Generally, at or above 15%, means that a noticeable percentage of the roadway network is in like new
condition, requiring only routine maintenance. While higher percentages of streets rated as Excellent are
certainly desirable, the annual cost to maintain rates at higher multiples is often cost prohibitive. Below
15% means the agency is struggling to effectively rehabilitate their network on an annual basis. The 15%
marker represents a cost effective balance between annual investment and satisfactory level of service.
Backlog roadways are those that have dropped sufficiently in quality to the point where surface based
rehabilitation efforts would no longer prove to be cost effective. These roadways are rated Poor or Very
Poor and will require either partial or total reconstruction. Backlog is expressed as the percentage of
roads requiring reconstruction as compared to the network totals.
It is the backlog, however, that defines the amount of legacy work an agency is facing and is willing to
accept in the future. It is the combination of the three metrics that presents the true picture of the
condition of a roadway network, and conversely defines improvement goals.
Generally, a backlog of 10% to 15% of the overall network is considered manageable from a funding point
of view with 12% being a realistic target. Fifteen percent (15%) is used as a control limit to indicate the
maximum amount of backlog that can be readily managed. Backlog rates below 10%, again are certainly
desirable, but financially unachievable for a large percentage of agencies. Backlogs approaching 20% or
more tend to become unmanageable, unless aggressively checked through larger rehabilitation
programs, and will grow at an alarming rate. At 20% a tipping point has been met and the backlog tends
to increase faster than an agency’s ability to reconstruct their streets.
CR-72 - Page 35 of 115

4.3 NORTHGLENN NETWORK CONDITION DISTRIBUTION
Figure 9 presented below shows the distribution of pavement condition for the roadway network in
Northglenn. The average PCI for the network Local/Collector is 59. While direct comparisons to other
agencies are difficult due to variances in ratings systems, Northglenn is slightly below average when
compared to other agencies recently surveyed by IMS, which typically fall in the 60 to 65 range.
35
Current Pavement Condition Rating Using Descriptive Terms
30
Current Network Average Condition = 59, Backlog = 6.9%
25
Percentage of Network By Area
20
15
10
0
V Poor (0 to 25) Poor (25 to 40) Marginal (40 to 50) Fair (50 to 60) Good (60 to 70) V Good (70 to 85) Excellent (85 to 100)
Current Pavement Condition Using Descriptive Terms Current PCI Date = 8/1/19
Figure 9a – Roadway Network Present Status (Local/Collector)
30
25
20
15
10
0
Figure 9b – Roadway Network Present Status (Arterials)
CR-72 - Page 36 of 115

The following graph (Figure 10) plots the same pavement condition information of the Local/Collector
network, but instead of using the actual Pavement Condition Index (PCI) value, descriptive terms are
used to classify the roadways.
 Seven percent (6.9%) of the network can be considered in Excellent condition and require only
routine maintenance. The target value for Excellent streets should be 15%, so the Northglenn
network just barely fails to meet this condition.
 Eighteen percent (17.9%) of the network falls into the Very Good classification. These are roads
that benefit most from preventative maintenance techniques such as microsurfacing, slurry seals
and localized panel repairs.
 Seventeen percent (17.3%) of the streets are rated as Good and are candidates for lighter
surface-based rehabilitations such as thin overlays or slight panel replacements.
 Fifty-one percent (51%) of network can be considered Fair to Marginal condition representing
candidates for progressively thicker overlay-based rehabilitation or panel replacements. If left
untreated, they will decline rapidly into reconstruction candidates.
 The remaining Seven percent (6.9%) of the network is rated as Poor or Very Poor, meaning these
roadways have failed or are past their optimal due point for overlay or surface-based
rehabilitation and may require progressively heavier or thicker forms of rehabilitation (such as
extensive panel replacement, surface reconstruction or deep patch and paving) or total
reconstruction.
35
30
25
20
15
10
0
Figure 10 – Roadway Network Present Status Using Descriptive Terms
CR-72 - Page 37 of 115

Figures 11 and 12 present the surveyed condition of the streets using PCI and Good-Fair-Poor
descriptive terms, respectively. Electronic versions of these maps are appended to this report.
Figure 11 – Northglenn by Segment Using Pavement Condition Index (PCI)
CR-72 - Page 38 of 115

Figure 12 – Northglenn Pavement Condition by Segment Using Descriptive Terms
CR-72 - Page 39 of 115

4.4 STRUCTURAL AND LOAD ASSOCIATED DISTRESS ANALYSIS
Structural testing and analysis was not performed for the City of Northglenn. Instead, analysis of the
cause of pavement failure for these street segments was completed by examining the types of distresses
that have caused the PCI score to drop.
Surface distresses may be categorized into two classifications – load associated distresses (LADD) and
non-load associated distresses (NLAD). Load associated distresses are those that are directly related to
traffic loading and structural capacity. Non-load associated distresses are those that result from materials
or environmental issues including shrinkage (transverse) cracking, bleeding and raveling. Generally, load
associated distresses affect the overall condition score more than non-load associated distresses – as is
the case in Northglenn. For asphalt streets, roadways were classified as Weak, Moderate, or Strong.
The purpose of the structural analysis is twofold:
 The structural analysis provides input into which performance curve each segment is to use –
performance curves are used to predict pavement deterioration over time.
 Structural analysis assists in rehabilitation selection by constraining inadequate pavement

sections from receiving too light of a rehabilitation and conversely, identifying segments suitable
for lighter weight treatment.
Figure 14 plots the relationship of the load associated distresses (shown in red) against pavement
condition. As can be seen from the plot, at higher PCI scores, most pavements fall into the moderate
strength classification as the distresses have not yet begun to manifest themselves into severe failures.
As the PCI score drops, the load associated distresses typically affect the PCI score to a higher degree
with more segments being classified as weak. Conversely, segments that have a declining PCI score
and low LADD, are classified as strong as they display few load associated failures. High PCI score
(above 60) rehab selections should focus on pavement preservation activities such as surface treatments
or thin overlays, possibly with some localized pavement repairs and crack sealing.
The sum of the Load-Associated Distress deducts (LADD) is also used to qualify the appropriate
rehabilitation strategy selection in addition to the overall pavement condition score. For example, a street
that has a good PCI score (that is between 60 and 70) and is displaying relatively low load associated
distress deducts would be a suitable candidate for a surface treatment in place of a thin overlay in that the
PCI score is more influenced by materials issues such as transverse cracking or raveling.
Overall, the low amounts of streets exhibiting weak performance can generally be attributed to poor
subgrade conditions, insufficient pavement thickness and increased traffic loading – in particular heavy,
side-loading garbage and recycling trucks (an unintended consequence of green initiatives) along with
school buses and delivery vehicles. The average weight of these vehicles coupled with tire pressure and
configuration today compared to those from a few decades ago has increased drastically.
CR-72 - Page 40 of 115

 The upper black diagonal line identifies segments that have a high ratio of load associated
distresses compared to their PCI score. These segments are classified as weak.
 The lower black diagonal line identifies segments that have a low ratio of load associated
distresses compared to their PCI score and are classified as strong.
 Segments that fall between the two lines are assigned a moderate pavement strength.
The sum of the Load-Associated Distress deducts (LADD) is also used to qualify the appropriate
rehabilitation strategy selection in addition to the overall pavement condition score.
100
V Poor Poor Marginal Fair Good V Good Excellent
90 City of Northglenn, CO
Pavement Condition Index Versus Sum of Load Load Associated Distress Deducts
80
70 Moderate Pavements Weak Pavements

Sum of Distress Deducts (LADD)
60
Load Associated Distress Deducts (LADD)
50
40
30
20
Strong Pavements
10
0
0 10 20 30 40 50 60 70 80 90 100
Figure 14 – Pavement Condition Index versus Sum of Distress Deducts
CR-72 - Page 41 of 115

5.0 REHABILITATION PLAN AND BUDGET DEVELOPMENT
5.1 KEY ANALYSIS SET POINTS AND PAVEMENT PERFORMANCE CURVES
Pavement management analysis requires user inputs in order to complete its condition forecasting and
prioritization. A series of operating parameters were developed in order to create an efficient program
that is tailored to the City’s needs.
Some of the highlights include:
 The pavement performance curves that are used to predict future pavement condition. Asphalt
streets are classified as weak, moderate, or strong, and then assigned the appropriate pavement
performance curve based on their functional classification to use in the analysis. The concept of
load associated distresses does not apply to concrete streets.
 The shape of performance curves reflect the concept of deferred maintenance and salvage life.
Instead of dropping to an absolute PCI value of 0 after 40 years of service, the curves are
designed to become asymptotic to the age axis and have a whole life of approximately 50 to 60
years depending on pavement type. This indicates the notion that once a street deteriorates past
a specific threshold – about a PCI of 20, age becomes less important in rehab selection.
 Priority ranking analysis uses prioritization for rehabilitation candidate selection. It is designed to
capture as many segments in their need year based on the incremental cost of deferral. The
higher the functional classification of a street, the higher priority a segment is given.
Rehabilitation Strategies and Unit Rates
The rehab strategies and unit rates used in the pavement analysis can be found on the following page.
Some important parameters include:
 Rehab Code and Activity – The assigned identifier and name to each rehabilitation strategy.
The term “RR” refers to “Remove and Replace”, otherwise known as Structural Patching. When
this term is present, additional funds have been assigned to the strategy to allow for an increased
amount of preparation work and patching. The relative terms of thin, moderate and thick are
used to describe the overlay thickness. This is to facilitate consistency in the naming convention,
but does not imply the same material thickness has to be used for each functional classification.
The recommended rehab activities for any given PCI range may vary due to pavement strength
and functional classification. For example, an arterial between a PCI of 50 to 60 may receive a
thin to moderate overlay, while a local access road may only receive a chip seal or thin overlay.
 Unit Rates – The rehab costs are presented on a per square yard basis for each pavement type,
functional class, and rehabilitation activity combination. The rates were developed using typical
national averages for similar activities and adjusted for Northglenn’s location and unique
conditions. An additional burden to all costs was also added to cover City overheads, design and
engineering and inspection. Costs for peripheral concrete rehab (valley gutters, inlets,
approaches, etc.) have not been included in the analysis.
CR-72 - Page 42 of 115

The unit rates are reflected in the network value, final budgets, and average cost/mile for doing
work in Northglenn.
Rehabilitation Strategies and Unit Rates Rehab Group 1 Rehab Group 2 Rehab Group 3
Construction Activities Burden
Agency Overheads Included in
CBA Rehab Priority (Info Only)

Steady State Life Cycle (Yrs)
Collector Unit Rate ($/yd2)
Included in Unit Rates (%)

Critical PCI (Need Year)
Local Unit Rate ($/yd2)

Base Unit Rate ($/yd2)
Unit Rates (%)

Rehab Code
Reset PCI
Pavetype
Max PCI
Max PCI
Max PCI
Min PCI
Min PCI
Min PCI
Rehab Activity
All 5 Routine Maintenance 85 100 100 80 82 100 80 82 100 0.00 0.00 0.00 0 0 1
Asphalt 10 Slurry Seal / Seal Coat 80 82 85 70 73 80 70 73 80 3.70 3.70 3.70 10 15 85 3 15
Asphalt 20 MicroSurface / Chip Seal 70 73 80 60 63 70 4.90 4.90 4.90 10 15 88 14 7
Asphalt 23 MicroSurface / Chip Seal + Strctrl Ptch 70 73 80 5.70 5.70 10 15 88 14 8
Asphalt 26 MicroSurface / Chip Seal + Strctrl Ptch 70 73 80 60 63 70 50 54 60 6.40 6.40 10 15 88 14 6
Asphalt 30 Edge Mill + Thin Overlay (1.5 - 2.0) 60 63 70 50 54 60 16.50 16.50 16.50 10 15 92 24 13
Asphalt 33 Edge Mill + Thin Overlay (1.5 - 2.0) + Strctrl Ptch 60 63 70 50 54 60 50 54 60 18.25 18.25 10 15 92 24 14
Asphalt 36 Edge Mill + Thin Overlay (1.5 - 2.0) + Strctrl Ptch 50 54 60 50 54 60 40 44 50 20.00 20.00 10 15 92 24 5
Asphalt 40 EM/FWM + Moderate Overlay (2.0 - 3.0) 50 54 60 50 54 60 40 44 50 18.50 18.50 18.50 10 15 94 30 10
Asphalt 43 EM/FWM + Moderate Overlay (2.0 - 3.0) + Strctrl Ptch 50 54 60 40 44 50 40 44 50 20.25 20.25 10 15 94 30 4
Asphalt 46 EM/FWM + Moderate Overlay (2.0 - 3.0) + Strctrl Ptch 40 44 50 40 44 50 25 30 40 22.00 22.00 10 15 94 30 11
Asphalt 50 FWM + Thick Overlay (> 2.0 - 3.0) 40 44 50 22.00 22.00 22.00 10 15 96 37 9
Asphalt 53 FWM + Thick Overlay (> 2.0 - 3.0) + Strctrl Ptch 40 44 50 25 30 40 24.00 24.00 10 15 96 37 12
Asphalt 56 FWM + Thick Overlay (> 2.0 - 3.0) + Strctrl Ptch 25 30 40 26.00 26.00 10 15 96 37 1
Asphalt 60 Surf Recon + Base Rehab / FWM + Strctrl Ptch + Olay 25 30 40 25 30 40 0 15 25 47.50 47.50 47.50 10 15 98 45 2
Asphalt 70 ACP Full Depth Reconstruction 0 15 25 0 15 25 0 15 25 69.00 69.00 69.00 10 15 100 56 3
Concrete 510 PCC Jnt Rehab & Crk Seal 80 82 100 80 82 100 80 82 100 0.56 0.55 0.55 10 15 83 2 11
Concrete 520 PCC Localized Rehab 70 73 80 70 73 80 70 73 80 3.47 3.50 3.50 10 15 85 16 10
Concrete 523 PCC Localized Rehab + Grind 70 73 80 70 73 80 70 73 80 3.50 3.50 10 15 85 16 3
Concrete 530 PCC Slight Pnl Rplcmnt (<10%) 60 63 70 60 63 70 60 63 70 14.84 14.75 14.75 10 15 88 31 8
Concrete 533 PCC Slight Pnl Rplcmnt (<10%) + Grind 60 63 70 60 63 70 60 63 70 14.75 14.75 10 15 88 31 8
Concrete 540 PCC Moderate Pnl Rplcmnt (< 20%) 50 54 60 50 54 60 50 54 60 28.00 28.00 28.00 10 15 90 41 6
Concrete 543 PCC Moderate Pnl Rplcmnt (< 20%) + Grind 50 54 60 50 54 60 50 54 60 28.00 28.00 10 15 90 41 6
Concrete 550 PCC Extensive Pnl Rplcmnt (<33%) 40 44 50 40 44 50 40 44 50 40.88 41.00 41.00 10 15 94 54 4
Concrete 553 PCC Extensive Pnl Rplcmnt (<33%) + Grind 40 44 50 40 44 50 40 44 50 41.00 41.00 10 15 94 54 4
Concrete 560 PCC Partial Reconstruction 25 30 40 25 30 40 25 30 40 81.76 82.00 82.00 10 15 96 66 1
Concrete 570 PCC Full Depth Reconstruction 0 15 25 0 15 25 0 15 25 124.32 124.00 124.00 10 15 100 84 2
*Unit rates vary slightly between functional classes

Rehabilitation Strategies and Unit Rates Rehab Group 1 Rehab Group 2 Rehab Group 3
Construction Activities Burden
Agency Overheads Included in

Minor Arterial Unit Rate ($/yd2)
CBA Rehab Priority (Info Only)

Section Line Arterial Unit Rate
Steady State Life Cycle (Yrs)

Principal Arterial Unit Rate
Included in Unit Rates (%)

Base Unit Rate ($/yd2)
Unit Rates (%)

Rehab Code
Reset PCI
Pavetype
Max PCI
Max PCI
Max PCI
Min PCI
Min PCI
Min PCI
($/yd2)
($/yd2)
Rehab Activity
All 5 Routine Maintenance 85 100 100 80 82 100 80 82 100 0.00 0.00 0.00 0.00 0 0 1
Asphalt 10 Slurry Seal / Seal Coat 80 82 85 70 73 80 70 73 80 3.70 4.10 4.00 3.90 10 15 85 2 15
Asphalt 20 MicroSurface / Chip Seal 70 73 80 60 63 70 4.90 5.40 5.30 5.10 10 15 88 10 7
Asphalt 23 MicroSurface / Chip Seal + Strctrl Ptch 70 73 80 6.20 6.10 5.90 10 15 88 10 8
Asphalt 26 MicroSurface / Chip Seal + Strctrl Ptch 70 73 80 60 63 70 50 54 60 7.00 6.90 6.70 10 15 88 10 6
Asphalt 30 Edge Mill + Thin Overlay (1.5 - 2.0) 60 63 70 50 54 60 16.50 18.25 17.75 17.25 10 15 92 18 12
Asphalt 33 Edge Mill + Thin Overlay (1.5 - 2.0) + Strctrl Ptch 60 63 70 50 54 60 50 54 60 20.00 19.50 19.25 10 15 92 18 14
Asphalt 36 Edge Mill + Thin Overlay (1.5 - 2.0) + Strctrl Ptch 50 54 60 50 54 60 40 44 50 22.00 21.50 21.00 10 15 92 18 5
Asphalt 40 EM/FWM + Moderate Overlay (2.0 - 3.0) 50 54 60 50 54 60 40 44 50 18.50 21.25 20.50 20.00 10 15 94 23 9
Asphalt 43 EM/FWM + Moderate Overlay (2.0 - 3.0) + Strctrl Ptch 50 54 60 40 44 50 40 44 50 23.25 22.50 21.75 10 15 94 23 4
Asphalt 46 EM/FWM + Moderate Overlay (2.0 - 3.0) + Strctrl Ptch 40 44 50 40 44 50 25 30 40 25.50 24.50 23.75 10 15 94 23 11
Asphalt 50 FWM + Thick Overlay (> 2.0 - 3.0) 40 44 50 22.00 26.50 25.50 24.25 10 15 96 28 10
Asphalt 53 FWM + Thick Overlay (> 2.0 - 3.0) + Strctrl Ptch 40 44 50 25 30 40 29.00 27.75 26.50 10 15 96 28 13
Asphalt 56 FWM + Thick Overlay (> 2.0 - 3.0) + Strctrl Ptch 25 30 40 31.50 30.00 28.75 10 15 96 28 1
Asphalt 60 Surf Recon + Base Rehab / FWM + Strctrl Ptch + Olay 25 30 40 25 30 40 0 15 25 47.50 57.50 55.00 52.50 10 15 98 34 2
Asphalt 70 ACP Full Depth Reconstruction 0 15 25 0 15 25 0 15 25 69.00 76.00 74.00 72.50 10 15 100 42 3
Concrete 510 PCC Jnt Rehab & Crk Seal 80 82 100 80 82 100 80 82 100 0.56 0.60 0.60 0.60 10 15 83 2 11
Concrete 520 PCC Localized Rehab 70 73 80 70 73 80 70 73 80 3.47 4.00 3.90 3.70 10 15 85 16 10
Concrete 523 PCC Localized Rehab + Grind 70 73 80 70 73 80 70 73 80 4.00 3.90 3.70 10 15 85 16 3
Concrete 530 PCC Slight Pnl Rplcmnt (<10%) 60 63 70 60 63 70 60 63 70 14.84 18.00 17.25 16.25 10 15 88 31 8
Concrete 533 PCC Slight Pnl Rplcmnt (<10%) + Grind 60 63 70 60 63 70 60 63 70 18.00 17.25 16.25 10 15 88 31 8
Concrete 540 PCC Moderate Pnl Rplcmnt (< 20%) 50 54 60 50 54 60 50 54 60 28.00 35.50 33.50 31.50 10 15 90 41 6
Concrete 543 PCC Moderate Pnl Rplcmnt (< 20%) + Grind 50 54 60 50 54 60 50 54 60 35.50 33.50 31.50 10 15 90 41 6
Concrete 550 PCC Extensive Pnl Rplcmnt (<33%) 40 44 50 40 44 50 40 44 50 40.88 54.50 51.00 47.50 10 15 94 54 4
Concrete 553 PCC Extensive Pnl Rplcmnt (<33%) + Grind 40 44 50 40 44 50 40 44 50 54.50 51.00 47.50 10 15 94 54 4
Concrete 560 PCC Partial Reconstruction 25 30 40 25 30 40 25 30 40 81.76 104.00 98.00 92.50 10 15 96 66 1
Concrete 570 PCC Full Depth Reconstruction 0 15 25 0 15 25 0 15 25 124.32 165.00 154.00 144.00 10 15 100 84 2
CR-72 - Page 43 of 115

Min PCI, Critical PCI, and Max PCI – These define the Pavement Condition Index (PCI) range
applicable to the rehab selection. The Critical PCI defines when a segment is in its need year and is
deemed to be critical, otherwise if deferred, the street declines in PCI past the point which the
rehabilitation is no longer appropriate. Generally the Critical PCI falls 2 to 4 points higher than the
minimum PCI applicable for each rehab activity.
Selection and Prioritization of Rehab Candidates
The City’s pavement management program incorporates a series of user defined values to prioritize and
select the street segments for rehabilitation. The rehab selection order is not worst first, but rather
designed to capture as many segments in their need year based on the incremental cost of rehab
deferral. A Street is considered to be in its need year when it has reached its maximum service life and
any further deferral would require a heavier and more costly rehabilitation. The rehab program has been
designed to maximize the increased service life for each rehabilitation dollar spent on a segment.
Other factors included in the prioritization process focus on:
 Need Year – streets are only selected when they have expended their service life and are optimal
for rehab selection.
 Functional Classification – generally priority is given to higher functional classifications as they

provide greater benefits to a larger group of users
 Pavement Strength – weaker streets are prioritized higher than stronger ones as they
deteriorate faster.
 Area – a very slight increase in priority is given to larger projects over smaller ones.
The net result is a program that favors thick overlays, followed by partial reconstruction projects then full
reconstruction projects (more for safety reasons than cost-benefit). These are then followed by surface
treatments and lastly by moderate to thin overlays.
The programmed deterioration curves illustrated in Figure 16 are designed to integrate the pavement
condition distribution performance curves for the network, with the applied rehabilitation strategies and
their expected life cycle. Different color performance curves are meant to represent the full suite of curves
assigned to segments based upon their functional class, pavement type, and strength.
It is important to recognize that even though all streets fall into specific rating categories and their
respective rehabilitation strategies, it is not until a street falls to within a few points of the lower end of the
range that it will become a critical need selected for rehabilitation.
CR-72 - Page 44 of 115

100
City of Northglenn, CO Routine
Maintenance
90 ACP and PCC Performance Curves
Moderate - 45 Year Curves Preventative Maintenance
80
Surface Trtmnts /
70 Localized & Jnt
Pavement Condition Index
Rehab
60
Progressively
50 Thicker Overlays /
Panel Rplcmnt
40
ACP Curve - 1
ACP Curve - 2
30
ACP Curve - 3
ACP Curve - 4
Partial to Full
20 ACP Curve - 5
Reconstruction
ACP Curve - 6
PCC Curve - 9
10 PCC Curve - 10
PCC Curve - 11
0
0 10 20 30 40 50 60 70
Time (Years)
Figure 16 - Performance Curves
5.2 NETWORK BUDGET ANALYSIS MODELS
An analysis containing a total of 10 profile budget runs plus a Do Nothing options was prepared for
Northglenn.
The analysis results for Collectors and Locals are summarized below:
 Do Nothing (illustrated in Figure 20) – This option identifies the effect of spending no capital for 5
years. After 5 years, this scenario results in a network average PCI drop from a 59 to a 51 and a
dramatic increase in backlog to 30%.
 Client Budget (Green Line) – this represents the City’s current annual budget of $750K annually
dedicated to pavement preservation and rehabilitation. This level of funding will result in a
network average PCI score of 55 and a backlog increase to 24%.
 Steady State PCI – this is simply the funds required to maintain the current network average PCI
at a 59. The annual budget required to do so is on the order of $1.63M annually, however
backlog (Very Poor & Poor roadways) continues to climb to 17%.
 Backlog Control Budget – A budget designed to arrest the growth of backlog to 10%. This
budget is also the IMS recommended budget.
CR-72 - Page 45 of 115

The results of the analysis are summarized in Figure 17 below. The X-axis highlights the annual budget,
while the Y-axis plots the 5 Year Post Rehab Network Average PCI value. The diagonal blue line is the
results of the pavement analysis (the Northglenn model profile).
100
95 Five Year Post Rehab PCI Versus Annual Budget
Analysis Start Date = 1/1/2020 Analysis Period 2020 to 2024
90
Post Rehab Network Average Condition
85
80
75
70
65 2020 to 2034 Rehab Analysis Results

Control PCI = 60
Northglenn Budget: PCI = 55, Backlog = 24%, Annual Budget = $750k/Yr
Northglenn has a Backlog controlled network
Recommended Budget: Final PCI = 70, Backlog = 10%, Annual Budget = $3680k/Yr
60
Steady State PCI: Final PCI = 59, Backlog = 17%, Annual Budget = $1630k/Yr
Maintain Current Backlog: Final PCI = 74, Backlog = 6%, Annual Budget = $4570k/Yr
PCI Control Budget: PCI = 60, Backlog = 17%, Annual Budget = $1760k/Yr
55
Current PCI = 59 (2019) Backlog Control Budget: PCI = 70, Backlog = 10%, Annual Budget = $3680k/Yr
50
0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000
Annual Budget Each Year for Five Years ($1,000/Yr)
Figure 17 – 5 Year Post Rehab Network PCI Analysis Results
CR-72 - Page 46 of 115

Figure 18 presents the resultant network backlog against annual budget. Similar to Figure 17, but
instead of plotting the average PCI score, the blue diagonal line represents the total backlog after 5 years.
The lower the backlog the better, with a maximum of 12% recommended
40
35 Five Year Post Rehab Backlog (%) Versus Annual Budget
Analysis Date = 8/1/2019 Analysis Period 2020 to 2024
2020 to 2034 Backlog Analysis Results
Post Rehab Network Percentage Backlog % (PCI < 40)
30 Recommended Budget: Final PCI = 70, Backlog = 10%, Annual Budget = $3680k/Yr
Backlog Control Budget: PCI = 70, Backlog = 10%, Annual Budget = $3680k/Yr
25
20
15
Current Backlog = 7% (2019)

Control Backlog = 10%
10
Northglenn has a Backlog controlled network
0
0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000
Annual Budget Each Year for Five Years ($1,000/Yr)
Figure 18 – 5 Year Post Rehab Network Backlog Results
CR-72 - Page 47 of 115

Figure 19 presents the analysis results on an annual basis. This shows that if the budget falls below
$1.63M/year (Steady State Budget), over time the overall condition of the roads will deteriorate as
backlog continues to grow.
100
95
Annual Condition for Various Budget Levels
Analysis Date = 8/1/2019
90
Network Average Pavement Condition Index
85
80
75
70
65
60
55
Fix All Budget = $35.1M Over 5 Years
50 Recommended Budget: Final PCI = 70, Backlog = 10%, Annual Budget = $3680k/Yr
45 Backlog Control Budget: PCI = 70, Backlog = 10%, Annual Budget = $3680k/Yr
Do Nothing Northglenn has a Backlog controlled network
40
Start
2019 2020 2021 2022 2023 2024
Year
Figure 19– 5 Year Annual PCI
CR-72 - Page 48 of 115

5.3 POST REHABILITATION CONDITION
The following figure (Figure 20) compares the current network condition distribution (red) against what
the 5-year post rehabilitation distribution would be at with a budget of $750K/year (blue). As can be seen
in the plot, the Northglenn budget will reduce the overall network’s PCI average and increase the amount
of roads in the backlog category.
50
Post Rehab Pavement Condition Comparison
Current Condition Versus Selected Budget
Analysis Period 2020 to 2024
40
Post Rehab Network Average Condition = 55, Backlog = 24.2%
Annual Budget = $750 k/Year
30
20
10
0
Pavement Condition Using Descritive Terms Analysis Date = 1/1/2020
Figure 20 – Five-Year Post Rehabilitation Condition Distribution
Three metrics are used to evaluate the quality of a roadway network, they are:
Average Condition – should be between 60 and 65 at a minimum

Percentage of Backlog – target 12%, should be less than 15%, must be less than 20%
Percentage of Streets Rated as Excellent – should be greater than 15%
CR-72 - Page 49 of 115

Figures 21 and 22 present the current Northglenn recommended budget network rehabilitation plan by
year and activity. Electronic versions of these maps are appended to this report.
Figure 21 – $750K/Year Rehabilitation Plan by Segment – Collector/Local
CR-72 - Page 50 of 115

Figure 22 – $1M/Year Rehabilitation Plan by Segment – Arterial
CR-72 - Page 51 of 115

5.5 True Cost of Underfunding of a Roadway Network (Locals/ Collectors)
Funding of roadway rehabilitation is an exercise in identifying the balance between available funding and
the desired level of service that is right for each agency. There are no hard rules for what is the definitive
level of funding as this is a decision for local elected officials, based on their priorities and practices.
However, the true costs of over and underfunding must be presented in order to provide decision makers
with all the information available to base the decisions upon. Northglenn has a considerable investment
in their paved roadway network with a combined replacement value (just for the streets, not right of way)
exceeding $117M. Spreading this cost over a 50 to 100 year period (the expected ultimate life of a
roadway) means that an annual investment on the order of $1.63M per year would be required – not
including the cost of maintenance, deterioration ,repair curbing, drainage, tree roots, sidewalks or ADA
ramps.
Government Accounting Standards Board Statement 34 requires that agencies who collect taxes (local,
business, property or gas taxes) for the purpose of maintaining long term infrastructure assets (such as
roads) be good stewards of those assets by either accounting for them financially on the City’s balance
sheet, or implement a methodology to manage and fund them to a locally defined level of service.
The condition of a roadway network may be equated to equity in a depreciating asset. Regular payments
to that asset must be made in order to maintain the equity at a constant level. Should those payments fall
short, the equity must eventually be replaced through a large influx of capital in order to make the
investment whole again. Roadway networks are no different. Long term underfunding of rehabilitation
and maintenance is the direct equivalent of removing equity from an asset – eventually it must be repaid
through total reconstruction. The following table compares the real cost of the various budgets against
the Do Nothing and Steady State options.
Equity Removal Summary
Starting PCI: 59
Five Year Post Rehab Fix All PCI: 85
Fix All PCI Increase: 26
Five Year Fix All Total Cost ($): 35,091,000
Cost Per PCI Point (Total Cost / PCI Increase, $/pt) 1,356,000
Equity Rem oval Based On PCI Restoration For PCI Controlled Agencies
Model: Do Nothing $1000k Annual Steady State

Annual Budget ($k/Year): 0 1000 1630
Starting PCI 59 59 59
Final PCI 51 56 59
PCI Drop: 9 3 0
Cost to Replace Equity (PCI Drop X $/Pt, $): 11,636,000 4,325,000 0

5 Year Budget Expenditure ($): 0 5,000,000 8,150,000
Total 5 Year Cost ($): 11,636,000 9,325,000 8,150,000

Cost Over Steady State Budget ($): 3,486,000 1,175,000 0
Additional Annual Cost Over Steady State ($/year): 697,200 235,000 0
CR-72 - Page 52 of 115

5.6 NETWORK RECOMMENDATIONS AND COMMENTS
The following recommendations are presented to Northglenn as an output from the pavement analysis, and
must be read in conjunction with the attached reports.
1. Northglenn should adopt a policy statement to maintain PCI at or above a 70 while keeping backlog
below 10%.
An annual budget of $750K for Collectors and Locals (dedicated to pavement rehabilitation)
will achieve a network average PCI of 55 and backlog will be increased to 24%.
An annual budget of $3.68M for Collectors and Locals will achieve a network average PCI of
70 with the backlog halting at 10%
An annual budget of $1M for Arterials will achieve a network average PCI of 71 with a
backlog growth to 17%
An annual budget of $1.25M for Arterials will achieve a network average PCI of 76 with a
backlog reduction to 8%
2. The full suite of proposed rehabilitation strategies and unit rates should be reviewed annually as
these can have considerable effects on the final program.
3. No allowance has been made for network growth. As the City expands or increases the amount of
paved roads, increased budgets will be required.
4. No allowance has been made for routine maintenance activities such as asphalt crack sealing,
pothole filling, sweeping, striping or patching within the budget runs and analysis. These costs are
assumed to be outside the pavement management costs.
5. The City should resurvey their streets every few years to update the condition data and
rehabilitation program.
CR-72 - Page 53 of 115

CR-72 - Page 54 of 115
Signal Ditch
Eastlake Reservoir 3
city of
C reek
Ea
y st
Dr
B ig
lak
eD
l D itch
itch
gna
Si
C O L O R A D O
Signal Ditch
Pavement Analysis
ch
Dit
Functional Classification
a ke
Eastl
East Lake Reservoir Number 2
CL
AU
DE
CT
Ohio Lake
RACE ST
120TH AVE
GRANT ST
119TH PL 119TH PL
HUMBOLDT DR
ST
GAYLORD
WILLIAMS
CLAUDE
LAFAYETTE
LAVINA
LAVINA
WY
WY
WY
WY
LN
BDR
UM
ghline Can al IRM
CR
rs Hi SYLVIA DR A WY
DR
DR
me Y
MC
Far 118TH PL
HIGH
W
G
al
n
AM
RIN
EN
a
ID
MA
Highlin e C
QU
SP
ST
TR
CT
118TH AVE UD
DR
AD
WILLIA
SHERMAN ST
WARE
H
R
GILPIN
OU
Webster Lake 118TH AVE DEAN DR
GALAPAGO CT
MS WY
KE
MELODY DR
DELA
ACOMA ST
LINCOLN ST
ELATI CT
LOGAN ST
ST
DR
IPS
117TH AVE 117TH AVE PHILL
oad
117TH PL
CT
Up Railr
PENNSYLVANIA ST
116TH WAY 117TH
MO
117TH AVE Y
W
NT
H
MELODY DR
7T
EW
BOWMAN PL 11
LINCOLN ST
Y
GRANT ST
LOGAN ST
PEARL ST
116TH PL
MA
116TH DR
GALAPAGO CT
R IO
FOWLER DR
N
ST
116TH AVE
WYCO
116TH AVE
HUMBOLDT ST
116TH AVE 116TH PL
DR
DOWNING ST
OGDEN ST
115TH AVE 115TH PL 116TH AVE
115TH AVE 115TH PL

115TH AVE
EMERSON
GILP
114TH WAY
MELODY
115TH AVE
COMMUNITY CENTER DR
IN
CLARKSON ST
114TH CT
CARLILE
ST
CHERO
ST
114TH PL Y DR
LE
DR
MAL FISHER WY
ST
KEE
H PL
PEARL ST
114T
ST
PL
114TH 114TH PL
LN DR
HIGH
AN DR
114TH AVE
LA
MELODY DR
LINCO
AVE
ST
RS
114TH 114TH AVE
SHERM
ON
PL
TH
114
LN
HUMB
PL
Graves Reservoir DOWNING DR 113TH 113TH PL
113TH PL
OLDT
LAFAYE
CLARKSON ST
AVE
ST
CORONA DR 113TH
DR
113TH AVE
TTE
NE
GRANT DR
HLI
ST
FRANKLIN ST
HIG
OGDEN DR
MARION ST
GRAVES CT
al
an
112TH DR
C
112TH CR
line
112TH PL
gh
112TH PL
Hi
ers
112TH AVE 112TH AVE 112TH AVE

Farm
LIVINGSTON DR
YORK ST
111TH WAY
111TH PL
111TH PL 111TH PL 111TH DR 111TH DR
YORK WAY
CO
JO
DETROIT WAY
LU
PARK VISTAS DRIVE
SE
FO
EL
CLAYTON ST
M
EMERY RD
PH
LARSON DR
NAVAJO ST
BIN
XR
AT
OSAGE ST
ELMER DR
CLARKSON ST
EMERSON ST
CHEROKEE
IN
CARLILE ST
111TH AVE
I ST
E
UN
E
CT
W
PK
AY
Str e
OGDEN ST
JANICE CT
WY
ighline Canal am
sH
me r 110TH PL
AY
Far
STEELE ST
110TH PL 110TH CT
W
110TH DR
ST
CLAUDE CT
E
R
GAYLORD ST
O
LM
LINDA SUE LN
N DR LUCILLE
FIL
CR
YO CT
E LN PIN 110TH DR
N
CLAIR
SO
PEARL WY
Charlese C Winburn Park Pond MU AV

E
PEARL CR
ER
RIE H
COLUMBINE ST
0T
YORK ST
LD
EM
MURRAY DR
PL R 109TH PL 11
NITA
BO
MANET WY
N CR
ELIZABETH ST
CLAIR DE
PEARL ST
E CR OG 109TH CT
LE 109TH DR
ONA
RD
IRMA DR
ACOMA ST
PATTERSON CT
10 LN DR
9T N
HERMOSA CT
H PL ALVI Ha
VERNA LN
il C
BANNOCK ST
109TH AVE re
LA ek
hline Canal MBE
F a r m e r s Hi g RT
AY
LN 10
W
KE 9T 109TH PL
NN H AV
UL
ED E
PA
Y DR
TE
ST
AL
BE ST
WASHINGTON ST
TH
PEARL CT
LN
WAL 108TH PL DR
CLARKSON CT
LA H
CE 8T
ST 10
PIKE DR
ST Y
WEL MILDRED DR RR REGINA LN E
BLUE JAY LN
LING NO LA H AV
TO
RT
HG 108T
ST
N ST 108TH AVE
STEELE
LE
NN
UKEE
DR
DO
KALAMATH ST
108TH AVE
SANTE FE ST
CARROL LN
W
LIVINGSTON DR
108TH AVE
NIN
ADAMS CT
108T
COOK CT
MILWA
ST
H AV
G
COOK ST
PECOS ST
WANDA LN
ADAMS ST
CT
107TH CT
RO
URA 107T
FOX RUN CIRCLE
SA
LN H PL
ROSEANNA DR 107TH CT
LIE
LINCOLN ST
AY
GARLAND DR
W
DR
SULLY WY
ST
E
107T
OR
CO
VARESE LN
H AV
E
KE
E
LM
UPTON ST
107TH AVE
OGDEN ST
CT
RING
TANCRED ST
CORONA ST
AU
FIL
LO
E
KE
DR
ILW
DOWNING ST
GA
AU
PL
106T
LOREN LN
M
ER
H PL W
N CT
CT
IL
ST
EW
M 106TH PL
UL
AS
BR
PA
UIV 10
ST
Q Croke Reservoir 6T
LEROY DR
ST
H
AV
LE
Sperry Park Pond E
MADISON WAY
106T
EE
H AV 106TH
AVE
ST
LN E E
H PL CL
105T ILLO
CT
PALEY ST
UTR CIR 10
ST
S
106TH AVE Stream S 5T
AM
AM H
TH
CT
AD
AD
NA Far WASHINGTON WY
MA
IA 105TH PL
MELODY DR
D mer
ADAMS ST
LA
DR sD 10
PO
ST
KA
WILLIAMS ST
itc 5T
EMERSON ST
MARION ST
H
M
h
IA
HUMBOLDT ST
CLARKSON ST
PL
CARLILE ST
PE
LAFAYETTE ST
OGDEN ST
FRANKLIN WY
DOWNING ST
FRANKLIN ST
GILPIN ST
AN
MARION WY
CARMELA LN
CORONA ST
PEARL ST
Y
LV
T
W
105TH AVE C
SY
Y
K
O
NN
LINCOLN ST
SANTA FE ST
O
SHERMAN ST
LINCOLN CT
C
RONALD LN
LIPAN ST
PE
GRANT ST
ROMBLON WY
ZUNI ST
WYANDOT ST
SPERRY ST
PEARL WY
104
TH
INCA ST
URA LN
PL
104TH PL
104TH PL
104TH PL
104TH AVE
SPANGLER DR MONTEREY CR
FOX CT
103RD PL
103RD AVE
102ND PL
PECOS ST
D it c h
102ND Grange
AVE
101ST PL
Grange Ditch
E DR
Grange Ditch
CROK
101ST AVE
Nive
r Ca
BRIGITTE DR
100TH PL
HURON ST
nal
BE
LN
E
LF
UC
O
BR
RD
DR
Sherwood Hills Park Pond

CT
100TH AVE
LUNCEFORD
CT
R
DARWIN
D
E
DG
NIVER AVE
DO
DR
K
AR
ALAMO DR
CL
LN
LN
E
LL
UC
99TH AVE BE
BR
LUNCEFORD LN
PALMER LN
RAPP LN
Nive
rC 98TH AVE
anal
Legend
DR
U
LO
Niver Canal
97TH AVE Crake Lake
FO
CO
Badding Lake
X ST
VE
Y
CT FR
ED
DR Functional Classification
Principal Arterial
Minor Arterial
DR
DR
LOU
N DR
N
PELO
Section Line Arterial

DAMO
SW
ITZ
ER
LN Collector
Local
N Str
ea
m
City Limits
0 0.125 0.25 0.5 0.75 1

Miles an
al
C
ric
Ag
Strea
m ol o
C
IMS Infrastructure Management Services 2019 NORTHGLENN, CO | Pavement Survey 2019
CR-72 - Page 55 of 115

Signal Ditch
city of
C reek
Ea
y st
Dr
B ig
lak
eD
l D itch
itch
gna
Si
C O L O R A D O
Signal Ditch !
Pavement Analysis
CLAU
DE
ch
Dit
CT
a ke
Eastl
by Segment East Lake Reservoir Number 2
1062
Label Legend
7
(when applicable) Ohio Lake
1234 GISID
1234 Project ID
RACE ST 9429
5271 5269 !
10622
!
5268 !
5267
! 8449 8448 8447 8926 120TH
!
AVE 3709
!
3708 11473
! ! ! ! !
! !
10771
9023
11
11476
7658 7657 7656 7655 7654 7653 9330 8250 8249 8248 9026 9T
! ! ! ! ! ! ! ! 8251 ! ! ! ! ! H
PL
8256
8252 !
10624
ST
HIGH
2599
8253 !
9919
!
LAFAYETTE
3226
1475
1644
9027
10884
3630
ST 9341
10145
10718
8257
DR
CLA
67
8715!
DR
DR
!
49
!
WY
T LAVINA
GH
!
UD
TS
! !
UAM
8
OLDT
8258
AN
27
KEOU
3227
614
G!R
10
WY
ghline Can al
9Q
9581
! 52 9415
rs Hi
! 4968
4969
7646
!
65 GIL
HUMB
4
!
me
20
Far PIN
al
10250
3631
n 5961 ! 1!
10568
!
10
ST 1084
LA
! !
! ! ! 52
62
! 64 6623 GAY
VIN
Highlin e C
!
7647
11470
27
6622
8259
03 LO
A
!
CT
59 ! 52
10773
8713
2818 2817 2816 2815 RD
LN
1347
9597
! ! 63
00
! ! ! !
!
W
WARE
!
Y
10633 ACOMA ST
26
1143
! 52 6
10736
!
8261
DR
62
10374
9574
3228
Webster Lake 5272 10621 7258 7257 ! 9995 ! 27
DELA
! !
G
! ! ! 30
! 4948
RIN
! 52
4949 ! !
2763 61
01
ELATI CT 9401
8773
8670
8262
SP
3711
10739
8696
8617
4950
26
! 2729
4962
7648
SHERMAN ST
! DR !
TRUDA
10
11475
7196
4951 ! 78
! 10626
14 ! 6
3229
11 5
3632
11502
! ! !
8263
GRANT
DR 52
1235 1435 2615 2614 2613 IPS 59
PHILL
!
! ! !! ! ! ! !
oad
10316
! 10815 3668 !
9342
10013
89
! !
3230
!
ST
02
Up Railr
9538
81
5016
1329 2602 61
8264
!
5773 10360 ! 64 93
8661
3712
5777 5776 5775 5774 10628

116TH WAY
5778 ! ! ! ! ! !
!
! ! !
91
!
10824
8743
7641
8714
! 76
PL
83
!
3231
DEAN DR 1151 5 N
25
H WY
!
10536
MA
82
10625
9799
2060
8265
1009
2062 2061
8688
1700 48 117T
5858
116TH DR 4643
11
! ! ! ! ! ! ! W 10952
BO
!
07
! ! !
8
10630
4883
8710
7642
! !
COMMUNITY CENTER DR
3713
8733
!
8807 8808 !
! ! ! ! 4884
6768
5432
5266
! 7956 116TH PL 9168
3232
116TH AVE 3642
10172
!
3643
8266
! ! !
!
1007 ! ! !
9937
5256
3625
! !
7643
DOWNING ST
9018
4464
9017
9756 !
8632 ! 116TH AVE 10679
! ! !
3714
3233
6606
10632
7644
OGDEN
115TH PL 10914
7201 ! 9590
3626
!
7202 !
1357 115TH AVE 2802 ! !
10470
! !
MA
! !
3234
1 !
9837
7645
1063
ST
RION
6607
9861
1497 !
8396 ! 115TH AVE 8953
EMERS
!
5249
9464
9309
CLARKSON ST
9 ! !
ST
1062
!
GILP
!
6724
9565
8671
5250
11285
8267
3235
!
ON ST
IN
114TH PL 1719 2014 ! ! 5257
5251 FISHER WY 10864
ST
9931
! !
!
9 ! ! !
1014 5252 5258
67
3627
3236
PEARL ST 8746
6608
3715
7467
3673
25
! !
! 6140 11516
!
5253
!
! 11498 ! 6139
! 82 114TH PL 8997
114TH PL
98
6614
! !
1204
!
5548
8268
! !
3237
9211
114TH AVE 1356 !
11
2804 2803
4T
! ! ! !
MALLEY DR 5547 1068
! !
10607
10497
H
5255 5254 !
10595
DR
8998
11471
! 3
AV
! ! ! !
1000
1150
6615
!
E
1730
LINCOLN
11286
6437 !
3238
1
!
9031
1971
! !
191
Graves Reservoir !
113TH PL 8999
LA
9450 1422 17
7487 7486 ! 87
8245
!
6616
RS
! ! ! ! !
! ! !
DO
900
4020
ON
3239
!
11
!
FOWLER
9
3T
CLARKSON ST
900
8269
NIN
LN
1692 CORONA DR 9001
H
!
11441
9000
6617
G
AV
!
FRANKLIN
LAFAYET
3716
DR
112T
E
1010
HUMBOLDT
4021
H DR
6
3240
MARION
50
DR
10
5248 1712 5546 GRAVES CT 10498
TE
!
GRANT DR
!
al
! !
ST
4022
an
1164
ST
ST
4900
8270
6311
C
10045
ST
line
!
9901
! 6309 112TH PL 6308 6307 6306 6305 6304 6302
17
! 6303 6301 6300 10059 11496 !
gh
! ! ! ! ! ! ! ! ! ! !
91
4903 4902 4901 10799 !
Hi
11458
! ! ! ! !
8271
9005
ers
112TH AVE 2030 112TH AVE

3774
3639 3638 3637 3636 3635 3634 3633 1714 3691 11481 8923
3640 ! 3670
Farm
! !
ELATI ST
3641 ! ! 3671 3669 11500

11469
! ! !
1008 ! ! ! ! ! ! ! ! ! ! ! ! ! !
10510
9676
11480
8991
3747
111TH PL 10127 CA
8884 9025 6178
12001
!
RL
CH
! !
ILE 111TH PL
9037
2585 111TH PL 2584 ! 10113 8989 6223 6221 10109 4786 4785 10893
1449
8282
!
ER
! ! ! !
ST !
2! ! ! ! ! ! ! !
11490
10945
11459
FILLMORE
! !
11495
!
88 8
10961
88
OK
! 89
5514
3748
12002 87 !
98
!
9059
10
EE
!
EMERY RD 47
YORK WAY
1729 7372 9514
94
10
75
!
10604
12004 12005 ! 88
3653
! !
3677 ELMER DR 11494
ST
12003
! 10708
18
AVE
5
47
8283
8254
9703
1980 111TH
! !
10049
83
PARK VISTAS
9350
! ! ! !
3681
8885
WAY
08
66
11513
3749
9015
!
3717
9337
Str e
62
!
1981
!
3676
3680 9860 am
s Highline Canal
10859
89
5353
8211
me r
!
7967 110TH !
5811 10339
3745
MU 7968
8988
5
Far RIEL PL
8284
10
!
3682
! 8744
CLAUDE CT
!
1982 9381 !
7966 ! ! ! 9032
DR ! ! !
GAYLORD ST
1747
!
0
23 69
DRIVE
N DR
10706
!
3750
5
!
7018 9160
11387
5247 11493 7019 2
53
7 11096 3678 1
R
!
5 ! 6 YO ! 11492 3679 ! ! ! ! 70 ! !
1108 0
D
5246 PIN ! ! 17 !
1063
! !
!
H
LIND
4653
10206
8255
10495
0T
9191
23
1069
9354
! 70 6663 9893
8285
! A SU 109TH AVE
11
WASHINGTON ST
16 7 ! ! 23
Charlese C Winburn Park Pond !
8
!
19
! ! !
10141
E LN
3751
5244
! 9
1063
9012
6
7
L CR
7
6969
1669
LN 4 LEONARD LN ! 70 !
1705
! ! !
RE 2795 15
COLUMBINE ST
! ! !
CLAI ! 9162
AR
5549
10476
4459
8475
! 7961
9238
!
83
70 !
8286
!
2796
PE
3746
! ! !
11437
14
4654
!
09
OG
80
LAMBERT LN
15
9427
11438
3752
1360 76
FO
10418
97
! 1229 ! 11
DE
1 15 ! 70
6044
8278 ! ! !
13 X
N
! 8520 !
10 6827 6826 9760 RU
9T
CR
10511
1829 !
80 PE !
! N
88
5550
IRMA DR
! ! !
! ! H PL 75 !
8287
!
AR 70 PK
4460
BANNOCK ST
!
86
!
LW 12
VERNA LN
7512
1 W
5245
10
PATTERSON CT
85 ! Y 1033 Y
1340
1576
Ha
7624
3778
6417 6416 4 ! 7011

01989 ALVIN DR
!
HERMOSA CT
il C
55
99 ! ! ! 10 80
9596
9010
! !
9T 74 7010 7009 9657 3675 3674 11497
6970
!
9011
re
61
H AV
3654
1
!! !
DR
5551
! ! ! ! !
MANET WY
ek
10465
E 64 2
8288
N
9845
hline Canal
F a r m e r s Hi g
11461
1151
!
ACOMA ST
10 !
15
!
! O
RS
7197
!
6045
19 34 16 9131 !
56
93
LA
8310
88 ! !
109TH PL
KE
25
3779
81
61
9169 PEARL CT
5552 PEARL ST
NN TE 5862
AL
99
!
37
BE ED
TH Y DR ST DR
DR
!
ED
LN 89 10 1 10481
5585
58 01 1149
Y
DR
57
! 19 8 !
14 ! 2317
RR
1632
05 87 58! PIKE ! !
MIL
61
! !
85
10480 108TH PL
LA
8
ST 75
3780
! !
1148
19 ! !
86 88! 55
11439
!
1683 19 77 ! !
6971
! 88 89
9701
! 77 14
9082
58
76 76 !
ST
! ! 1979 63 55 STE
61
1985 1984 WALLACE ST 58

7907
!
! ! !
8700 2 ELE
KALAMATH
11194 1039 !
7198
! !
8311
6911
! !
10124
! ! 0 ST
1682 83 6 19
76 92 !
A LN
1 0 43
55 10 54 64
GIN 5724
!
59
!
9943
3776
92
6972
86 1033 58
7326 7325 9532 RE
31
61
!
10690
! ! ! !
10890 108T 5725
ST !
! 8705
WELLINGTON ST 10 ! 5726
9405
!
!
1200 9 108TH AVE
!
20 ! H AV N
! !
CARROL LN
!
6160
53
DE
78
E 8129
11503
! 8128 8127 9105
12
25
1 0034 G ! ! !
56
!
8931
14 !
7908
83
6601
3777
!
3683
9534
6647
37
9568
!
8687
WANDA LN
7 10637
9535
!
4861
0
43
!
3655
6185
!
ST
! ROSEANNA DR !
8680
1002 7246 !
78
2
! ! 1236 9485
1245
!
NA
9
107TH PL
9872
7441
83
!
26
10218
3685
72
88
! !
6161
3665
13
RO
!
19
! !
60
10947
3667
!
ST
17 1055 !
CO
5938
1005
3664
46
! 5939
3
BL
88 75 5
CO
91
!
4862
! 5113 ! !
G
! !
3684 11486 5115 5114 40 ! ! ! 2
3865
3663 8598
UE
MUR
! 59
88
NIN
! ! ! LOREN LN !
RING
! ! ! ! !
79
5
UR 10350 8317 8990

LOGA
6035
3662 107TH AVE ! !
RO
JA
! !
7
!
A 196
6162
! !
RA
460
DO
LN 6
Y LN
41
!
63
SA
9353
PL
11
10033
Y DR
11
59
91
N CT
! 36
ST
LIE
1
8483
!
4863
36 !
22 9789
9
!
6356
6 S
HURON ST
! !
11 60
9788
1 ! !
1586
57
DR
O 106TH !
93
44
C 12
9060
10878
1027
! !
6163
10656
3742
5865
P!E PL
11302
36
6602
83
37
2798
!
7
!
9961
9576
11440
1974
48
14
90 ! !
11303
9 !
66
9910
1 57 !
10 60
11
4864
1037
13
!
92 6T 92
3
92
! ! 1021 9652
35
3619 !
36
83
! ! ! !
!
5791 AV
10
16 361
6164
10
15
! !
2799
3656
81 !
2 8 E !
61
18
10455
4 Croke Reservoir
6603
14
! 1146
78
! 93
LN 16 5792 3617 ! 3616 3615 LEROY DR 3614 ! 3
77
Sperry Park Pond

4865
2 !
98
84 20 ! ! 31 ! 1965
ILLO
!
20
2074 80 GARLAND DR ! 1359 !
106TH AVE 106TH AVE
! 11169
91
!
82
UTR
! !
6165
!
106T
57
!
0
2079 1695 !
9
! 2073 !
3042 69
67
!
N ST
POMPEY WY
!
H AV
DR
TA
65
9421
!
! E
NC
!
11464
! !
1237 9710
5607
80
! ! ! ! !
20
LIPA
STON
!
10326
79
UR
SP
9
7843
78 1 03 91 Stream 10
6166
!
63
1
ED
! 6898 !
96
6887
! 99
6897
A
ER
70 6899!
57
1776
! 2
LN
ST
65 !
ROMB
Far 6900 6888 !

MARION ST
6896
LIVING
DR
RY
! 20 7323 !
3866
105TH CT
ST
! 9533 !
mer 6901 6895 6894 6893 6892 6891 6890 6889
3775
77
W
!
82
!
LN
! ! ! ! ! ! ! ! ! ! ! ! !
83
ST
ST
sD
9
BREWER
A FE
71
26
! 16
TO
8092
23
14
65
RONALD
itc
LON
20 12
5608
6
NI
!
h 92
2
23
76 !
G
NT
9
ZU
2
9172
HIN
!
QU
11510
10657
! !
SA
CARMELA LN
99
!
WY
11506
AS
11505
IVA
GILPIN ST 1308
! 19
8
! !
18
10839
11508
10255
11507
5937 5936
11509
!
10
9481
9928
5935
10207
64
1059
1506
W
0
S
78
! ! ! !
PEARL WY
57
7
KALAMATH ST
7524
80
ST
! !
11
05 93
36
!
88
9646 INCA ST
VARESE LN
MELODY DR
!
10208
11504
1004
1005
!
10544
7949
9311
!
6167
8605
8534
8619
9804
6337
EM
8210
LA
7762
!
3738
9315
11466
FR
9352
ST CO FA ST
1975
ER
3867
AN
7324
9362
E RO YE S 10
7844
6358
SO KL
3741 IL NA TT IN AM 91
! 3740 3739 11463 6611 6610 6609 9936 ! RL N
ST S MARION WY E WY ILLI 3
5759
2020 2019 2018 ! ! ! !

CA ! ! T ST
2004 104TH PL 2003 1717 ! ! ! ! ! ! ! !
2002 !
W !
4
1728 2005 !
1757 1963 1962 ! ! !
9
! ! ! !
6168
!
88
! ! ! ! ! ! !
7525
7763
7845
1753
3037 3036 3666 1019 3623 3622 3621 !

3620
!
3672
!
11499
!
8355 8354
!
8353 104TH AVE 8350 8349 8347 8975
3038 ! 1001 ! ! ! ! ! ! ! ! ! 8348 ! ! !
! !
!
10620
11465
1854 8401 8949

10617
! ! ! !
9902
5273
3737
103RD PL 1894 FOX

11489
! ! ! CT
5280
CR!
2098 EY
ER
! NT
11472
103RD MO
AVE
5282
! 1018
102ND PL
52
9101
!
74
!
1721
5283
11468
!
1017
1462
8133
!
D it c h
102ND !
Grange
AVE
5284
3718
! 1016
1323
8134
!
!
101ST Grange Ditch
5285
PL
3719
101ST AVE Grange Ditch

8135
! !
1015 68 BRIGITTE DR
Nive
1014 ! 27
5286
52
1261
3720
r Ca
75
!
1601
!
1013
8136
10
nal
69
! !
100TH
30
77
PL
! 27 LN 1058
44
9
E !
5287
! 1000 UC
3721
!
BR!
49
7 37 6
!
8137
30
5
!
1373
3
43
!
!
! 3034 Sherwood Hills Park Pond
3722
31 !
15
9261
K DR
100TH
AVE
3730
!
! 3033 1012
4
CLAR
2
!
36
E LN
8887
! 1545
49
5276
!
3723
2385
UC
54
R
!
11
8736
BR
10
!
E
! 3114
DG
3731
!
1748 NIVER AVE
DO
! !
8 7
98
9300
!
3724
68
8
CROKE DR
30
77
!
11
! 1003
Legend
6
!
7
3660 BELL
0
16
! 3659 3658 1665

1
99TH LN
RAPP LN
40
! ! !
! AVE
2110
3725
!
3732
9 3
76
21
10818
09
PALMER LN 8693
8568
1051
PCI
8
! !
6
21
35
!
3570 08
1
191
3726
! !
1326 !
Nive
3733
! 9
rC 2853 2852 2851 ! 3 56
anal ! ! !
21 - 30 (red)
07
!
2483
3736
3727
COVEY
!
94
2484
! Niver Canal 1505 ! 24
97TH AVE ! 8 Crake Lake
2807 2
Badding Lake 31 - 40
CT
!
1092
!
3728
24
9
81
22
10
9
10
! 8 21
!
24
! 80 41 - 50
!
19
FOX ST
15
51 - 60 (yellow)
6007
!
!
61 - 70
6008
6
1060
4458
71 - 80
DR
DR
LOU
N DR
N
PELO
! 2949
DAMO
! 2948 81 - 90
!
91 - 100 (green)
N Str
ea
m
City Limits
0 0.125 0.25 0.5 0.75 1

Miles an
al
C
ric
Ag
Strea
m ol o
C
CR-72 - Page 56 of 115

Signal Ditch
city of
C reek
Ea
y st
Dr
B ig
lak
eD
l D itch
itch
gna
Si
C O L O R A D O
Signal Ditch !
Pavement Analysis
CLAU
DE
ch
Dit
Pavement Condition Rating (GFP)
CT
a ke
Eastl
by Segment East Lake Reservoir Number 2
1062
Label Legend
7
1234 GISID
1234 Project ID
RACE ST 9429
5271 5269 !
10622
!
5268 !
5267
! 8449 8448 8447 8926 120TH
!
AVE 3709
!
3708 11473
! ! ! ! !
! !
10771
9023
11
11476
7658 7657 7656 7655 7654 7653 9330 8250 8249 8248 9026 9T
! ! ! ! ! ! ! ! 8251 ! ! ! ! ! H
PL
8256
8252 !
10624
ST
HIGH
2599
8253 !
9919
!
LAFAYETTE
3226
1475
1644
9027
10884
3630
ST 9341
10145
10718
8257
DR
CLA
67
8715!
DR
DR
!
49
!
WY
T LAVINA
GH
!
UD
TS
! !
UAM
8
OLDT
8258
AN
27
KEOU
3227
614
G!R
10
WY
ghline Can al
9Q
9581
! 52 9415
rs Hi
! 4968
4969
7646
!
65 GIL
HUMB
4
!
me
20
Far PIN
al
10250
3631
n 5961 ! 1!
10568
!
10
ST 1084
LA
! !
! ! ! 52
62
! 64 6623 GAY
VIN
Highlin e C
!
7647
11470
27
6622
8259
03 LO
A
!
CT
59 ! 52
10773
8713
2818 2817 2816 2815 RD
LN
1347
9597
! ! 63
00
! ! ! !
!
W
WARE
!
Y
10633 ACOMA ST
26
1143
! 52 6
10736
!
8261
DR
62
10374
9574
3228
Webster Lake 5272 10621 7258 7257 ! 9995 ! 27
DELA
! !
G
! ! ! 30
! 4948
RIN
! 52
4949 ! !
2763 61
01
ELATI CT 9401
8773
8670
8262
SP
3711
10739
8696
8617
4950
26
! 2729
4962
7648
SHERMAN ST
! DR !
TRUDA
10
11475
7196
4951 ! 78
! 10626
14 ! 6
3229
11 5
3632
11502
! ! !
8263
GRANT
DR 52
1235 1435 2615 2614 2613 IPS 59
PHILL
!
! ! !! ! ! ! !
oad
10316
! 10815 3668 !
9342
10013
89
! !
3230
!
ST
02
Up Railr
9538
81
5016
1329 2602 61
8264
!
5773 10360 ! 64 93
8661
3712
5777 5776 5775 5774 10628

116TH WAY
5778 ! ! ! ! ! !
!
! ! !
91
!
10824
8743
7641
8714
! 76
PL
83
!
3231
DEAN DR 1151 5 N
25
H WY
!
10536
MA
82
10625
9799
2060
8265
1009
2062 2061
8688
1700 48 117T
5858
116TH DR 4643
11
! ! ! ! ! ! ! W 10952
BO
!
07
! ! !
8
10630
4883
8710
7642
! !
COMMUNITY CENTER DR
3713
8733
!
8807 8808 !
! ! ! ! 4884
6768
5432
5266
! 7956 116TH PL 9168
3232
116TH AVE 3642
10172
!
3643
8266
! ! !
!
1007 ! ! !
9937
5256
3625
! !
7643
DOWNING ST
9018
4464
9017
9756 !
8632 ! 116TH AVE 10679
! ! !
3714
3233
6606
10632
7644
OGDEN
115TH PL 10914
7201 ! 9590
3626
!
7202 !
1357 115TH AVE 2802 ! !
10470
! !
MA
! !
3234
1 !
9837
7645
1063
ST
RION
6607
9861
1497 !
8396 ! 115TH AVE 8953
EMERS
!
5249
9464
9309
CLARKSON ST
9 ! !
ST
1062
!
GILP
!
6724
9565
8671
5250
11285
8267
3235
!
ON ST
IN
114TH PL 1719 2014 ! ! 5257
5251 FISHER WY 10864
ST
9931
! !
!
9 ! ! !
1014 5252 5258
67
3627
3236
PEARL ST 8746
6608
3715
7467
3673
25
! !
! 6140 11516
!
5253
!
! 11498 ! 6139
! 82 114TH PL 8997
114TH PL
98
6614
! !
1204
!
5548
8268
! !
3237
9211
114TH AVE 1356 !
11
2804 2803
4T
! ! ! !
MALLEY DR 5547 1068
! !
10607
10497
H
5255 5254 !
10595
DR
8998
11471
! 3
AV
! ! ! !
1000
1150
6615
!
E
1730
LINCOLN
11286
6437 !
3238
1
!
9031
1971
! !
191
Graves Reservoir !
113TH PL 8999
LA
9450 1422 17
7487 7486 ! 87
8245
!
6616
RS
! ! ! ! !
! ! !
DO
900
4020
ON
3239
!
11
!
FOWLER
9
3T
CLARKSON ST
900
8269
NIN
LN
1692 CORONA DR 9001
H
!
11441
9000
6617
G
AV
!
FRANKLIN
LAFAYET
3716
DR
112T
E
1010
HUMBOLDT
4021
H DR
6
3240
MARION
50
DR
10
5248 1712 5546 GRAVES CT 10498
TE
!
GRANT DR
!
al
! !
ST
4022
an
1164
ST
ST
4900
8270
6311
C
10045
ST
line
!
9901
! 6309 112TH PL 6308 6307 6306 6305 6304 6302
17
! 6303 6301 6300 10059 11496 !
gh
! ! ! ! ! ! ! ! ! ! !
91
4903 4902 4901 10799 !
Hi
11458
! ! ! ! !
8271
9005
ers
112TH AVE 2030 112TH AVE

3774
3639 3638 3637 3636 3635 3634 3633 1714 3691 11481 8923
3640 ! 3670
Farm
! !
ELATI ST
3641 ! ! 3671 3669 11500

11469
! ! !
1008 ! ! ! ! ! ! ! ! ! ! ! ! ! !
10510
9676
11480
8991
3747
111TH PL 10127 CA
8884 9025 6178
12001
!
RL
CH
! !
ILE 111TH PL
9037
2585 111TH PL 2584 ! 10113 8989 6223 6221 10109 4786 4785 10893
1449
8282
!
ER
! ! ! !
ST !
2! ! ! ! ! ! ! !
11490
10945
11459
FILLMORE
! !
11495
!
88 8
10961
88
OK
! 89
5514
3748
12002 87 !
98
!
9059
10
EE
!
EMERY RD 47
YORK WAY
1729 7372 9514
94
10
75
!
10604
12004 12005 ! 88
3653
! !
3677 ELMER DR 11494
ST
12003
! 10708
18
AVE
5
47
8283
8254
9703
1980 111TH
! !
10049
83
PARK VISTAS
9350
! ! ! !
3681
8885
WAY
08
66
11513
3749
9015
!
3717
9337
Str e
62
!
1981
!
3676
3680 9860 am
s Highline Canal
10859
89
5353
8211
me r
!
7967 110TH !
5811 10339
3745
MU 7968
8988
5
Far RIEL PL
8284
10
!
3682
! 8744
CLAUDE CT
!
1982 9381 !
7966 ! ! ! 9032
DR ! ! !
GAYLORD ST
1747
!
0
23 69
DRIVE
N DR
10706
!
3750
5
!
7018 9160
11387
5247 11493 7019 2
53
7 11096 3678 1
R
!
5 ! 6 YO ! 11492 3679 ! ! ! ! 70 ! !
1108 0
D
5246 PIN ! ! 17 !
1063
! !
!
H
LIND
4653
10206
8255
10495
0T
9191
23
1069
9354
! 70 6663 9893
8285
! A SU 109TH AVE
11
WASHINGTON ST
16 7 ! ! 23
Charlese C Winburn Park Pond !
8
!
19
! ! !
10141
E LN
3751
5244
! 9
1063
9012
6
7
L CR
7
6969
1669
LN 4 LEONARD LN ! 70 !
1705
! ! !
RE 2795 15
COLUMBINE ST
! ! !
CLAI ! 9162
AR
5549
10476
4459
8475
! 7961
9238
!
83
70 !
8286
!
2796
PE
3746
! ! !
11437
14
4654
!
09
OG
80
LAMBERT LN
15
9427
11438
3752
1360 76
FO
10418
97
! 1229 ! 11
DE
1 15 ! 70
6044
8278 ! ! !
13 X
N
! 8520 !
10 6827 6826 9760 RU
9T
CR
10511
1829 !
80 PE !
! N
88
5550
IRMA DR
! ! !
! ! H PL 75 !
8287
!
AR 70 PK
4460
BANNOCK ST
!
86
!
LW 12
VERNA LN
7512
1 W
5245
10
PATTERSON CT
85 ! Y 1033 Y
1340
1576
Ha
7624
3778
6417 6416 4 ! 7011

01989 ALVIN DR
!
HERMOSA CT
il C
55
99 ! ! ! 10 80
9596
9010
! !
9T 74 7010 7009 9657 3675 3674 11497
6970
!
9011
re
61
H AV
3654
1
!! !
DR
5551
! ! ! ! !
MANET WY
ek
10465
E 64 2
8288
N
9845
hline Canal
F a r m e r s Hi g
11461
1151
!
ACOMA ST
10 !
15
!
! O
RS
7197
!
6045
19 34 16 9131 !
56
93
LA
8310
88 ! !
109TH PL
KE
25
3779
81
61
9169 PEARL CT
5552 PEARL ST
NN TE 5862
AL
99
!
37
BE ED
TH Y DR ST DR
DR
!
ED
LN 89 10 1 10481
5585
58 01 1149
Y
DR
57
! 19 8 !
14 ! 2317
RR
1632
05 87 58! PIKE ! !
MIL
61
! !
85
10480 108TH PL
LA
8
ST 75
3780
! !
1148
19 ! !
86 88! 55
11439
!
1683 19 77 ! !
6971
! 88 89
9701
! 77 14
9082
58
76 76 !
ST
! ! 1979 63 55 STE
61
1985 1984 WALLACE ST 58

7907
!
! ! !
8700 2 ELE
KALAMATH
11194 1039 !
7198
! !
8311
6911
! !
10124
! ! 0 ST
1682 83 6 19
76 92 !
A LN
1 0 43
55 10 54 64
GIN 5724
!
59
!
9943
3776
92
6972
86 1033 58
7326 7325 9532 RE
31
61
!
10690
! ! ! !
10890 108T 5725
ST !
! 8705
WELLINGTON ST 10 ! 5726
9405
!
!
1200 9 108TH AVE
!
20 ! H AV N
! !
CARROL LN
!
6160
53
DE
78
E 8129
11503
! 8128 8127 9105
12
25
1 0034 G ! ! !
56
!
8931
14 !
7908
83
6601
3777
!
3683
9534
6647
37
9568
!
8687
WANDA LN
7 10637
9535
!
4861
0
43
!
3655
6185
!
ST
! ROSEANNA DR !
8680
1002 7246 !
78
2
! ! 1236 9485
1245
!
NA
9
107TH PL
9872
7441
83
!
26
10218
3685
72
88
! !
6161
3665
13
RO
!
19
! !
60
10947
3667
!
ST
17 1055 !
CO
5938
1005
3664
46
! 5939
3
BL
88 75 5
CO
91
!
4862
! 5113 ! !
G
! !
3684 11486 5115 5114 40 ! ! ! 2
3865
3663 8598
UE
MUR
! 59
88
NIN
! ! ! LOREN LN !
RING
! ! ! ! !
79
5
UR 10350 8317 8990

LOGA
6035
3662 107TH AVE ! !
RO
JA
! !
7
!
A 196
6162
! !
RA
460
DO
LN 6
Y LN
41
!
63
SA
9353
PL
11
10033
Y DR
11
59
91
N CT
! 36
ST
LIE
1
8483
!
4863
36 !
22 9789
9
!
6356
6 S
HURON ST
! !
11 60
9788
1 ! !
1586
57
DR
O 106TH !
93
44
C 12
9060
10878
1027
! !
6163
10656
3742
5865
P!E PL
11302
36
6602
83
37
2798
!
7
!
9961
9576
11440
1974
48
14
90 ! !
11303
9 !
66
9910
1 57 !
10 60
11
4864
1037
13
!
92 6T 92
3
92
! ! 1021 9652
35
3619 !
36
83
! ! ! !
!
5791 AV
10
16 361
6164
10
15
! !
2799
3656
81 !
2 8 E !
61
18
10455
4 Croke Reservoir
6603
14
! 1146
78
! 93
LN 16 5792 3617 ! 3616 3615 LEROY DR 3614 ! 3
77
Sperry Park Pond

4865
2 !
98
84 20 ! ! 31 ! 1965
ILLO
!
20
2074 80 GARLAND DR ! 1359 !
106TH AVE 106TH AVE
! 11169
91
!
82
UTR
! !
6165
!
106T
57
!
0
2079 1695 !
9
! 2073 !
3042 69
67
!
N ST
POMPEY WY
!
H AV
DR
TA
65
9421
!
! E
NC
!
11464
! !
1237 9710
5607
80
! ! ! ! !
20
LIPA
STON
!
10326
79
UR
SP
9
7843
78 1 03 91 Stream 10
6166
!
63
1
ED
! 6898 !
96
6887
! 99
6897
A
ER
70 6899!
57
1776
! 2
LN
ST
65 !
ROMB
Far 6900 6888 !

MARION ST
6896
LIVING
DR
RY
! 20 7323 !
3866
105TH CT
ST
! 9533 !
mer 6901 6895 6894 6893 6892 6891 6890 6889
3775
77
W
!
82
!
LN
! ! ! ! ! ! ! ! ! ! ! ! !
83
ST
ST
sD
9
BREWER
A FE
71
26
! 16
TO
8092
23
14
65
RONALD
itc
LON
20 12
5608
6
NI
!
h 92
2
23
76 !
G
NT
9
ZU
2
9172
HIN
!
QU
11510
10657
! !
SA
CARMELA LN
99
!
WY
11506
AS
11505
IVA
GILPIN ST 1308
! 19
8
! !
18
10839
11508
10255
11507
5937 5936
11509
!
10
9481
9928
5935
10207
64
1059
1506
W
0
S
78
! ! ! !
PEARL WY
57
7
KALAMATH ST
7524
80
ST
! !
11
05 93
36
!
88
9646 INCA ST
VARESE LN
MELODY DR
!
10208
11504
1004
1005
!
10544
7949
9311
!
6167
8605
8534
8619
9804
6337
EM
8210
LA
7762
!
3738
9315
11466
FR
9352
ST CO FA ST
1975
ER
3867
AN
7324
9362
E RO YE S 10
7844
6358
SO KL
3741 IL NA TT IN AM 91
! 3740 3739 11463 6611 6610 6609 9936 ! RL N
ST S MARION WY E WY ILLI 3
5759
2020 2019 2018 ! ! ! !

CA ! ! T ST
2004 104TH PL 2003 1717 ! ! ! ! ! ! ! !
2002 !
W !
4
1728 2005 !
1757 1963 1962 ! ! !
9
! ! ! !
6168
!
88
! ! ! ! ! ! !
7525
7763
7845
1753
3037 3036 3666 1019 3623 3622 3621 !

3620
!
3672
!
11499
!
8355 8354
!
8353 104TH AVE 8350 8349 8347 8975
3038 ! 1001 ! ! ! ! ! ! ! ! ! 8348 ! ! !
! !
!
10620
11465
1854 8401 8949

10617
! ! ! !
9902
5273
3737
103RD PL 1894 FOX

11489
! ! ! CT
5280
CR!
2098 EY
ER
! NT
11472
103RD MO
AVE
5282
! 1018
102ND PL
52
9101
!
74
!
1721
5283
11468
!
1017
1462
8133
!
D it c h
102ND !
Grange
AVE
5284
3718
! 1016
1323
8134
!
!
101ST Grange Ditch
5285
PL
3719
101ST AVE Grange Ditch

8135
! !
1015 68 BRIGITTE DR
Nive
1014 ! 27
5286
52
1261
3720
r Ca
75
!
1601
!
1013
8136
10
nal
69
! !
100TH
30
77
PL
! 27 LN 1058
44
9
E !
5287
! 1000 UC
3721
!
BR!
49
7 37 6
!
8137
30
5
!
1373
3
43
!
!
! 3034 Sherwood Hills Park Pond
3722
31 !
15
9261
K DR
100TH
AVE
3730
!
! 3033 1012
4
CLAR
2
!
36
E LN
8887
! 1545
49
5276
!
3723
2385
UC
54
R
!
11
8736
BR
10
!
E
! 3114
DG
3731
!
1748 NIVER AVE
DO
! !
8 7
98
9300
!
3724
68
8
CROKE DR
30
77
!
11
! 1003
6
!
7
3660 BELL
0
16
! 3659 3658 1665

1
99TH LN
RAPP LN
40
! ! !
! AVE
2110
3725
!
3732
9 3
76
21
10818
09
PALMER LN 8693
8568
1051
8
! !
6
21
35
!
08
Legend
3570
1
191
3726
! !
1326 !
Nive
3733
! 9
rC 2853 2852 2851 ! 3 56
anal ! ! !
07
!
2483
3736
3727
COVEY
!
94
2484
! Niver Canal 1505 ! 24
97TH AVE 2807 ! 8 2 Crake Lake Condition Rating (Descriptive GFP)
Badding Lake
CT
!
1092
!
3728
24
9
81
22
10
9
10
! 8 21
!
24
! 80 30 - 40 Poor
!
19
FOX ST
15
41 - 50 Marginal
6007
!
!
51 - 60 Fair
6008
6
1060
4458
61 - 70 Good
DR
DR
LOU
N DR
N
PELO
! 2949
DAMO
! 2948 71 - 85 Very Good

!
86 - 100 Excellent
N City Limits
Str
ea
m
0 0.125 0.25 0.5 0.75 1

Miles an
al
C
ric
Ag
Strea
m ol o
C
CR-72 - Page 57 of 115

Signal Ditch
city of
C reek
Ea
y st
Dr
B ig
lak
eD
l D itch
itch
gna
Si
C O L O R A D O
Signal Ditch !
Pavement Analysis
ch
Dit
Assembled Projects
a ke
Eastl
East Lake Reservoir Number 2
1680
Label Legend
1234 GISID
1234 Project ID
RACE ST 1720
!
3400
! !
3380
! 3420 !
120TH AVE 3440
!
! ! ! ! !
! !
119TH PL 119TH PL
3920
SPRING DR
! ! ! ! ! ! ! ! ! ! ! ! !
KEOUGH DR
!
HUMBOLDT DR
1720
1880
CLAUDE
ST
GAYLORD
!
WILLIAMS
!
LAFAYETTE
6560
LAVINA
1740
DR
4580
CT
IA
WY
WY
WY
LV
DR
DR
! !
SY
!
T !
TS
! !
AM
3360
UM
AN
G!R
QU
ghline Can al IRM
CR
4200
!
rs Hi
!
5920 ! A WY G
! IL
80
me CLAUDE WY
MC
Far 118TH PL PIN
HIGH
al
!
3980
56
n ST 4580
! !
1600
! ! ! ! !
TR
80
GRANT ST
!
UD
Highlin e C
!
58
AD
ST
LINCOLN ST
MAIDEN WY
!
CT
118TH AVE ! R

CR 72

Uploaded by

Copyright:

Available Formats

CR 72

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CR 72

Uploaded by

Copyright:

Available Formats

PUBLIC WORKS DEPARTMENT MEMORANDUM

DATE: April 13, 2020

TO: Honorable Mayor Meredith Leighty and City Council Members

THROUGH: Heather Geyer, City Manager

FROM: Kent Kisselman, PE, Director of Public Works

SUBJECT: CR-72 – 2020 Residential Street Program

CR-72 - Page 1 of 115

Appropriation – Residential Streets $800,000.00

Contract Approval April 13, 2020

CR-72 – 2020 Residential Street Program

CR-72 - Page 2 of 115

CR-72 - Page 3 of 115

PUBLIC WORKS DEPARTMENT MEMORANDUM

DATE: January 13, 2020

TO: Honorable Mayor Meredith Leighty and City Council Members

THROUGH: Heather Geyer, City Manager

FROM: Kent Kisselman, PE – Director of Public Works

SUBJECT: 2019 Pavement Condition Assessment

CR-72 - Page 4 of 115

b. A backlog below 15% is recommended to be maintained as those streets that fall

Current Residential Street Program Budget

Proposed Residential Street Program Budget

CR-72 - Page 5 of 115

Proposed 5 Year Arterials Rehabilitation Plan Budget

2023 $1,700,000 104th Ave Huron St Washington St 44 FWM & Overlay

*Based on 2019 paving bids

CR-72 - Page 6 of 115

Principal Arterial Minor Arterial Sectional Arterial Collector Local

CR-72 - Page 7 of 115

IMS Infrastructure Management Services

CR-72 - Page 8 of 115

1.0 EXECUTIVE SUMMARY & RECOMMENDATIONS 1

2.0 PRINCIPLES OF PAVEMENT MANAGEMENT 4

2.2 Economic Impacts of Maintenance & Rehabilitation 6

3.0 THE PAVEMENT MANAGEMENT PROCESS 7

3.2 Assembly of Data into Projects 12

3.3 Field Survey Methodology 14

4.0 NORTHGLENN SURVEY PAVEMENT CONDITION 16

4.2 Evaluating the Pavement Quality and Backlog 24

4.3 Northglenn Network Condition Distribution 25

4.4 Structural and Load Associated Distress Analysis 29

5.0 REHABILITATION PLAN AND BUDGET DEVELOPMENT 31

5.2 Network Budget Analysis Models 34

5.3 Post Rehabilitation Condition 38

5.6 Network Recommendations and Comments 42

IMS Infrastructure Management Services Northglenn_Report_Draft Page i

CR-72 - Page 9 of 115

Appendix A (Arterial) Street Inventory and Condition Summary

APPENDED MAPS Located on Thumb Drive

Functional Classification by Segment

IMS Infrastructure Management Services Northglenn_Report_Draft Page ii

CR-72 - Page 10 of 115

$k Dollars in thousands ($,000)

IMS Infrastructure Management Services Northglenn_Report_Draft Page iii

CR-72 - Page 11 of 115

Sidewalks & Ramps, 29.4,

Signs & Striping, 1.0, 1%

Pavements, 24.2, 21%

Subgrade & Base, 37.8,