Engineering Resources
Introduction
The Shoreview Engineering Division is responsible for the planning, implementation, and supervision of City-owned and operated infrastructure additions or replacements. They provide technical support to all of the other divisions of the Public Works Department. In-house resources are allocated as necessary, and sometimes are augmented through the use of outside consultants. This division has the primary responsibility for the implementation of the City's street renewal program. In addition, the Engineering Division is conducting collection of infrastructure by the use of a GPS (Global Positioning System) for more accurate and digital mapping of the City's systems. This data will assist both our GIS and Maintenance personnel to actively manage Shoreview's infrastructure.
Major Projects
Before a sewer, water, or road improvement project begins, a series of steps from conception to completion of plans is followed by the Engineering Division. Critical steps in this process provide for citizen input and analysis of the project's impact on the physical environment in Shoreview. The division also provides financial management for these improvements. If any of these projects are to be implemented through assessments, the records for the various improvements by the City are maintained by this division.
The division is charged with the responsibility of representing Shoreview interests with other agencies such as Ramsey County and the Minnesota Department of Transportation when those agencies implement any similar improvements within the City limits.
Contact the Engineering Division with any questions, at (651) 490-4650, or email publicworks@shoreviewmn.gov.
Public Improvement Process
City staff has project inserted into Capital Improvement Program
Neighborhood meeting, notice sent to nearby property owners by City (1-2 meetings)
Public Improvement Hearing, City sends notice sent to all parties to be assessed and nearby property owners by City
City Council orders project
City Council awards construction contract
Construction begins
Construction completed
Project is accepted by the City
Assessment hearing
Municipal State Aid Street System
The Municipal State Aid Street System (MSAS) is intended to be a mechanism to identify and fund the collector and arterial streets located within Shoreview. Under the jurisdiction of Shoreview, our current MSA system is made up of collector streets. The collector system serves to distribute traffic from arterial to their destination, which may be on a local street or collector street. Conversely, the collector streets "collects" traffic from local streets and channels it into the arterial system. The collector system serves both land access and local traffic movement within the various neighborhoods and areas.
Designated arterial streets are under the jurisdiction of Ramsey County. The city is allowed to identify roads to be built or upgraded to certain MSAS standards as part of this system. The total mileage of these roads can be up to 20 percent of the city's total street miles. Shoreview receives Municipal State Aid Street funds based upon the cost to construct these streets to the MSAS standards. These funds can then be used to construct the streets designated on the MSAS System.
Streets must meet the following criteria to be selected for the Municipal State Aid System:
These streets generally act as collector or minor arterial streets carrying higher volumes of traffic
They connect the points of major traffic interest within an urbanized municipality
They provide integrated street system
They connect roadways which are MSAS streets, county roads, county state aid highways or trunk highways
They are projected to carry a relatively heavier traffic volume or are functionally classified as collector or arterial streets
The city receives state gasoline revenues to be used to upgrade and maintain these streets to Municipal State Aid standards
Pavement Management Program
Shoreview's Street Renewal Policy (and resulting Pavement Management Program) was created in 1985 and most recently amended in 1996. The intent of the program as stated in the policy is "to create a permanent program to manage, finance, and implement the reconstruction or rehabilitation of the streets within the City of Shoreview." The policy also directs that the City maintain a "detailed inventory of all City streets, which shall measure and document the condition of all streets and assist the evaluation by the City Engineer of anticipated street improvements." Further, the policy directs that the inventory be updated every three years, and that the revised information be used in the development of the Capital Improvement Program.
Conceptually, cost effective pavement management can be described as doing the right thing to the right street at the right time. Our pavement management program groups streets into three general classifications: 1) those which benefit from continued minor maintenance (i.e. seal coating, crack filling), 2) those which are appropriate to mill and overlay or reclaim, and 3) those which should be totally reconstructed prior to performing any minor maintenance. The classification of streets is based upon their Pavement Condition Index (PCI), which is a score on a scale of 1 to 100 with 100 representing a new pavement (1 to 3 years old) with no flaws. The average PCI of all of the streets in the City over time is a good indicator of how well we are keeping up with the natural deterioration of the pavements.
With our current pavement management program, we can predict how pavements deteriorate, and determine which rehabilitation strategy is appropriate. Severe pavement rehabilitation strategies such as total reconstruction are costlier per mile than seal coating, overlays, etc.; our approach to pavement management will reveal when it may be time to let a bad street go, and spend those same dollars on more appropriate strategies elsewhere on the street system. The software we are utilizing also helps ensure that maintenance strategies are utilized at times when they will actually extend the life of pavement and make the best use of your tax dollars.
Similar to any automated management system, our Pavement Management Program is intended to assist City staff in the decision making process. Many factors beyond pavement condition can influence the timing of street maintenance or rehabilitation, including drainage, sewer or water needs, existence of curb and gutter, available funding and location. Staff considers the information from the PMP when recommending modifications to the Capital Improvement Program and for setting current/future funding levels.
Speed Limits
A common belief is that posting a speed limit sign will influence drivers to drive at that speed. Facts indicate otherwise. Research has shown that drivers are influenced more by the appearance of the road itself and the prevailing traffic conditions than by the posted speed limit. Basic speed laws require that "no person shall drive a vehicle at a speed greater than reasonable in regard to weather, visibility, traffic and the surface and width of the roadway. Under no circumstances, at a speed that endangers the safety of persons or property."
The speed limits are not always posted, but all motorists are required to know the basic speed laws. The maximum speed limit for any passenger vehicle in Minnesota is as follows:
freeways outside urban districts - 65 or 70 miles per hour
urban freeway and highways - 55 or 60 miles per hour
residential streets - 30 miles per hour
Intermediate speed limits between 30 and 55 miles per hour may be established by the Minnesota Department of Transportation based on traffic engineering surveys. These surveys include an analysis of roadway conditions, accident records, and the prevailing speed of prudent drivers. If speed limit signs are posted for a lower limit than is needed to safely meet these conditions, many drivers will simply ignore the signs.
This generally increases the conflicts between faster and slower drivers by reducing the gaps in traffic through which crossings could be made safely and increases the difficulty for pedestrians to judge the speed of approaching vehicles. Studies have shown that when uniformity of speed is not maintained, accidents generally increase.
Stop Signs
A stop sign is one of our most valuable and effective control devices when used at the right places and under the right conditions. It is intended to help drivers and pedestrians determine who has the right of way at an intersection.
Stop signs are not used as a speed control device. When stop signs are installed as "nuisances" or "speed breakers" there is a high incidence of intentional violation. In those locations where vehicles do stop, the speed reduction is effective only in the immediate vicinity of the stop sign and frequently speeds are actually higher between intersections. When an unreasonable restriction is imposed, the stop sign can create a false sense of security in a pedestrian and an attitude of contempt in a motorist. These two attitudes can and often do conflict with tragic results.
Transportation
The transportation system encompasses several modes of transport, including automobile, bicycle, pedestrian, transit, goods movement by rail or truck and aviation. It both links and, in some cases, separates land uses within the community. Chapter 5 of the comprehensive plan explores the relationship between transportation and land use, and examines ways in which that relationship could be improved and enhanced. This chapter addresses roadways; transit; bicycle and pedestrian facilities; goods movement; travel demand management; and aviation.
It also summarizes regional trends and travel behavior, describes the existing transportation system, identifies existing and future transportation needs through the year 2020, establishes goals, policies and recommended actions to address those transportation needs.
Comprehensive Plan: Chapter 5, Transportation →
Contact
For more information or concerns, contact publicworks@shoreviewmn.gov or call 651.490.4650.