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From YouTube: Public Works, Finance & Safety Meeting 03-16-2020
Description
Public Works, Finance & Safety Meeting
A
Afternoon
like
to
call
to
order
the
public
works,
Finance
and
Safety
Committee
meeting
of
March
16
2020
first
item
on
the
agenda
is
approval
of
the
consent
agenda
and
we
have
no
items
so
it's
not
necessary
and
we
have
public
input.
This
is
the
time
set
aside
for
anyone
to
speak
if
they
wish
see.
No
one
here
we'll
move
to
item
4
approval
of
the
agenda.
We'll
have
a
motion
by
Y
and
a
second
by
read,
em
Ski
I
think
any
discussion,
all
those
in
favor
signify
by
saying
aye.
B
A
Opposed
signify
by
saying,
nay
motion
carries
item.
5
is
the
regular
agenda
item.
A
is
council
consideration
of
a
bid
award
for
the
2020
pavement
management
system
schedule
a
milling
and
AC
mat
construction
project,
2002
Donna
kink
in
the
amount
of
nine
hundred
forty-three
thousand
nine
hundred
thirty
five
dollars
motion
my
long
one
and
a
second
by
Bueller
and
I'll,
ask
public
works
director
city
engineer.
He
thought
I
to
tell
us
about
this.
Please
absolutely.
C
Thank
you
mayor.
The
bit
of
war
before
the
council
this
evening
is
related
to
the
2020
pavement
management
system
schedule
a
this
is
our
annual
milling
and
asphalt
overlay
construction
project.
We
have
a
pretty
good
map
of
locations
throughout
town
of
streets
that
need
to
have
this
kind
of
surface
treatment
performed
on
them
and
a
couple
things
to
note
with
this
bid.
The
budget
for
this
was
in
the
amount
of
$900,000.
This
bid
did
come
in
over
budget
at
nine
hundred.
C
The
2019
project
cost
for
asphalt
on
the
millet
overlay
project
was
$79
a
ton
this
year,
they've
done
ik
has
bit
us
a
price
of
eighty
two
dollars
and
seventy
five
cents
per
ton.
Since
there's
a
little
bit
of
a
inflation
in
in
this
year's
price,
which
is
expected
from
here
a
year,
we
looked
at
also
pricing
within
the
region.
C
We
found
that
you
know
the
regional
pricing
can
vary
anywhere
from
seventy
dollars,
a
tonne
all
the
way
up
to
ninety
dollars,
a
tonne,
sometimes
a
little
more,
depending
on
the
type
of
work
that
you're
doing
and
the
scope
of
work.
That
goes
along
with
it.
So,
after
reviewing
all
that,
staff
was
comfortable
and
continuing
forward
with
this,
with
this
bid
award
and
recommending
so
to
the
council,
all.
B
D
C
C
11Th
Street
East
there's
work
to
be
done
there
as
well.
You
can
see
all
the
blue
highlighted
areas
on
the
map
here
then
there's
several
smaller
segments
out
on
the
westerly
in
a
town
south
of
third
Avenue
east
of
21st
Street
West
several
blocks
in
that
neighborhood
in
that
area
of
town
that
need
to
be
milling,
overlaid
and
then
there's
a
three
block
stretch
of
Broadway
as
well
from
2nd
Avenue
South
to
1st
Avenue
North.
C
The
way
these
streets
are
selected
are
in
part
based
on
our
pavement
management
system
software
that
we've
obtained
back
in
2017.
In
that
software,
it
provides
recommendations
for
surface
improvements
to
certain
roads,
based
on
their
pavement
condition
index
that
software
is
used
by
the
assistant
city
engineer,
in
combination
with
engineering
staff
in
the
streets
superintendent,
along
with
real
field
knowledge.
You
know
what
are
the
boots
on
the
ground
show
as
far
as
these
street
conditions
are
concerned,
and
then
that's
how
we
prioritize
and
incorporate
these
into
these
different
types
of
projects
that
we
run.
D
C
D
What
what
risk
do
we
have
either
from
our
timing
or
from
Dunning's
cooperation
or
so
resubmitting?
If
we
were
to
rebid
this,
where
I'm
coming
from
is
I,
don't
feel
that
price
increase
is
justified
from
$79
last
year
to
eighty
two
and
three-quarters
this
year,
I
mean
look,
what
all
prices
have
done
it
and
that's
a
big
driver
for
asphalt
prices
that
what's
the
risk.
If
we
were
to
rebid
this
well.
C
You
know
there
was
those
questions
come
up
when
you
see
activities
like
this
across
the
nation
you'll
see
in
my
RCA
I
noted,
the
the
oil
pricing
last
year
started
out
low
at
46
dollars
a
barrel
and
then
increased
throughout
the
year
through
the
end
of
2019
up
to
61
dollars
a
barrel.
Well
now
in
2020
it's
exact
inverse
of
that.
We
started
out
at
61
and
now
we're
down
to
about
$30,
if
not
even
less.
C
At
this
point
now,
I
can't
tell
you
that
the
contractors
bids
they're
not
necessarily
focusing
on
real
time
oil
prices
there.
There
are
a
lot
of
times
paying
for
material.
That's
already
on
hand
are
already
bought
on
separate
contracts
under
other
pricing.
So
if
we
were
to
push
this
off,
that
may
not
benefit
us.
If
that
is
the
case,
and
these
guys
is
circumstance
which
I
assume
it
might
be,
that
they're
basing
their
bid
off
of
material
that's
been
purchased
by
contract
under
a
price.
That's
may
or
may
not
be
within
the
market
today.
E
E
D
D
C
You
mayor
this,
this
particular
bid
is
for
the
new
structure
out
of
the
wastewater
treatment
facility.
On
that
complex.
As
councils
aware,
we
are
building
a
new
administrative
building
out
there
I've
gone
through
a
lengthy
design
process
and
a
process
to
obtain
and
srf
funding
through
the
state
for
this
project
and
all
the
appropriate
check
offs
for
that
funding
have
been
gone
through.
As
far
as
this
bid
is
concerned,
we
are
required
to
submit
the
bids
to
the
state
for
their
review
and
approval
before
we
award
the
bid.
C
That
process
has
all
been
taken
care
of
and
with
help
from
our
consultant
HDR
and
we're
at
a
point
now,
where
we're
glad
to
report,
the
bid
in
this
case
came
in
at
just
over
three
and
a
half
million,
and
the
engineer's
estimate
of
probable
cost
for
engineering
and
construction
was
a
little
over
five
million.
Now
you'll
see
a
subsequent
action
to
this
one.
C
We
do
have
an
engineering
services
contract
on
for
tonight,
but
the
two
of
them
combined
is
still
well
under
that
five
million
dollar
budget
that
we
had
targeted
and
engineering
and
our
consultant
HDR
and
the
wastewater
staff
Mike
Berger
wastewater
superintendents
here
this
evening,
are
all
more
than
comfortable
in
recommending
this
bid
award
to
gray
construction
for
the
building
of
the
admin
building
out
the
wastewater
treatment
facility.
All.
D
Mike
was
was
the,
and
this
is
a
pleasant
surprise.
I
mean
compared
to
what
the
estimate
was
I
mean
it
was
the
estimate
just
that
much
on
the
high
side
or
were
there
things
cut
out
that
were
in
the
original
estimate
that
weren't
bid
at
ultimately
or
just
surprised,
at
the
big
difference
in
numbers.
Yeah.
C
I
think
that
this,
my
understanding
from
the
consultant
is
this
was
just
a
reflection
on
the
market.
At
the
time
we've
got,
our
bid
out
was
strong
in
our
favor
that
these
building
contractors
or
we're
looking
for
work
at
that
time.
I
would
note
that
this
bid
was
pretty
comparable
to
the
other
couple,
two
or
three
more
that
were
received.
So
it's
not
like
this
was
an
underlayer.
By
any
means
it
was
a
million
or
two
off.
It
was
a
fairly
close
bid
between
the
next
low
bidders
between
the
three
that
we
received.
Okay,.
D
C
We
will
continue
to
wade
through
that
with,
of
course,
one
final
project
costs
once
everything's
built
and
and
put
into
consideration,
along
with
the
engineering
costs
and
work
with
christened
closely
on
that,
we
do
also
have
a
clarifier
needs
out
there
at
the
plant,
two
that
have
to
come
from
wastewater
cash
reserves
as
well,
so
we're
trying
to
keep
all
that
in
check
as
we
wade
through
the
loan
amount.
Okay,
thank
you.
A
A
post
signify
by
saying,
nay
motion,
carries
item.
C
is
council
consideration
of
a
professional
services
agreement
for
construction
administration
associated
with
the
waste
water
treatment
facility
administration,
building
with
HDR
Inc
in
the
not
to
exceed
amount
of
three
hundred.
Sixty
nine
thousand
nine
hundred
sixty
five
dollars
motion
and
a
second
by
Bueller
Heath,
tell
us
about
this.
Please,
yes,.
C
Thank
you
mayor.
As
I
mentioned,
this
is
related
to
the
affirmation
to
action
item
that
was
discussed,
and
this
is
for
the
construction
and
inspection
services.
The
construction
engineering,
that's
involved
in
a
in
a
project
like
this,
as
you
can
imagine,
it's
pretty
extensive
to
have
full-time
engineering
inspection
services
when
required
on
a
structure
of
this
magnitude,
and
so
that
is
a
function
that
we
can't
perform
in-house
and
have
to
consult
out
HDR.
C
Being
the
design
engineer
on
this
project
makes
sense
to
plug
them
in
as
the
construction
engineer
for
inspection
services
and
they've
provided
a
contract
here
with
us
just
under
three
hundred
and
seventy
thousand
dollars
and
again,
and
that
amount
in
combination
to
the
recently
discussed
bid
of
a
little
over
three
and
a
half
million.
That
total
brings
us
to
three
million
eight
hundred
and
seventy
nine
thousand
nine
hundred
and
sixty
five
dollars
for
those
two
construction
and
engineering
services
again
well,
underneath
our
tart
five
million
dollars
that
we
had
on
budget.
D
A
Opposed
signify
by
saying,
nay
motion
carries
right
item.
D
can
I
see
the
agenda
here.
Okay,
it's
still
on
there,
I
thought
that
have
been
removed
so
item
D
is
council
approval
of
resolution
number
20-11
requesting
the
d-o-t
higher
infrastructure
design
group
to
perform
the
2020
bridge
inspection
services
and
we're
not
ready
for
that.
Is
that
true,
no.
C
A
C
So
this
item
relates
to
every
year
we
have
to
pass
a
resolution
and
related
to
our
relation
to
our
bridge
inspections
that
are
performed
annually.
Those
annual
bridge
inspections
come
from
funding
from
the
Federal
Highway
Administration.
That's
a
minister
down
through
the
state's
do
t
South
Dakota.
Do
T
recently
sent
us
a
reminder
that
they
need
our
annual
consultant
selection
made.
C
They
need
that
made
by
function
of
a
resolution
through
the
City
Council,
and
what
we're
proposing
with
staffs
proposing
to
the
council
tonight
is
that
we
recommend
idg
infrastructure
design
group
as
our
consultant
to
performer
bridge
inspections
for
2020.
If
you
recall,
we
have
10
structures
that
are
on
the
inspection
lists
and
those
are
alternated
every
other
year
we
have
a
group
of
five
each
year
that
we
perform
the
inspections
on
and
I.
C
A
D
C
That's
a
good
question.
This
the
d-o-t
sends
us
a
letter
and
on
with
that
letters
and
attachment
of
approved
consultants,
they
simply
ask
the
community
to
select
one
of
those
consultants
off
that
list.
Idg
is
one
of
over
a
dozen
probably
that
are
on
that
list.
There's
state
qualified
consultants
to
perform
bridge
inspections
under
this
funding
program
and,
of
course,
within
being
a
local.
It's
been
convenient
to
have
Vanessa
perform
that
work
for
us
right
here
in
Watertown.
The
last
couple
I
believe
the
last
two
inspections
idg
is
performed.
A
D
C
A
Other
questions
all
right,
all
those
in
favor
signify
by
saying
aye
aye,
as
opposed
signify
by
saying
nay
motion,
carries
item.
E
is
council
approval
of
resolution
number
20-12,
adopting
the
2020
engineering
design
standards
for
the
city
of
Watertown,
providing
the
technical
design
criteria
to
be
required
for
certain
infrastructure
improvements
being
proposed
for
construction
within
the
city.
A.
D
C
C
The
the
work
that's
gone
out
of
this
initiated
long
before
me,
coming
to
Watertown,
there's
been
I
think
at
least
two
prior
city
engineers.
That's
put
work
into
these
these
design
standards,
along
with
assistant
city
engineering
staff,
the
mayor
self
is
a
former
assistant
city
engineer,
my
former
colleague
Kellen
Paulson,
and
his
work
that
he's
put
into
him
and
then,
as
of
recently,
a
lot
of
the
brunt
of
the
work
to
wrap
this
up.
C
I'd
have
to
give
the
gentleman
sitting
asked
me
here
a
lot
of
credit
for
that
former
city
engineer
himself:
Dave
Peterson
who's
been
helping
fill
in
part
time
due
to
some
vacancies
and
positions
in
the
engineering
office
right
now.
So
with
all
that
effort
and
all
that
work,
I
also
want
to
express
the
interest
that
the
development
community
has
and
seeing
he's
adopted.
C
The
development
community
has
spoken
recently
through
a
committee
that
they've
established
on
how
to
help
foster
some
proficient
productive
development
review
processes.
This
I
think
was
apparent
to
them
was
one
of
the
missing
links.
It
was
needed
for
the
city
water
tone,
which
I
agree
with
to
implement
some
standards
that
give
their
consultant
their
design
engineers
a
standard
to
go
by
when
they're
compiling
their
plans
and
specifications
for
their
for
their
developments.
C
So
with
all
that
being
said,
I
think
there's
a
long
waited
document
here
that
we've
got
before
the
council
tonight
and
I've
got
a
good
handful
of
slides
here.
Some
of
these
sections
and
the
design
standards
I'll
kind
of
breeze
through
and
a
couple
of
them
of
focus
on
a
little
more
heavily
because
of
the
the
stature
of
them
as
far
as
how
they
stand
out
and
all
the
effect
and
some
of
the
basic
construction
components
for
some
of
the
developments
that
we
see.
C
So
when
we
talk
about
engineering
design
standards,
the
first
thing
we
look
at-
and
references
are
ordinances
and
I-
just
wanted
to
point
this
out
that
our
city
ordinances
do
currently
reference
our
engineering
design
standards
in
a
couple
of
places.
The
two
places
I
want
to
site
specifically
rate,
relate
to
the
use
of
design
standards
and
then
also
the
reference
to
a
professional
licensed
engineer
to
perform
the
design
work.
C
Chapter
24
in
the
city
code
is
probably
the
most
related
section
of
city
code
in
relation
to
how
it
ties
into
the
use
of
these
engineering
design
standards.
Chapter
24
are
the
subdivision
regulations
for
the
city
and
it
gets
into
detail
about
how
land
is
subdivided,
how
it
becomes
plaited
how
it
what
it
takes
to
get
a
building
rights
on
that
land
and
all
the
sequencing
and
processes
that
have
to
go
through
one
of
the
components
in
that
development
process
is
to
submit
and
have
approval
of
construction
plans.
C
That's
really
the
heart
of
what
these
engineering
design
standards
do.
They
help
steer
the
design
that
goes
into
those
construction
plans
for
public
infrastructure.
That's
going
to
be
built
on
any
subdivision
or
development
for
the
city,
water
talent.
So
you
see
a
couple
sections
there
in
chapter
24
that
reference
the
engineering
design
standards
already
now
what
we've
been
doing
since
these
aren't
formally
adopted
yet
I've
just
been
using
commonplace
engineering
standards
which,
as
you
can
imagine,
helps
it
doesn't
help
the
review
process.
C
It
kind
of
enters
it,
because
one
common
engineering
practice
that
I'm
a
reference
might
not
be
the
same
on
the
last
City
Engineer
referenced,
which
might
not
be
the
same
one.
The
design
engineer
is
referencing,
so
you
can
see
there
became
some
disconnect
along
the
way,
which
causes
confusion
and
frustration
through
the
design,
review
and
permitting
process.
C
These
are
the
15
sections
that
they're
that
make
up
the
engineering
design
standards
they.
Some
of
these
are
very
short
only
a
couple
pages
long.
Some
get
to
be
a
little
bit
more
lengthy
up
to
I
think
maybe
20
pages
or
more
in
some
of
these
sections,
and
some
of
them
refer
to
existing
design
standards
that
we
already
have
adopted
like
the
stormwater
best
management
practices
and
some
refer
to
our
sister
agency
over
at
the
Watertown
municipal
utilities,
who
regulates
the
design
of
our
water
systems,
for
example.
C
So
I'll
breeze
through
these
sections,
just
by
title
and
I'll,
pull
out
some
highlights
as
we
go
here,
but
chapter
1
is
generally
just
kind
of
your
typical
kickoff
information
as
far
as
what
these
standards
are
doing.
What
they're
trying
to
accomplish,
who
they're
applicable
to
who
has
the
enforcement
responsibilities?
I
will
note
that
the
City
Engineer
is
designated
as
the
enforcement
responsibility
of
these
design
standards
for
the
cities
of
Watertown,
as
it
is
currently
drafted.
It
touches
on
the
necessity
for
review
process.
C
Variances,
that's
important
to
note
as
well
to
have
a
variance
from
any
of
these
design
standards
and
I
keep
pointing
over
here,
but
I'm
referencing
a
printout
version
of
them
of
a
rough
draft,
but
any
variances
to
this
document
have
to
be
submitted
in
writing
and
justified
in
writing
to
the
city
engineer
for
their
review
and
determination
of
whether
it's
something
that
can
be
approved
or
not
and
you'll
see
that
fairly
common.
You
know
when
it
comes
to
variances
on
other
documents.
C
C
Some
it'll
review
and
approval
procedures
in
chapter
2.
This
talks
about
the
reports
and
plans
that
are
required
for
review
and
how
those
get
approved
and
then
the
revision
process.
So
if
the
plans
and
reports
come
in
and
we
make
red
line
comments
on
them
red
lines,
a
common
nomenclature
that
we
use
in
our
review
process,
they
get
red
line
that
gets
turned
back
to
the
consultant
or
their
agent,
and
then
a
final
plan
is
eventually
turned
in
reviewed
and
a
okay
good
to
go
and
gets
noted
as
such.
C
C
These
upfront
sections
I
want
to
again
remind
you
that
these
these
fall
in
line
with
one
of
the
things
Dave
did
a
great
job
with,
along
with
other
staff,
Marcion
and
brandy,
and
planning
and
engineering
wanted
to
make
sure
that
whatever
we're
stating
in
here
is
either
referencing
chapter
24,
the
city,
ordinances,
the
subdivision
regulations
or
stating
the
exact
same
things.
We
were
consistent,
and
so
some
of
these
upfront
sections
like
this
on
the
permit
procedures
and
requirements.
C
This
outlines
some
of
the
different
permits
that
we
require
to
construct
certain
things
throughout
the
community
and
then
talks
about
the
bonding,
that's
required
for
the
contractors
to
perform
that
work
and
the
different
construction
specifications
and
traffic
control
that
they
need
to
be
mindful
of
and
other
responsibilities
when
constructing
things
within
the
city
chapter
4
talks
about
utility,
easements
and
utility
locations,
it
requires
that
all
public
utilities
be
in
an
easement
if
they're
not
already
located
within
the
right-of-way.
It
identifies
a
minimum
width
of
those
easements
depending
on
the
type
of
utility.
C
It
is,
you
know
our
common
utilities
that
we
see
are
drainage
easements.
We
have
sometimes
we'll
have
water
line,
easements
that
run
outside
the
right
away.
Sanitary
sewer
easements
that
again
run
outside
the
right
away,
but
this
section
really
covers
a
lot
of
those
those
components:
chapter:
five
we
get
into
Street
access
and
parking
lot
criteria.
This
is
one
will
focus
a
little
bit
on
it.
I've
got
a
couple.
Take
out
graphs
from
the
chapter
that
we'll
talk
about
the
first
item
in
chapter
5
talks
about
traffic
studies.
C
We
do
not
require
a
blanket
traffic
study
for
all
development
in
in
Watertown
I.
Don't
think,
we've
required
one
for
any
developments
since
I've
been
here.
What
this
the
adoption
of
these
standards
will
do
is
it
gives
a
threshold
on
when
a
traffic
study
will
be
required
and
if
you
recall,
I,
think
there
was
right
before
I
started
here
in
Watertown,
there
was
approvals
for
apartment,
complex
over
on
19th,
19th
Street,
and
a
lot
of
discussion
about
the
traffic
impact
from
that
apartment
complex.
C
These
standards
will
now
give
us
reference
to
some
criteria,
to
use
when
to
trigger
the
developer,
to
submit
a
traffic
impact
analysis
to
us
to
make
sure
that
the
traffic
is
handled
appropriately
according
to
the
findings
in
that
traffic
impact
study.
So
that's
one
of
the
components
I
wanted
to
point
out
of
this
section.
I
would.
A
C
C
Now
it's
important
to
note
when
you
set
that
maximum
allowed.
It's
not
always
the
default
that
a
home
builder
will
go
to,
for
instance,
if
they're
building
a
two
stall
garage,
it's
likely
they're,
not
gonna,
want
to
put
in
a
36
foot
wide
driveway,
but
they
could
and
it
is
the
maximum
allowed.
So
it
does
open
the
door
for
those
things
to
happen
where
they
may
put
in
a
little
wider
driveway
than
was
necessary
for
the
garage
that
is
trying
to
accommodate.
C
C
And
I
just
want
to
touch
on
that
one,
because
what
a
36
foot
wide
driveway
does
do
is
it
helps
accommodate
three-stall
garage,
and
so,
if
you
have
residential,
single-family
subdivision
being
built
out
and
a
lot
of
three
stall
garage
configurations,
this
helps
to
accommodate
that
in
the
in
the
contractors
the
home
builders
perspective.
It
makes
for
an
easy
straight-line
drive
way
up
to
that
garage.
C
Now
in
my
previous
community,
I've
talked
about
this
36
feet,
because
that's
what
we
had
adopted
there
and
how,
if
you
were
to
lessen
it
to
say,
32
or
34,
you
can
still
accommodate
for
a
wider
three-stall
garage.
You
just
have
to
taper
out
that
driveway
on
the
property
once
you
get
through
the
right
away,
you
widen
that
driveway
out
and
then
you
have
your
36
feet
to
approach
into
that
third
stall.
So
that's
another
thing.
You
know
that
the
council
could
contemplate
here
in
this
scenario,
if
we
didn't
feel
that
36
feet
was
appropriate.
C
A
I'm
wondering
if
this
conflicts
with
our
r1c
section
of
ordinance
that
we
recently
passed,
which
has
50-foot
Lots
and
you
if
you
allow
a
36
foot
wide
driveway
on
a
50
foot,
lot,
there's
not
enough
room
for
an
on
street
parking
slot
and
I.
Believe
we
addressed
that
and
limited
that
we
might
want
to
put
a
note
that
it
isn't
automatic
that
you
would
get
36
feet,
that
that
would
be
the
maximum,
but
it
might
be
the
city
engineer
would
say
less
than
that.
C
Yeah,
no,
that's
a
good
question.
Mayor
I,
don't
know
if
I've
come
across
that
language
in
any
of
our
other
regulations.
As
far
as
I
know
that
that's
been
discussion
since
I've,
been
here,
we've
been
astute
to
you
know,
making
sure
that
those
residential
accesses
are
limited
or
prohibited
on
collector
routes.
I
do
know
at
times,
particularly
in
existing
circumstances.
A
Well,
I
I
want
to
just
put
out
a
think.
We
want
to
make
sure
that
we're
consistent.
We
don't
want
to
mislead
people
into
believing
that,
because
there's
a
driveway
dimension
given
on
collectors
in
this
table
that
that
implies
that
they
get
to
have
access
on
to
collectors.
I
think
this
somewhere
in
this
section
should
say
that
we
don't
want
driveways
we'd
prefer
not
to
have
driveways
directly
going
on
to
collect
routes.
A
It's
like
19th
Street,
north,
the
north
part
of
19th
Street,
which
was
plaited
after
the
1980s,
doesn't
have
direct
access
from
driveways
and
the
southern
part
of
it,
which
is
older,
does
have
some,
and
that
has
been
a
bone
of
contention
for
people
wanting
to
develop
in
there.
That's
something
we
can
handle
with
new
subdivisions
within
our
development
agreements
and
that
sort
of
thing,
but
be
nice
to
be
consistent.
So
we're
I
just
want.
E
To
echo
what
Sara
said
and
I
was
gonna
use,
19th
Street
as
an
example
exactly
for
that
reason,
the
southern
portion
of
that
there's
a
lot
of
approaches
and
cutouts
in
there
and
there's
not
that
many
on
the
north
part
I,
don't
think
anybody,
maybe
at
the
time
understood
19
could
be
such
a
busy
street,
but
as
we
plan
future
collectors,
let's
not
make
that
mistake
again.
Let's
make
sure
that
that
collector
is
serves
that
purpose
to
drive
traffic
and
we
keep
those
driveway
cutouts
to
a
minimum.
I
agree
with
that
yeah.
Thank
you.
Mary!
E
A
A
So
if
you
have
a
big
r1c
lot
that
gives
you
enough
space
to
have
an
on
street
parking
spot,
then
you
can
have
a
wider
driveway
as
long
as
you're
leaving
enough
space
so
that
we
still
have
on
street
parking.
So
I
think
we
went
through
that
pretty
carefully
when
we
proposed
the
r1c
zone,
because
a
50-foot
lot
is
a
very
small
narrow
lot
and
we
didn't
want
to
have
subdivisions
without
on
street
parking
in
residential
areas.
So
that
would
be
a
good
place
to
reference.
How
to
word
this,
for
the
future,
I
mean
I.
A
C
C
You
know
those
are
to
be
determined
at
the
discretion
of
the
city
engineer
and
that
future
development.
Of
course
our
goal
would
be-
and
we
could
put
a
note
here
to
that
extent,
that
our
goal
would
be
that
future
development
would
prohibit
or
drastically
minimize,
unless
there's
an
extreme
case
prohibit
any
residential
access
onto
collect,
or
else
we.
A
I
mean
we
have
lots
of
collector
routes
in
our
city,
where
the
lots
of
jacent
have
no
other
choice,
but
together
driveway
it
right
onto
that
collector
out.
So
we
need
to
have
a
standard,
but
we
just
don't
want
people
to
take
away
from
the
standard
that
that's
permission.
If
there's
an
alternative,
sorry,
it
didn't
mean
a
railroad
as.
A
E
B
E
A
Say
that,
instead
of
saying
a
width
that
there
has
to
be
at
least
20
feet
or
whatever
we
said
in
the
Arwen
see
I
could
probably
pull
it
up.
Can
you
pull
it
up
to
allow
for
at
least
one
on
street
parking
slot
per
lot
and
20
feet
is
I
mean
that's
a
pretty
skinny
lot
of
vehicles
can't
fit
in
a
20-foot
slot.
That's
a
bare
minimum.
If.
C
C
C
If
there's
a
traffic
signal
here
and
you
have
stop
cars
backed
up
and
this
traffic
cannot
turn
into
that
driveway.
That
becomes
an
issue.
There's
all
kinds
of
issues
like
that.
So
we
want
to
make
sure
that
that
design
is
done
appropriately
to
help
minimize
those
conflicts
in
the
future,
and
you
can
all
probably
think
of
a
location
in
town
where
there's
a
access
very
close
to
the
intersection
and
you've
driven
through
there
and
felt
a
little
awkward.
C
What
are
you
gonna
get
hit
or
not
that's
what
we're
trying
to
prevent
by
having
these
kind
of
regulations
in
place
and
on
new
development.
It
usually
is
pretty
easy
to
accommodate
these
kind
of
numbers
so
that
because
they're
starting
with
a
clean
slate-
and
they
can
really
help
do
that
through
these
commonly
applied
standards.
C
Moving
on
chapter
six
talks
about
geotechnical
reports
when
they're
required
when
we
do
soil
exploration
again,
this
isn't
a
report
that
we
see
a
lot
of,
but
there
are
times
when
it
when
it
is
necessary
and
should
be
done
and
that's
what
this
section
outlines.
Chapter
7
talks
about
grading
and
the
grading
requirements
for
subdivisions
you'll
see
both
of
these
sections
are
fairly
short
in
content.
Only
a
couple
pages,
each
chapter
8
another
big
one
that
I
wanted
to
point
out.
C
This
is
a
longer
section,
almost
30
pages
long,
but
it
talks
about
Street
design
and
pavement
thicknesses,
and
the
couple
of
components
that
I'll
skip
right
to
here
are
right
away,
widths
and
roadway
widths.
Now
these
are
two
components
that
are
typically
one
of
the
the
most
that
are
upfront
and
present
in
the
public.
You
know
once
something
gets
built
and
everybody's
driving
to
and
from
it
whether
it
be
a
residence
or
a
new
commercial
development.
C
This
is
usually
one
of
the
first
impactful
things
that
the
community
observes
feels
and
can
relate
with,
because
it's
it
it's
tucked
that
way
for
quite
a
while,
however,
wide
those
roads
are
when
that
developed
development
got
built
is
how
why
they're
gonna
be
for
quite
some
time.
So
we
want
to
make
sure
we
get
this
part
right
to
in
reference
to
roadway
widths,
right
away
widths,
our
comp
plan.
We
did
reference
that
to
see
and
make
sure
we
were
consistent
with
it
and
it
does
say,
for
local
streets.
C
We
have
at
least
sixty
six
foot
of
right
away.
That
number
grows
as
you
get
up
into
a
collector
in
arterial,
functional
classification
of
a
roadway,
of
course
larger.
The
roadway,
the
larger
the
right
away
needs
are.
So
that's
how
we
have
drafted
that
with
the
right
away
with
roadway
widths.
What
we're
proposing
is
just
over
a
thirty
nine
foot,
back
of
curb
roadway
with
as
a
minimum
this.
C
This
would
allow
for
two
eight
foot
wide
parking
lanes
and
two
eleven
foot
wide
driving
lanes,
and
that
number,
of
course
also
grows
as
you
get
into
industrial
zoned
areas
and
on
collector
and
arterial
streets.
Those
minimum
roadway
widths
wide
now
I
wanted
to
show
you
a
handful
of
slides
here,
and
then
we
can
talk
through
the
appropriateness
of
these
numbers
and
whether
we
should
be
a
little
an
error
on
these
minimum
widths
or
not.
C
C
This
is
face,
the
curb
to
face
a
curb,
so
the
effective
use
of
the
road,
because,
obviously,
once
you
get
back
to
the
the
curb
you're,
not
having
any
use
of
that
area,
so,
but
a
28
foot
face
to
face
leaves
to
eight
foot
parking
lanes
and
112
foot
drive
lane
in
the
middle
I
would
note
that
the
fire
regulations
in
the
AFC
would
require
us
to
mark.
One
of
these
sides
of
streets
is
not
as
no
parking
because
of
the
fire
apparatus.
C
Minimum
width
drive
aisle
requirement
for
emergency
response,
and
so
this
is
a
narrower
example
that
we
wanted
to
include
in
here.
This
is
a
34-foot
face,
a
curb
so
face
a
curb.
What
you
pretty
much
do
is
you
add
another
foot,
because
you
have
approximately
six
inches
of
curb
width
and
that's
your
back
up
curve
width.
So
this
is
approximately
a
35
foot
back
occur
with
street
that
allows
four
to
eight
foot
parking
lanes
and
to
nine
foot
driving
lanes.
This
is
another
same
situation.
C
A
little
bit
different
area
of
town,
you
can
see
where
it
gets
congested
in
a
hurry
when
there's
a
lot
of
traffic
there
to
nine
foot
driving
lanes
and
to
eight
foot
parking
lanes,
there's
where
we
get
a
little
bit
wider.
Now
this
is
a
38-foot
that
provides
four
to
eleven
foot
driving
lanes
and
to
eight
foot
parking
lanes.
This
is
effectively
what
our
regulations
would
require
our
residential
streets
to
be
built
to
at
a
minimum.
This
is
another
example
of
the
stream
street.
So
again
here's
the
the
Barron
this.
This
looks
a
lot
wider.
C
C
C
The
one
thing
we
don't
have
pictures
of
I
thought
we
did,
but
we
don't
and
I
apologize,
but
in
snow
fighting
season
when
the
plows
go
by.
As
we
all
know,
the
gutter
pan
can
often
accumulate
with
snow,
and
that's
no
accumulation
of
the
gutter
pan
is
sometimes
dependent
on
the
type
of
snow
removal.
That's
occurring
in
that
neighborhood,
it's
dependent
upon
whether
there's
snow
gates
being
used
or
not
the
presence
of
snow
gates
allows
for
all
the
more
snow
accumulation
in
that
gutter
pan.
So
what
I'm
getting
at
is
in
our
winter
seasons.
C
Here
we
do
have
an
effect
of
narrowing
of
our
street
with
or
usable
street
with
for
both
parking
and
the
travel
lanes,
and
something
I
just
want
make
sure
that
everybody's
sensitive
to
and
and
acknowledges
when
we
set
this
number,
whether
it's
39
feet
or
less.
As
far
as
our
minimum
Street
with
I'll
go
back
to
that
chart
now,
and
here's
where
that
39
feet
is
three
and
I
feet
four
inches
because
of
the
the
the
standardized
curb
width
that
we
use.
C
That's
just
what
the
calculations
end
up
being
to
provide
to
8-foot
parking
lanes
and
to
11
foot
driving
lanes.
Your
back.
A
curb
width
is
39
feet.
4,
inches,
Dave
and
I
have
talked
about
this
I've
referenced
other
communities,
minimum
widths,
some
will
go
as
low
as
36
37
feet.
Some
go
as
high
as
39
to
44
minimum
street
widths,
and
this
is
another
number
to
that.
I
would
appreciate
any
kind
of
input
that
the
council
might
have
I.
C
C
A
A
A
The
the
wider
standard
for
a
through
residential
street
is
the
one
big
question
that
developers
have
requested.
A
narrowing
of
that
and
I
I
want
to
say,
I
think
we
went
36
feet
face
a
curb
to
face
a
curb
which
would
be
37
and
just
so
the
council
knows:
we've
been
all
over
the
place
on
these,
and
whatever
we
require
is
what
we
own
and
maintain
forever.
So
we
don't
want
to
have
excess
asphalt
to
have
to
keep
up.
A
That's
that's
an
issue.
So
what
we're?
What
we're
saying
in
the
table
is
pretty
generous,
but
it
does
allow
you
to
open
your
door
if
there's
a
big
high
snow
bank
to
a
little
bit
more
comfortably
than
the
narrower
streets.
If
you
have
snow
piled
in
the
boulevard,
people
are
going
to
park
a
little
bit
farther
out
into
the
road
and
you're
gonna
end
up
with
one
lane.
E
When
you
talk
about
called
a
sec,
the
width
for
a
road
to
a
call
to
sack
is
there.
Is
it
a
one
block
length?
Is
that
the
maxximum,
where
you
would
go
with
a
narrower
rotor?
Because
if
you've
got
say
you
got
six
block
stretch
that
comes
to
that
cul-de-sac?
Does
that
make
a
difference
and
I
just
want
to
go
on
the
record?
I
I
think
that,
because
we
are
a
snow,
snow
load
country
I
think
we
really
got
to
be
careful
with
this
one.
I,
don't
I
know
the
mayor
like
kind
of
likes.
E
The
neighborhood
street
widths
and
I
agree
that
this
is
more
to
maintain
it's
more
to
install,
there's,
more
expense
but
I
think
there's
a
lot
of
safety
issues
that
surround
this.
You
know
how
you
can
react
to
somebody
pedestrian
coming
out
from
behind
a
car
somebody
who
doesn't
park
right
next
to
the
curb
all
the
time
there.
C
C
Let's
see,
others
will
relate
it
to
the
length
of
a
dead-end
fire
main
and
so
that
water
line
going
down
to
that
end
of
that
cola,
saken's
a
dead,
ending
and
not
looped
in
to
the
rest
of
the
water
system,
which
typically
isn't
good
for
the
water
system,
depending
on
what
kind
of
turnover
will
be
in
that
line.
So
that's
another
driving
factor
that
comes
into
play
with
the
length
of
a
cul-de-sac
and
it's
kind
of
all
over
the
board
that
you'll
see
some
will
just
put
an
arbitrary
length
to
it.
C
You
know
no
colas
act
longer
than
500
feet,
so
there's
those
few
factors
that
go
into
that
I
haven't
seen
anything
necessarily
correlated
with
the
width
in
relation
to
the
length
and
any
of
the
standards
that
I've
applied
in
the
past,
not
saying
that
we
couldn't
create
one
or
have
one,
but
it's
usually
just
basic
street,
with
criteria
irrelevant
or
not.
Considering
the
the
length
of
a
cul-de-sac.
C
Well,
as
Dave's
looking
for
that,
you
know
the
other
components
in
this
chart.
There
are
several
it
talks
about
the
type
of
curb
that
we
allow,
which
is
all
six
inch
vertical
curb.
We
currently
don't
allow
any
what
they
call
model
Bowl
or
rollover
curb
where
you
can
essentially
just
drive
over
it.
Some
communities
do
allow
that
we
we
require
six
inch
vertical
curb
in
our
standards
and
which
creates
the
need
to
form
a
formal,
curb
drop
for
each
a
driveway
or
approached
again
in
snow
country.
I.
C
C
That's
pretty
well
the
highlights
from
all
the
sidewalk
I'll
point
that
when
I'll
quick
to
as
well
sidewalk
width
we've,
we
went
to
a
straight
five
foot
wide
sidewalk
throughout
town,
whether
you're
in
residential
or
commercial.
Some
towns
will
split
that
out
and
you'll
be
five
foot
wide
and
commercial
areas,
but
only
four
foot
wide
and
residential,
the
state
I
believe,
has
gone
to
a
default.
Five
foot
wide
sidewalk
and
that's
what
kind
of
spurred
us
to
fall
in
line
with
them
and
just
use
a
five
foot
wide
standard
Center.
A
Think
that's
that's
good.
To
bring
up
the
ad.
A
requirement
is
four
feet
and
a
lot
of
our
sidewalks
in
town
are
four
feet
wide.
But
it's
difficult
for
two
adults
to
walk
side-by-side
on
the
four
foot
wide
sidewalk
five
foot
is
what
a
DA
recommends
are
and
no
they
recommend
we
do.
Five
did
you
want
to
say
something
cause
one
well.
C
Do
have
a
no
ik
you'll,
see
a
note
3
here
on
our
sidewalk.
We're
sidewalk
is
attached
to
curb.
Sidewalks
will
be
one
foot
wider
sidewalks
that
are
being
constructed
or
replaced
adjacent
to
existing
sidewalks
may
be
the
same
width
as
the
adjacent
sidewalks
with
the
approval
of
a
city
engineer.
So
if
you
have
a
four
foot
sidewalk
on
a
replacing
one
lots
worth
of
it,
we
won't
necessarily
make
them
go
in
and
put
five
foot
in
for
that.
A
Found
where
we
limited
the
cul-de-sacs,
it's
in
Section,
eight
point,
seven
point
six
to
five
hundred
feet
and
that
will
get
we'll
get
some
pushback
on
that
I
think
we
we
did
away
with
that.
When
there
was
controversy,
people
want
them
to
be
longer.
I
thought
it's
not
good
to
be
longer,
because
snow
removal
is
difficult
and
we
don't
want
to
have
cul-de-sacs
period
anywhere,
but
sometimes
you
do
have
to
have
them.
It's
not
practical
to
do
something
else.
At
least
we
limit
the
length.
A
B
Know
as
long
as
we
have
a
turn
around
at
the
end,
like
Kristen
Street
up
there
on
7th
Street,
there's
there's
nothing
to
turn
around
it's
about
maybe
a
thousand
foot,
but
as
far
as
the
length
that
call
the
sax
I
think
it's
fine
as
long
as
we
have
something
at
the
end
of
turnaround.
Okay,
so
I
really
don't
have
any
input
other
than
that.
C
The
other
component
to
that
that
that
I'll,
put
in
provide
input
for
that
I've
talked
to
rob
about,
is
just
the
presence
of
a
cold.
The
sack
does
compound
or
snow
removal
efforts
because
of
the
necessity
to
haul
is
snow
out
of
those
areas,
but
that's
just
whether
there's
one
there
or
not
that's
not
necessarily
anything
to
do
with
the
length
of
it.
C
So
that
is
something
we're
also
being
mindful
of
as
subdivisions
continue
to
submit
us
designs.
That's
one
recent
one
that
we've
reviewed.
We've
commented
on
that
they've
modified
they're,
designed
to
accommodate
our
request
to
help
minimize
cul-de-sac
installations,
which
was
good
to
see
so
I
think
that
there's
merit
in
that
as
well.
Okay,.
B
C
Jump
forward
here
this
is
another
one.
I
wanted
to
touch
on
quick
minimum
pavement
thicknesses.
We
have
two
types
of
pavement
that
can
go
down
on
our
streets:
it's
Portland,
concrete
cement,
that's
the
white
stuff
and
we
have
the
asphalt
concrete
pavement.
That's
the
black
stuff,
so
ACP
and
PCC
is
how
they're
known
in
the
industry
both
have
the
term
concrete
in
them,
and
so
technically
that's
what
they're
called,
but
that
often
times
causes
confusion,
because
we
usually
think
of
concrete
just
being
the
white
pavement.
C
That's
out
there
long
story
short,
the
concrete
section
we're
requiring
a
minimum
of
six
inches
on
six
inches
of
pavement
on
top
of
six
inches
of
aggregate
base
course
for
local
streets,
commercial
and
industrial
and
collector
streets,
we're
requiring
eight
inches
on
eight
and
arterials
eight
inches
over
twelve
and
again.
The
top
number
is
the
pavement
thickness.
The
bottom
numbers
the
base
course
the
granular.
C
The
gravel
base
course
that
we
haul
in
and
Bill
our
street
pavement
on
the
asphalt
streets,
four
inches
on
twelve
four
local
residential
streets,
six
inches
on
twelve
for
commercial,
industrial
or
collectors,
and
then
six
on
twelve
again
for
arterioles.
We
should
probably
have
a
note
in
here
for
arterioles
related
to
a
shto
design
standards
for
special
street
sections
that
are
need
to
accommodate
heavy
traffic
loadings.
You
know
having
amount
of
truck
traffic
again.
C
Some
of
this
will
be
specific
to
the
road
being
designed
for,
and
the
design
engineer
can
oftentimes
come
up
with
different
numbers
and
we're
showing
here
and
there
might
be
some
streets
where
we
may
want
to
require
more
than
this.
But
these
are
the
minimum
payment
thicknesses
required
for
the
street
section
velar.
A
D
C
A
great
question
I
know
the
base
course
has
been
sparse
and
fluctuates
quite
a
bit
in
some
of
those
areas
of
town
that
we've
gone
back
in
and
reconstructed
here
recently,
some
of
those
neighborhoods
like
Northridge,
where
we
saw
premature
failures
where
we
didn't
get
a
full
expected
lifecycle
out
of
the
pavement
I
think
we
had
anywhere
from
two
to
three
inches
of
pavement
on
top
of
zero
to
eight
inches
of
base.
It
really
did
fluctuate
quite
a
bit
so.
C
Does
and
one
thing
I'll
point
out-
this
12
inches
of
base
course
in
our
building
conditions.
So
many
of
our
areas
of
town
have
a
high
level
of
high
presence
of
groundwater,
and
that
of
course
fluctuates
from
year
to
year
and
from
season
to
season,
but
that
that
base
course
layer
is
a
really
a
drainage
layer
to
help
protect
and
preserve
the
pavement
surface
and
with
the
more
adequate
base
course
layer.
A
E
Was
going
to
comment
on
that
I
think
this
is
chapter
eight
one
of
the
most
important
things
you've
rather
worked
on
so
again
come
on.
I
commend
the
department
Dave
thanks
for
helping
out
and
everybody
that,
because
this
is
important
we
get
this
in
place.
I
want
to
comment
specifically
on
this
when
we
accepted
those
streets
up
north
is
the
ones
that
and
mention
we
should
have
accepted
those,
that's
really
what
it
comes
down
to
Seoul
in
the
future.
E
C
Yes,
so
councilman
Roby
to
your
point,
the
inspection
process
and
the
acceptance
process
for
these
subdivisions.
What
we're
following
to
a
tee
as
a
written
in
the
subdivision
regulations.
Part
of
that
includes
a
final
walkthrough
inspection
with
the
contractor
and/or,
the
engineer,
and/or,
the
developer
or
all
three
parties,
and
we
look
for
things
such
as
you
know,
early
signs
of
pavement
distress
and
things
like
that
that
may
have
occurred
trench
settlement
things
like
that,
cracked,
curb
and
gutter
now
during
the
construction
is,
when
the
most
opportune
time
to
catch.
C
What
thicknesses
are
going
down
for
these
two
types
of
materials
and
that's
something
to
that.
We've
been
shifting
to
improve
upon
and
the
engineering
staff
is
to
be
out
there
and
have
more
of
a
presence
during
the
construction
phase
to
perform
inspection
on
things
like
these
to
ensure
that
they're
being
done
to
the
approved
construction
plans,
and
that
will
go
a
long
way
to
help
prevent
those
things
from
happening.
If
we
happen
not
to
be
out
there
during
construction,
we
do
always
have
the
option
to
go
back
and
core
the
street
section.
A
B
Have
a
question
on
the
four
inch
there
on
the
asphalt
concrete?
Is
that
thick
enough,
even
though
it's
a
residential?
Is
it
thick
enough
to
withstand
you
know
it's
our
weather
that
gets
us,
and
so
it
seemed
like
I.
Don't
know.
Maybe
six
would
be
better
just
because
we
have
all
this
water
that
freezes
and
a
little
crack
and
all
of
a
sudden
doesn't
take
much
to
get
four
inches
deep
to
break
that
up.
Yeah.
C
E
C
For
the
testing
itself,
that's
all
up
to
the
developers
engineer
to
perform
as
far
as
compaction
tests
and
concrete
testing
and
things
of
that
nature.
The
inspection
that
we
perform
would
more
be
to
a
visual
and
just
to
make
sure
that
the
grades
look
appropriate,
thicknesses,
look
appropriate
and
things
of
that
nature.
So
we
don't.
We
don't
necessarily
check
off
and
any
of
that
testing,
but
the
developers
engineer
should
be
signing
a
confirmation
statement
that
they
did
follow
all
the
construction
specifications
requirements
and
perform
testing
where
needed
and
necessary
throughout
the
construction.
So.
C
Would
say
our
responsibility
lies
on
ensuring
that
we're
getting
the
right
check
offs
from
the
developers.
Engineer,
I,
don't
know
as
though
we've
done
that
in
the
past
very
regularly,
with
some
of
the
records
that
I've
looked
at
or
tried
to
find
information
in
if
we're
consistent
with
this
process
and
and
the
developers,
engineers
checking
off
providing
certification
and
we've
got
knowledge
by
our
field
inspection
that
the
appropriate
things
happened
as
per
the
approved
plans.
I
think
that
that'll
go
a
long
way
and
help
prevent
some
of
these
issues
that
we've
had
in
recent
past.
A
D
E
I
understand
I
mean
I,
I,
know
that's
what
we've
done,
but
I
think
at
the
end
of
the
day
somebody
here
has
to
okay
and
that
those
processes
have
been
carried
out
and
they've
been
carried
out
properly,
yeah,
because
because
we
can
always
I
mean
this
could
happen
again
and
again
and
again,
and
we
just
say
well,
you
know
Joe's
construction.
They
apparently
didn't
do
it
as
good
a
job
as
they
should
have
when
they
did
the
testing
or
whoever
they
had
independently
test
that
that
concrete
or
compaction.
E
D
Citing
the
design
standards,
Heath
I
mean
I,
think
it's
for
us
to
be
going
out
there
and
making
sure
that
the
design
standards
are
set
and
that
they've
been
met
by
what
we
feel
versus
you
know
by
the
you
know
nothing
against
a
in
developers,
but
by
what
their
engineering
firm
has
said
or
whoever
built
it
I
mean
I,
think
we
are
the
ones
that
are
ultimately
responsible
for
signing
off
and
we're
gonna
get
the
bill
at
the
end
of
it.
You
know
one
for
years
to
come
so
yeah.
B
C
And
so
there
are
communities
that
embrace
that
concept
and
they
do
City
perform
inspections.
I
can
tell
you
that
in
Watertown
that
would
take
a
pretty
significant
staffing
change
for
us,
probably
the
tune
of
at
least
two
engineering
technicians.
If
we
were
going
to
perform
full-time
inspection
on
developments,
so
other
communities
do
it
like.
We
have
been
where
we
do
rely
on
the
developer
and
their
engineer
to
make
sure
that
we're
following
the
processes
they
give
us
a
signed
certification,
saying
they
sign
that
they
perform
those
processes
and
then
our
checkoff
really
becomes.
C
E
D
I
know
exactly
where
they're
coming
from
I
mean
it's.
It
would
be
a
duplication
of
effort
as
I
see
it
as
I've
worked
with
audits
over
the
years
in
my
profession,
so
that
this
I
hear
where
you're
coming
from
I.
Don't
disagree
but
I
think
when
the
cost,
when
you
look
at
the
cost
involved
and
what
does
the
timeliness
of
a
project
I.
Think,
though,
what
you're
explaining
Heath
makes
sense
to
me
in
what
we're
trying
to
accomplish
here.
Well,.
B
E
They're
doing
core
samples
that
we
have
an
opportunity
to
look
at
those
core
samples
and
know
what
location
they're
from
I'm,
not
saying
that
we
would
duplicate
what
the
engineering
group
is
trying
to
do
that
works
for
that
developer.
I'm
saying
that!
Because
what's
going
to
keep
us
from
having
this
happen
again,
but.
D
B
C
Short
answer
is:
yes,
all
engineers
have,
you
know
certain
levels
of
liability
insurance.
Some
of
the
things
we
also
require
is
bonding
of
our
contractors.
Any
contractor
doing
work
in
the
community
has
to
have
a
certain
level
of
bonding
put
up
with
the
city
finance
office
and
and
when
they
obtain
their
license
to
do
work
in
the
city.
C
Now,
when
it
comes
to
failures
after
we've
accepted
it,
that's
where
it
becomes
a
lot
more
challenging
you
typically
once
that
acceptance
has
been
made.
We've
done
a
final
walk
through
the
year.
Warranty
has
expired,
we've
gotten
to
a
point
where
we've
accepted
it.
It's
the
cities
to
own
and
maintain
in
perpetuity.
Once
we
get
past
that
point,
it
becomes
very
difficult
to
pull
those
parties
back
in.
If
the
road
blows
up
on
us,
I
can't
say
I'm
a
gonna
see
it
can't
happen,
but
it
does
become
more
difficult.
C
That's
where
having
the
right
procedures
in
place
ahead
of
time
really
do
help
prevent
those
instances
from
occurring.
If
you
have
the
right
design
standards,
if
you
have
the
right
check
offs
during
construction
and
then
you
have
the
right
inspection
process
at
the
end,
the
right
acceptance
procedure,
the
warranty
period,
those
all
those
things
really
do-
help
mitigate
some
of
the
things
that
we've
seen
like
from
the
north
end
of
town
and
some
of
these
subdivisions.
I
guess
I
can't
speak
exactly
to
how
that
would
come
into
play.
C
B
C
Great
discussion,
I'll
quick
breeze
through
these
next
few
sections,
sanitary
sewers.
This
is
a
mike's
world
right
here,
pretty
straightforward
stuff.
It
all
flows
downhill
and
that's
how
we
want
to
keep
it
go
on
so
now
it
does
get
into
some
lift
station
design
criteria
and,
and
things
of
that
nature,
but
it's
a
pretty
straightforward
section:
there's
a
minimum
pipe
slope
requirements,
minimum
pipe
size
requirements,
minimum
manhole
requirements
and
all
those
pertinence
is
that
are
related
to
the
sanitary
sewer
system.
Chapter
10
like
a
referenced
earlier.
C
This
simply
refers
to
Watertown
municipal
utilities
and
their
design
standards
for
water
mains.
Chapter
11
has
talks
about
storm
sewers.
This
gets
into
some
of
the
design
criteria
that
are
two
documents
that
we've
already
adopted
back
in
2008
or
9.
The
post-construction
stormwater
best
management
practices
manual,
pretty
much
that
outlines
our
detention
pond
requirements
and
things
of
that
nature.
The
measures
that
we
need
to
put
in
place
that
stay
there
for
the
long
term
after
construction
is
complete.
C
All
these
sections,
the
design
standards
kind
of
get
built
on
top
of
that
and
talk
about
really
a
lot
of
the
things
similar
to
the
sanitary
sewer,
section,
minimum
pipe
sizes,
pipe
types,
minimum
pipe
slopes,
all
the
things
of
that
nature.
The
next
section
is
stems
to
stormwater
as
well.
That's
the
erosion
and
sediment
control
section
this.
C
This
refers
to
that
second
document.
That
is
talked
about
our
best
management
practices
manual
for
erosion
and
sediment
control
that
we've
already
adopted
years
ago.
We've
incorporated
that
by
reference
in
this
section,
along
with
saddens
some
other
additional
language
in
there
chapter
13
is
construction
plans
what's
required
in
the
construction
plans.
This
is
verbatim
I,
think
pretty
much
out
of
the
chapter
24
subdivision
regulations,
so
everything
that
we
require
and
the
subdivision
regs
is
carried
over
into
the
design
standards
14
and
14.
It
also
mimics.
C
What's
in
the
subdivision
regulations,
this
talks
about
the
acceptance
process
that
we
just
hit
on
with
this
infrastructure.
What
does
that
final
acceptance
process?
Look
like
what
are
the
developer,
warranty
responsibilities
and
the
things
of
that
nature,
and
then
chapter
15
talks
about
inspection
and
testing
and
the
submittals,
and
this
talks
to
councilmen
Beeler's
point
and
Councilman
ville
harbors
point.
C
You
know
they're
required
to
provide
submittals
in
regards
to
the
inspection
and
testing
to
provide
us
with
the
testing
schedules
were
or
are
on
a
project,
and
then
again
all
those
majors
that
help
us
ensure
that
they've
followed
the
proper
procedures
to
build
soundly
within
the
city.
Wrapping
this
up
really
four
pillars
of
success
in
administering
design
standards.
I
think
that
these
really
hit
home
to
why
these
are
needed.
Why
they're
gonna
be
a
great
thing
for
Watertown?
C
Why
the
developers
or
engineers
the
city
staff
will
all
be
able
to
work
together
because
each
and
every
one
of
us
that
are
stakeholders
in
this
are
going
to
have
guidance.
We're
gonna,
have
consistency,
we're
gonna,
have
efficiency
and
we're
gonna
have
longevity
to
the
products
that
are
built
out
there
and
I
think
that
this
really
it's
only
intent
to
these
standards
to
provide
these
four
things
for
this
community.
C
That
brings
me
to
the
end
of
my
time
and
my
presentation:
I'd
gladly
field
any
more
questions,
any
more
changes
we
want
to
make
before
the
the
adoption
consideration
in
the
next
meeting.
We
do
have
it
as
an
action
item
to
adopt
these
in
the
next
and
we've
glad
to
make
any
tweaks
or
modifications
in
conjunction
with
that.
Okay,.
A
E
Question
I
know
you
got
input
from
the
developers
on
this
I
hope
this
is
received
well
by
them,
because
I
think
a
lot
of
things
we've
heard
is
we
just
want
to
know
what
the
rules
are.
You
know
and
though
we've
had
things
published
before
I
think
the
fact
that
you've
formalized
all
this
I
think
is
gonna,
go
a
long
way
to
prevent
you
what
was
happening,
and
that
was
a
lot
of
things
ending
up
in
the
council.
We
found
ourselves
negotiating
developer
agreements.
We
should
not
be
in
that
position.
E
C
Yes,
councilman
robing
to
your
point.
We
have
indirectly
received
some
input
from
the
developers
you're
exactly
right.
They
want
to
see
these
adopted
and
thank
you
for
reminding
me
because
I
wanted
to
point
out
that
this
is
gonna,
be
a
living
breathing
document.
It's
adopted
by
resolution.
What
I've
done
in
press
past
communities
is
we
keep
a
running
list
of
redline
notes
in
our
design
standards,
book
of
things
that
aren't
working
well
and
don't
fit
the
community
well
and
we'll
continue
to
do
that.
C
I'll
make
sure
we
do
that
our
staff
does
that
here
in
Watertown,
we've
even
collected
input
from
consultants,
engineers
or
design
engineers
for
the
developers
throughout
the
year
and
I
would
estimate
with
this
being
brand
new.
You
know
a
year
out.
We
might
have
a
good
handful
of
housekeeping
items
you
want
to
update,
but
then
once
we
get
settled
into
a
good
document,
I've
seen
a
good
cycle
of
every
four
to
five
years.