All right, ready?
I call to order the Tuesday, April 14th,
2026 meeting of the City of Port Washington
Board of Public Works.
We have two members are away and excused,
but we do have a quorum.
So we will move on to item two,
approve minutes of previous meeting.
Does anybody have any questions or comments?
Otherwise, I will entertain a motion to approve.
Motion to approve.
We have a motion to approve by Mr. Haley.
Is there a second?
Second.
And we have a second by Mr. Polly.
Any questions on the motion?
Seeing none, all those in favor say aye.
Aye.
Opposed?
Motion carries.
That brings us to item three, public comments
and appearances.
Do we have any public comments or appearances tonight?
It does not look it.
All right, we'll move on then to item four.
Consideration and possible recommendation
on the Port Moves Bicycle and Pedestrian Plan.
Rob?
Okay, yep, this is the first of four presentations tonight,
but we have leading an office there at school
from tool design who will come up to the microphone
and make a presentation on the bicycle and ped plan
that we've been working on, which is called Port Moves.
This process started nearly two years ago.
It's been extended out a bit longer than we wanted,
but we're happy to finally be crossing the finish line.
She'll go into the public outreach that occurred
as part of developing this plan.
And again, I think it's been much anticipated.
We will take this plan tonight
and bring it to the council meeting on May 5th
for adoption.
So if there are any questions that the board
or any of the council members have
from this presentation, if they could bring those,
or if they could give those to me
in the next two to three weeks
prior to our May 5th presentation that you're appreciated.
So other than that, Sarah's ready to go.
I'm ready.
Okay, well, good evening, everybody.
As Rob said, my name is Sarah Schooley.
I'm a principal planner at Tool Design.
And Tool Design is a planning, engineering and design group
that focuses specifically on active transportation,
so walking, biking, and rolling.
Exactly what this plan is about.
We were fortunate enough to be hired
by the city of Port Washington about two years ago
to do their bicycle and pedestrian plan.
So today I'm going to give a broad overview of the plan.
And like Rob said, we would appreciate your comments
and questions.
And I also delivered some draft plans to Rob.
So if you don't want to look on your screen
and would rather actually look at paper,
we have that available as well.
So the presentation today is going to be very brief
and pretty high level.
So I'll go over the project purpose, vision and goals,
public engagement, plan recommendations, next steps,
and then the plan adoption as part of that next steps.
But before I dig in, I want to talk about the plan purpose.
So as we said, this is the bike and pedestrian plan.
Port Washington is actually a relatively amazing place
in many ways for people to walk and bike.
You have a pretty small area.
Destinations are within walking and biking distance.
The city is nearly completely covered with sidewalks
in the 90s for the percentile of coverage.
You have the inner urban trail that goes through
that forms a nice backbone of our bicycle network.
So there's a lot of opportunity here.
But even with that opportunity,
there are a lot of people that either don't walk
bike or roll or because they don't feel safe
or comfortable or just feel that driving
is the easier option.
All of those concerns and experiences are completely valid,
but as part of port moves, we're really looking
for the projects, programs, and policies
that can make it easier, safer, and more fun
for people of all ages and abilities
to walk, bike, and roll around port.
But before you think this was a plan just devised
by Rob, Roger, and me in our cubicles,
I want you to realize that we did do quite a bit
of community engagement as part of this plan.
So this slide shows the variety of engagement that we did.
We have a steering committee that we've met with regularly
throughout the plan.
We started the planning effort with some city staff interviews
to talk with the police chief, Parks and Rec,
and other and maintenance staff to figure out
kind of what their concerns are about walking
and biking and port.
We hosted a group walk where we talked about infrastructure
here in port and what might be done in the future.
We did pop-up events, stakeholder focus group
with the business district,
and then also an online map and survey.
The online map and survey and the pop-up events
were where we received most of the comments.
We talked to about 350 port Washington residents
through those two options.
So a really good swath of folks for this.
So working with the existing conditions here in port,
what we got from the community
and also best practices from across the country,
we created a vision for the plan that's up here on the slide.
So the vision is that port Washington is a place
where residents and visitors of all ages,
abilities and backgrounds choose to walk, bike or roll
because it is safe, comfortable,
or safe, convenient, accessible and enjoyable.
And so this is the vision statement
that as we go through the plan,
we try to tie back all of our recommendations
in order to meet this vision.
Dissecting the vision a little bit more,
we created six goals.
And while these goals are unique to port Washington,
I also want to let you know that a lot of these goals
are pretty typical of active transportation plans
across the country.
And really in the narrative for all these goals
is where we tied it specifically to the port experience.
So the goals are around safety, health and environment,
network connectivity, mode shift, economic development,
and equity and accessibility.
All things that we know a better developed bike
and pedestrian network can bring to a city.
Once we had our vision and goals,
we started putting together our recommendations.
The first set of recommendations was around a network.
And we have three networks in our recommendations.
The first which is shown here to the left are the sidewalks.
As I said before, port has a pretty solid network
of sidewalks already happening.
And so really where the red marks on this map are,
are places where we're either filling in gaps
or in many cases it's where sidewalks are only
on one side of the street.
And so in a lot of these situations,
it's putting on the plan that we want to sidewalk
eventually on the other side of the street,
probably when redevelopment happens.
The middle network there is the bicycle network.
This is probably the most involved network
and has many sorts of facilities on it.
So it has bike lanes, it has multi-use trails,
it has side paths, it has shared markings.
There's a whole variety of bicycle facilities.
And within the plan, port moves,
there's a description of each facility type
and why we chose that for the specific roadways.
And so different facilities are selected
based on the amount of vehicles that are on a road,
the speed of vehicles, the width of the road,
the current on or off street parking nearby.
So there's a variety of factors that went
into selecting the bicycle facility.
And then the third network is the pedestrian improvement areas.
And pedestrian improvement areas are quarter mile circles
around what we would call pedestrian generators.
And so these are places that bring a large amount
of pedestrians to them for various reasons.
So for port, that includes the schools,
the library and parks are the main areas,
just places that we would expect more people
to be walking and biking.
And what these pedestrian improvements areas are,
FYI to staff that if projects happen around these areas,
they should be bringing it up to another level
for pedestrian connectivity and safety,
knowing that hopefully more pedestrians
will be in these spaces.
Now using these three networks,
we created the near term network.
So in the plan, you'll see that we have timeframes
for our networks to help kind of prioritize
and help target the city team on what should come first.
So here we have the near term network.
So these are the projects we want to happen first.
There are a variety of reasons for these.
The main ones are that either A,
they popped up a lot in community conversations.
And so these are kind of high need,
high interest projects.
And then the other two are more around opportunity.
So some of these projects are on roads
that are already on the capital improvement plan
that we know that these roads are going to be repaved,
resurfaced or reconstructed in the near future.
And so we want to take those opportunities
to put in infrastructure while there's action happening
on the street versus having to go back
and do something later.
The other reason why something might pop up on this network
is that it's kind of low hanging fruit.
So this would happen mostly with the bike boulevard system.
And bike boulevards are a system of streets
that we direct bicyclists and pedestrians to.
And we use various traffic calming to kind of tell drivers
that they should expect bicyclists.
And then also just make it more comfortable
for folks of all ages and abilities.
This usually just consists of some signing
and maybe some share of painting on the ground.
So once again, a pretty low lift,
which is why it's on that near term network.
Along with the projects,
we also have policy and program recommendations.
These are actions and different kind of systemic things
that the city could be doing in order to encourage
bicycling and walking around the city more.
With each of these policy and program recommendations,
we do also identify partners.
There's very little that the city can do without partners.
And so we want to make sure that those partners
are identified and involved as these policies
and programs move forward.
And as you can see,
we also have these put into the three terms short,
medium and long to help city staff
and partners focus their energy.
So that was a very high level overview of the plan.
And I would encourage you to look into it more
and definitely feel free to follow up with Rob,
Roger or myself if you have any further questions.
But the main next steps here of this plan is today,
we're here at the Board of Public Works
for you all to review
and hopefully gain approval to move forward.
We will be at the Common Council on May 5th.
And then after that is really when the action starts,
when implementation starts
with those near term projects
and those short term policy and program recommendations.
So with that, I'd just like to thank the city
for allowing us to work on this project.
It truly has been a delight to work with these guys
for the last couple of years
and a really fun project,
especially seeing the potential that's here in port.
So I'm excited to see this stuff start to hit the ground.
So with that, I will open it up to any questions.
I'm ready.
Okay.
So among the groups that you speak with B3?
With B3, yes.
Is that the business?
No.
That is a local group that bikes.
They're a bike group and they exercise
and they run around town and...
Rob, do you know if anybody?
So on the first page of this, we have our steering committee.
I don't know if anybody on that steering committee
was Adam on that committee?
I thought Adam would be in that group?
I'd have to double.
I guess now that the plan is coming out,
I mean, I did post it on Facebook.
I did get some response.
I mean, I've talked to people who bike,
I ride any bike.
Some of the things I've seen in the plan,
I didn't know this was even happening.
Okay.
And so, I mean, that's probably my bad.
I wasn't paying attention.
But I do think we should open it up for more comments
because I do feel like while 350 people
may sound like a lot,
I don't think that is a lot for our community.
And I really dislike the idea of any path
being on Highway 32 or Highway 33.
And many of our paths are like that here.
So I don't think it's ready for prime time just yet.
I know you put a lot of work in it.
I'm not trying to dismiss that.
But I do think we need more community input on this.
And I think it would behoove us not to,
I know you feel done
and you've probably beaten this thing with it
as long as you can.
But I don't know if everyone's really done with it,
including myself.
Yeah, I think that's fair.
And one thing to note about kind of our schedule on this
is actually the plan has been pretty much in this forum
for about the last nine to 10 months.
So our engagement really happened over a year ago.
So if you've been kind of looking for engagement opportunities
for the last year, it hasn't really happened.
I hear there's been other exciting stuff happening
in Port Washington that's taken up much of the public attention.
And so there hasn't, you're right,
there hasn't been much engagement recently.
One thing that we do have is you'll see on the inside
of the board, actually we can get you a copy.
We have our steering committee members.
And so we try to get a wide variety of people
that represent different interests
and have different knowledge throughout the town,
including the businesses, the school districts,
a good variety of folks.
And the plan has gone back out to them in this forum
for comment.
And so that's in their hands now.
And Rob, I think you gave them a couple of weeks.
So we would get comments from them
before we went to council.
Yeah, right.
I think one of the things that I'm proud of
and we're unique to this project.
So we, public engagement on this project
has probably been a larger part of this project
than probably any other project I've worked on.
And so as Sarah suggested, when we started this project,
she said, we can add public information meetings,
which we have for most of our projects.
And you're going to get a specific genre coming
to these meetings.
So let's go out and let's meet the people where they are.
So we had our public engagement where we had these pop-ups,
like at the beer garden and down at the farmers market.
And then we had yard signs.
And I think, well, it's in the book.
I don't know if it's made it into your plan.
And here's one of our committee members here, Hi, Kit.
So we did, we had yard signs everywhere,
trying to engage people.
We had, of course, on our websites,
trying to get people to give us feedback.
So other than going door to door,
I'm not sure what more we could have done
to bring out city engagement.
And not everyone's going to see the signs.
Right, right.
So I'm not like, I'm sad that some people missed it.
But we did.
It's just it's going to be in the newspaper now.
And I don't want it coming back to us
that we did not engage with our constituents.
So that's what I'm saying,
because that's what I've been hearing.
I definitely think that delay is challenging the delay
from when the engagement was to city council.
And so it does seem a little frickish
for the last year.
Because we've narrowed all of our streets now
to try and slow down traffic,
which we need to do in our city.
But where the streets were wider,
that would have been an opportunity
to put in a dedicated bike lane.
So now I feel like we might have to undo what we've done
just to connect.
And it's important.
I mean, you don't see kids riding their bikes to school
like they used to, because it's not safe
because they run up and down Northport
and all of the other, hold in,
and all of the other major streets.
And getting out onto 32,
when they leave the high school,
you're putting your life in your hands,
especially if you're walking.
I've been almost hit there.
So I don't want to talk about it forever.
I want to get stuff done.
But I do think we should entertain
a little bit more time with it.
And I definitely encourage you to grab a copy of the plan.
I don't know, Rob, were you able to send out a link?
Yeah.
I read it.
Okay, yeah.
And the plan is available on the website.
Because one of the other things
that I think is important to note about the designs
is that this is a planning level document, right?
Exactly.
And so really what this plan is most about
is identifying the locations that need improvements.
And then once we move forward on those locations,
that's when we really nail down with the engineering,
like what actually makes sense here?
That's when we're doing the traffic counts,
the turning counts and all of that.
So with this plan, I think it definitely is more of a,
what are those hotspot locations?
And the ones that you mentioned are all on there as
Exactly.
On locations.
Exactly.
So I think that's a good first step.
Yes, definitely.
I think we have a lot more work to do.
So thank you.
Thank you.
Do you want to speak to that?
Well, to having first seen this late last week,
I kind of agree with all the room in Miller
that we should have some more time.
I have some comments on this too
that I'd like to at least have considered
before we vote to approve it.
I don't want to vote to approve it
and then start sticking comments onto it later.
So coming tonight that really we've only seen this
for a few days and then voting on it seems to me
to be a little bit premature.
But to address some of older woman Miller's comments
about narrowing the roads and the opportunities
for bike lanes, those streets that we've been narrowing
by and large do not have a traffic volume
that would make it that you'd even want to put
a bike lane on it.
But I want them off the main streets.
I don't want to argue, you know,
and we want to do the parallels as opposed to the mains.
Yeah, but if you have a parallel street,
you could do this a share or something like that.
If it's a street that only has 700 vehicles a day on it
or 500 vehicles a day or less,
putting a bike lane on it is kind of pointless.
It doesn't have enough traffic
to really warrant any benefit out of it.
And plus you're going to lose parking
and I'm sure your constituents will be really happy
to lose the parking pass their houses too.
Many have alleys, they can use their alley.
Yes, that actually is one of my comments that I have
on here on the proposed network too.
First, real quick, there's a couple of colors
that are so close to each other
that you really can't tell what they are
when you print it yourself.
Like a bike lane and a buffered bike lane
or a, was it a, to a shared use path versus a side path
are also very difficult to tell.
But in some areas like where we show putting a bike lane
on Grand Avenue West of Spring Street,
that's going through a few blocks of areas with alleys.
And if we lose the parking in order to put in a bike lane,
people there because they have an alley in the back
don't really have any additional parking
unless they start parking down the side road
and that is not going to be a popular,
or a popular choice to close their parking
in front of their homes.
They may not use it a lot,
but they will be upset when it's gone,
saying like a restricted lane is,
I think would probably be better in that area.
But anyway, like I said, I have some other comments too
on it and I don't think we want to hash through
every one of my comments tonight.
I'd like to just address two of those things.
One is the parking discussion.
This is always, this is always a hot topic, right?
And I think that this is kind of a fundamental decision
that cities have to make of where they value
or how they value the right of way
if they want to use it for metal storage
or if they want to prioritize it
for various type of metal movement.
And those are challenging conversations.
What I have found in the past is that
the fear of change is much worse
than once something happens.
And so when we thought about that near term network,
there are some parts of that near term network
that might need some parking removal.
And I'd like to encourage you to think of those
as kind of test case scenarios and pilot projects
to see if they work.
Because I think if a couple of projects are successful,
people see them, people get used to them,
there will be a lot more benefit in the future
and people will just kind of come around
if those work correctly.
And so really thinking of these near term projects,
more pilot projects, might be a more digestible way
to think of it.
The other thing I want to talk about
is just the street narrowing and or not narrowing
and then having space for the bike lane.
One thing that is often challenging for us
in communities like Port Washington
is when you have that bike lane space on the road
and you may not have a ton of bicyclists,
the visual it gives drivers is that it's just a wider road
and they're going to go faster.
And so decreasing that roadway,
even if that means that the bicyclist may be
in the lane with vehicles is often safer for bicyclists
because that wider space just implies that you can go fast.
And on roadways that are wider or have larger traffic,
those are really streets where biking in a bike lane
is probably not comfortable for most folks.
And so I have two kids in elementary school.
There are many streets around our home
that I will not bike with them on,
even though it does have a bike lane.
And there's many streets with no bike lanes
that I feel perfectly fine with them
in the middle of the street.
So many of those kind of bike lane
or, you know, share-o experiences
are much more tied to the vehicles on that street per day
in the speeds versus actually the width.
So another thing to addressing a comment
from Alderman Miller about kids not riding the bike
so much these days.
I would argue some of that comes out
of our local school districts policies
which discourage kids from riding bikes.
They will not allow third graders or younger
to ride their bike to school because I don't know,
they might accidentally bike in twist rangers house
or something.
It's a weird policy to me.
When I was in first grade, I could bike to school
and it was fine, but today it's scarier
even though crime is lower.
So I think some of that's coming off of other policies
too that are not good.
There's also the argument, you know,
Port Washington was famously the first city in the state
to have a helmet requirement.
There are some studies that indicate
that on an overall societal health perspective
that might actually be counterproductive
because there are kids who just won't bike
if they have to wear a helmet.
And if you don't get them into the habit of biking,
they never really get into it.
And overall, a society health results are worse
even considering the unfortunate somebody bashes their head in
because they don't have a helmet.
But it's one of those things that kind
of counterintuitively might be discouraging biking.
Or I don't know if it's counterintuitive,
but some studies have indicated
that it may be discouraging biking.
So that's something that I really didn't see much in here too
was other policies like that locally
that we should be, you know,
I'm not gonna say that we should encourage
just get rid of our helmet law,
but should we be doing more to encourage the schools
to encourage kids to bike?
Because that's part of the thing that we run into
that makes more traffic particularly
on those morning and afternoon peaks
is if everybody, and bus service is not what it used to be
either and you see a lot more parents
individually driving their kids to school
rather than kids that walk or bike.
And are those policies that we really need to work
with the school district on in order to try to better
the bike ability of the city
because it would also, if more kids bike to school,
it lowers the traffic on our streets at the same time.
So yes, yes, yes, yes.
And a couple of those things.
So in the programs and policy recommendations
in this plan, there is one that's around doing
a safe routes to school plan.
So that would involve doing education, encouragement,
kind of culture change programs around schools.
Cause like I said before, you know,
most kids in Port Washington live within two miles
of their school.
And in many cases that's considered bikeable.
But when the culture is that we drive our kids to school
then everybody just keeps doing that culture.
And so really a safe routes to school program,
I think could help change the conversation and expectations
about what's the normal way to get to school in Port.
And so that is one of the recommendations.
We also have some reviews of kind of city bike policies.
One of the other ones besides,
we didn't touch the helmet one,
but another one that's on there is that all bikes
are supposed to be registered with the police department,
her Port Washington code.
The police chief didn't know about that.
So like it's not one that's being enforced.
And many communities in Wisconsin
and throughout the country have that same,
like you must register your bike,
but nobody's doing it.
It's not useful.
And if it was something that was really going to be enforced,
it could restrict people who want to be biking
and should be biking from biking
because of fear of enforcement.
And so we do have a couple of recommendations
about kind of greater bike policies
that might be restricting or discouraging folks
from biking now.
One final comment.
I do want to thank you for putting in the multi-mobility
for those who are in wheelchairs
and are other ways of getting places in their own devices.
I think that's good that we should keep that in the back
of our head because we do have a lot of people
in our community that are in wheelchairs.
I need that.
Thank you.
You're welcome.
I just have one comment.
Is there, what's the downside to tabling this
and voting at the next meeting?
Is there anything that's going to be implemented
in the near future?
Just like, I know Nick was looking forward to seeing this.
And I think a few of us have voiced
just concern of wanting a bit more time to review.
And that obviously don't want to hold things up
but just want to understand,
are there any items that are planned
and being implemented in the very near future?
And what the downside would be to tabling this
for the next session?
So we can table this to the next meeting
and that would be fine.
I guess I would just ask that everyone submit their comments
to me in the next couple of weeks
and then we can address those
and then bring that to our next meeting
if there's any discussion that needs to be had on any of those.
So hopefully we can just address everyone's comments
individually and we'll report on that.
But yeah, we can bring it back
to the next Board of Public Works,
each will be May 12th, I think.
And then hopefully we'd be able to take it
to the council meeting immediately
after Board of Public Works.
So we could still get it approved in May.
Our deadline for the grant, I think is the end of June.
Yep, so yeah, our grant ends June 30th.
So we'd like to finish it before June 30th.
All right, any other questions or comments?
If not, I will entertain a motion.
I'll motion to table this until our meeting.
Microphone.
I motion to table this matter until our May meeting, May 12th.
All right, we have a motion on the floor to table this
till the May 12th meeting, is there a second?
I'll second that.
Now we have a second.
Any discussion on the motion?
Seeing none, all those in favor, say aye.
Aye.
Opposed?
Motion carries.
All right, thank you.
Thank you.
That moves us on to item five.
Presentation on 60% design plans for Valley Creek.
Okay.
I think you guys have been spending about a day a week here
for last month or two.
I feel like I was just here.
In fact, I look to see if I had notes still here.
Yeah.
Let's see if I can do presentation here.
Did you wanna say something?
Yeah, I don't know if I need to introduce these guys anymore,
but yeah, this is Melissa Kern and Heather Swar
from Stantech.
They are part of the team that is working
on the Valley Creek design.
In October, they appeared before Board of Public Works
to present the 30% plan.
So we completed the 60% plans at the end of March.
And so they're here to present that to you.
And we are on the road to full complete 90% completion,
excuse me, by the end of May.
And so if after watching the presentation today,
you have any questions, certainly get those to me
and we'll make sure that they get answered
so that we can address any questions you have
before the next time that they present.
Thank you, Rob.
So just again, I'm Melissa.
I've been here many times presenting on this project.
I've actually been with Rob since the beginning.
My role is really working on the visioning
and the funding side of this project.
Heather's gonna do most of the talking.
She's the engineer on the project.
But first, I'd like to just talk a little bit
about updates on funding.
So you guys know that we did secure the two large grants
to fund the design work up to the 90% design.
So that's what's funding our current scope of work.
In addition to that, we do actually have some grant funds
to do some ecological restoration
in the parks along Valley Creek.
So we're planting trees next week at Birchwood
and upper Lake Park.
So I just wanna let you guys know
that there is kind of work happening
sort of in prep for this much larger project.
But then I'd like to fast forward a little bit
and give you an update on where we're at
with the construction funding.
So I list them here at the top is the TID number five funding
which had been approved as part of that package.
So that's roughly $10 million of which has been allocated
to the stream restoration project.
Then there is the private contribution from vantage
and the amount of about 2.4 million.
And that's been earmarked solely for construction.
And then we did apply for a DNR recreational trails grant
for around $100,000 to replace
or to actually construct a bridge at the mouth
with Lake Michigan.
You guys have an existing trail
that obviously goes over the culverts that is there.
But once the culvert is gone,
we will need to put a bridge there.
So there's a small amount of money
that could fund just that project alone.
And we did apply for discretionary congressional funding
in the amount of about $4 million.
I don't know the process I'm hearing back from that, Rob.
Do you know, is that several months out?
Yeah.
Okay.
So they did ask for a requested amount
and then a minimum amount.
So I did put $4 million as the requested amount
but said we would accept up to $1.5 million.
So I let them know that certainly,
you know, just about any amount we would take.
We did submit a National Fish and Wildlife Foundation grant
through the National Coastal Resiliency Fund
in the amount of $6.35 million.
That is a pre-proposal we should find out
in a couple weeks if we're invited for a full proposal.
That would get submitted in July.
So it'll be a really good sign
if we do get invited for the full proposal.
And that same amount of money or that same program
is what's funding the current design.
And they do like to fund these pipeline projects.
So this particular program invests in the planning.
The thought is that they invest
in the implementation as well.
So it's, they call it their pipeline projects.
And then tomorrow we are submitting AD and our grant
under their targeted runoff management grant program
for a little over $200,000.
That's going to fund some of the stormwater improvements
that are associated with the stream restoration.
So if we were to get all of this money
and the amounts requested,
I think we would have a really healthy amount
to fund a large portion of the construction phase
of this project.
It is quite possible that some of them
come back with lower amounts
or we don't get funded for some of them.
That's okay.
We can always reapply many of these opportunities
come around every year.
If we don't get it, we always learn really valuable lessons
and we adjust and hopefully put a stronger application forward.
There's always the chance that,
or always the opportunity rather
that we can construct this project in phases.
So, once we're done with the design or this between now
and when we get to the 90% design,
those are going to be discussions we have
with the city about what phase of this project
is really important to move forward now
and what portion of the project
could we build at a later time.
So, I'm not too worried about getting all the money
at one time, if need be, we'll just work in phases
and we'll work really closely with you guys
and what you want to prioritize.
And I think with that,
I'm going to turn it over to Heather
to give you an update on the 60% design.
Hi everybody.
As Rob said in October, we presented the 30% design.
My coworker, Pat Philbin, was here to do that presentation.
So, if you think back to October,
lots of figures that showed more conceptual design,
ideas was presented, right?
They had more pretty pictures.
Well, since then, the engineers have taken over
and we like to put together our plan sets.
And so, I'm not going to go through page by page.
It's over 60 pages long.
Rob has a link to it.
If you want to share that with them,
let me know, I know we're going to go through the comments.
But today, I wanted to be kind of a higher level here
and emphasize this is the upper reach of the project.
When we presented the 30%,
we didn't show anything upstream of Norport Drive.
We concentrated on Norport down to Lake Street.
And today, I'm going to highlight a little bit of the work
for stream bank stabilization upstream in Norport Drive.
That's one of the changes that you'll see in the plan set
from 30 to 60%.
All the things that we have done
is we've added in more details regarding the stream structures,
the Norport and hails trail bridge refinements,
some grading details, seating and planting plans.
Those are things that I'll show you
a couple pictures of them.
And we've also added or significantly changed
some elements of the design since the 30%.
And you guys are well aware of the one
that I'm going to highlight today, of course, is Lake Street.
So when we met a month ago,
we asked you guys about putting something forward
as far as a bigger daylighting.
And you'll see an image in a little while here
that's an update to that since we last talked.
So this is the downstream reach, just remind everybody.
And this is where that Lake Street change has happened.
But the overall stream alignment
of what you saw for 30% to 60% really hasn't changed much,
just been a little bit more refined.
So let's just talk about some overall stream cross sections.
And then I'm going to go into the stream bank's north
of Norport and then I'll go into the regenerative stormwater
conveyances, like I said, the bridges,
including Lake Street.
And then I'll show you the vegetation plans.
So as you know, we're proposing a series of pools
and riffles throughout the Valley Creek corridor.
Here's an example of the refinements
that we've made to the typical riffle cross sections.
We've added in just more details on the side slopes.
The amount of floodplain we're going to have.
We've been refining it back and forth
with our hydraulic modeling for conveyance purposes.
And just the sizing of riffle material
has just been adjusted.
So the cross section shouldn't look too different
from what you saw, but it just has more of the numbers
have been figured out that you'd see in the plans
if you look on the detail of each and every cross section.
And same thing with the typical pool section, right?
We've updated the depths and the elevations
that actually these would be done.
And so I'm just going to show you one page from the plan set.
I just cut a section out so you could see one of the pages.
So for example, in this bend of the river,
the refinements are to the dimensions of the pools
and riffles, and then we updated the channel profile.
So I don't think those profiles look like that
when you saw 30%.
So since then we've added in the elevations,
each and every riffle, we figured out
what the proper elevation should be,
what the slope on each one should be,
from a hydraulic standpoint, from fishery standpoint,
from just the overall grade of the channel.
So that has really been refined.
But overall, there really hasn't been any,
what I would call significant changes
to completing of the stream design.
It's just been more refined.
But what is new in the 60% is the inclusion of that area
north of Northport Drive.
So in February, and I remember it's February
because there was still quite a bit of ice out there,
we completed a stream walk to examine the stream banks
and the erosional areas to the northern portion of the extent.
Like what would line up with the extent of terrace drive, right?
We went all the way up to that reach of the river.
We noted the root depths, their density,
any existing surface protection.
So like if somebody had placed rock,
or if there was some logs,
or anything protecting the surface of a stream bank,
we noted the bank angle and the bank height,
and the overall length of a stream bank
that was actually eroding.
And so most banks were about four to five feet.
There was a couple that were, I think,
were 10 and 11 feet high,
but most of them were four to five feet high.
Bank angles were about 60 to 90 degrees,
so very vertical banks were in there.
And lots of just shallow root depths and low root density.
So less than six to 12 inches,
it really didn't have a whole lot of depth to the root.
So we categorized then each one of those stream banks,
we went back and grabbed all that data,
and we categorized things into low, moderate,
high and very high erosion rates for all the stream banks
up in that northern reach.
And we're suggesting stabilizing the areas
with high and very high erosion rates.
It equates to approximately 1,700 feet.
It's gonna be a little bit more than that,
because you're gonna have to do some tie-in.
So I'm just gonna use the round number
of about 2,000 linear feet is what we're right now suggesting.
And we're gonna continue to evaluate those areas
as we progress this, the stream banks design here.
And what you can see here is just a typical area
on the left figure where you can see the little purple lines.
That is the place that we're talking about
putting in some of the soil lifts.
So you can see on the outside of bends
is we're talking about putting some soil lifts in.
The figure to the right in the lower right-hand corner there
shows you where the soil lift would look like.
It's some people call them soil burritos.
That's where you take a piece of erosion control fabric
and you put soil in them and you basically wrap it back
like a burrito and you can see them, you can plant them,
you can put live stakes in between them
and it helps stabilize that stream bank.
And there's a picture of one up on the top.
This was one that was built with forms
meaning they use wood forms.
So that's why it's got a very straight edge to it.
If you don't use a form, they don't have
that straight edge look to them.
So we can talk about what you'd actually want it
to look like as far as using forms.
But let's see here.
The other thing I wanted to point out on the figure
on the left there is the things that you see
with the purple boxes there
and then the little stippling between them.
That is one of the regenerative stormwater
conveyance systems.
And so that's the area that is the drainage path
that's feeding from Britwood Hills, the pond that's there.
And so this is one of the places
that we would want to do one of those
regenerative stormwater conveyance.
It's where we would have a series of step pools
and infiltration areas as a drain of transitions
into the main channel.
So we have some designs for each one
of the regenerative stormwater conveyance systems
throughout the plan set.
There's, I think it's 13.
I should know the number.
I think it's 13 of them throughout Valley Creek.
And this is just a zoom in of what one
of those regenerative stormwater conveyance systems
would actually look like.
You can see up at the top end
where you start with a riffle
and you transition into some of these more rocky areas
and then there's some larger rocks and it cascades down.
So they're designed to slow down, filter,
and treat the stormwater.
That is what reduces the pollutants
and before it reaches the waterway.
That's what those are doing.
So in the proposed Valley Creek plans,
there are two different types
of these regenerative stormwater conveyance.
There's one that's included
is more step pools leading into a riffle wear
and there's the step pools leading into a cascade wear.
They're very similar, has more to do
with what type of rock and the grade
that you're changing them on there.
But you'll see in the plans, two different kinds.
And that is what they're typically gonna look like
and the length of them will vary depending on where you are.
Norport drive crossing.
Last time we talked to it 30%,
we didn't have sizing done for the bridge at Norport.
We now have figured out what we need
for hydraulic capacity, what the size is going to be.
It's 83 feet long.
So an 83 foot wide on the roadway.
It's 28 by seven precast three set of culvert
is what the one at Norport is that we're proposing.
And then it hails trail the same thing.
We didn't have sizes done that
and we do now it's about 106 feet long,
42 by 10 three sided culvert again.
And here you can see at hails trail
too there's another storm water conveyance system
that we're proposing that's coming in right there
on the left bank.
I'm sorry, right bank, right bank.
Got a quick question for you on there.
Why do we have the length so much more
than what it is from back to sidewalk to back to sidewalk?
Because this is one that we're,
I don't think it's that much longer.
Are you saying, oh, oh, that's just
because of the side slopes coming down over the top.
Oh, okay.
That's I see what you're talking about.
The projection on the two sides.
Yeah, it's the side slopes coming down.
Okay, so that's, it's more effective either cost wise
or whatever to go longer that way
than to have a larger head wall.
Yes.
And also for safety purposes too, right?
We didn't want to have a steep sided.
We want some four to one slopes,
I think it is going down to the sides.
Okay.
So that is something I can bring up
with our transportation engineers too.
So you'll see later when I talk about Lake Street,
we're having our transportation traffic engineers
look at all three of the bridge crossings
from a traffic efficiency, from a safety point of view.
That's something that's happening right now.
Yeah, because on a local road like this,
you really, you have a clear zone
except you don't have a clear zone
like you do on a highway.
So you really wouldn't need to have
any vehicle safe barrier on the outside.
That just a railing would be enough to keep bikes
or pedestrians from going over would be adequate
in that perspective.
But saying that, this is safer
if a car were to go off of the edge.
And I think with the sidewalks being there too,
I think that's something that we were looking at,
but I can talk to them specifically about it.
Melissa, do you remember any other reason why?
I think we talked about it from a safety standpoint.
Was our main concern.
Oh, one of the other things I wanted to point out,
the cross section of the bridge there,
and you can see where the channel is,
it's pushed over to one side.
That's because first of all,
the channel itself is meandering through here,
but we are looking at the possibility
of aligning the stream to one side of the culvert
so we can actually have a bike path going through
the culvert itself.
So we're working on that right now
of how much head clearance do we need,
and can we get it if we shift the stream over
to one side and have the bike path going through there.
So that's something that we're looking at now.
But perhaps the largest change,
and this won't come to surprise to any of you,
but since the 30% in October that we're proposing
these changes at Lake Street,
which the Board of Public Works,
you guys saw a presentation on it in March,
the alternative is shared with City Council last week,
and we're progressing the design towards 60% right now.
You can see a few updates have been made
since you've last seen it,
but I don't think it's anything
starkly different than what you've seen.
We just refined a few things.
It's really more about colors on here,
I think than anything.
Same thing with the parking spaces.
They're the same that we are showing you then.
It's the increased green space
that improved fish passage that we talked about.
I can tell you guys, we've gotten further
with the hydraulic modeling,
and we are showing a significant flood risk benefits.
I will say it's preliminary,
but it's about a three foot drop of water surface.
That's significant by opening up Lake Street.
Three feet is, that's a lot.
And the world of hydraulics,
when they tell you a no rise,
you're going down to 0.001 inches is what we're feet
is what we're usually looking at,
and for me to say three feet,
it's one of the largest drops I've seen.
I'll say I'm like in an urban area of modeling
that we've done for a reduction.
So significant.
And like I said, we're having our transportation
and traffic engineers look at this
because I know there were some concerns
about when you're coming down the hill,
there's a parking space there,
the turn radius going over to the wastewater treatment plant,
things like that,
we're having them look specifically at the safety elements
and just the efficiency elements of that.
And the other thing that's new in the 60% design
that wasn't in the 30% is,
I just want to highlight is,
we've now added in the native seeds,
the shrub and the tree planting plants.
We're going to be planting throughout
the whole Valley Creek corridor,
preliminary seed mixes and woody plant lists
are included in the 60% plant set.
And we're going to be refining those plant lists,
working with our stakeholder group
that consists of partners such as
Wisconsin Coastal Management,
Surpac, Wisconsin Bird and Bat Conservancy,
the city of course in Stantec.
So those are the biggest changes.
I thought now would be a good time to,
of course, thank the project team,
the city for all that you've helped us with over the last,
between the 30% to 60%.
And I would love to hear what questions you guys have.
And I can page through something
if you want me to go back.
Sure, I have one real quick.
You had mentioned funding for the bridge
at the mouth of the creek at the lake.
What type of bridge are we looking at there?
Is it just a pedestrian bridge
or something that an emergency vehicle
can drive across also?
Yeah, I think we really haven't designed those elements.
So the one thing I think you were going to mention
is that some of the,
we are going to get to 90% for the stream project,
but some elements like maybe some of the bridge designs
and the recreational trail
are going to maybe linger a little bit.
And that's okay.
Like the biggest goal was the stream
because we wanted to meet some funding timelines.
So we can design it however you guys need it to be.
And if safety vehicles are a priority,
then that's what we will do.
Okay, thank you.
Yes, just a quick comment.
I do appreciate all the time and energy
you have spent on that
and all the time and energy you have shared with us here.
Because not only do we get to hear it,
but our constituents get to hear it on YouTube
at their leisure.
So thank you.
It's a, and thank the staff too.
I appreciate all your work listening to us ramble on.
All right, any other questions or comments?
All right.
Thank you.
Look forward to seeing it start to get built
hopefully in a year or so.
And I don't think I'm here next week.
So I won't see you then.
Okay, we'll wait till next month.
All right.
Then we'll move on to item six presentation
of tit number five, project planning.
All right, I'll use the dead air space
to introduce these guys.
So we have with us Ben Wood from Strand
and Aaron Grohl from Kapoor,
who are going to make a presentation
on what the next five years
may look like as far as project planning
and implementation related to TID-5,
which of course involves everything
from extending water up into Canalesville
to increasing the size of the sewer interceptor
running from down Terrace Drive
and all the way down to the wastewater plant.
So there is some synergy between this project
and the Valley Creek project
because the sanitary interceptor runs
through the Valley Creek corridor.
And if, yeah, Ben is, so as you know, Strand
is the city's consultant for most of our water
or water and wastewater projects.
And so they are essentially providing that direction
to the Kapoor team
who are designing many of these projects.
And so they are working in tandem on this
and we meet every week to discuss these things.
Yeah, I apologize, give me one more minute
to give this another shot.
Well, as we wait to let everyone know
that the radar looks pretty exciting to our west.
Thanks.
Valley Creek is, we're going to be
honestly, it'll help us with a story like a kid or something.
Yeah.
Hopefully they're in the basement right now.
Now, the nastiest part looks like it's heading
for a theme spell in that one, so.
You know, it's not a city break, look at it.
Computer is not happy with me right now.
I'm happy with the cake.
Yeah.
Oh, we don't get softball size hail.
We're good, but it looks like
we're just going to get a little water.
Okay, I apologize, the screen will be slightly reduced,
but I think we will be able to work through it this way.
You want to just going to get back to here first.
You want me to project it?
Do you have the ability to bring it up?
Otherwise, I'm fine to roll with this.
This will just not be as smooth as as hoped,
but we will still get through this.
Yes, thank you very much for bringing us out here tonight.
The intent of the presentation tonight is to give everyone
a little insight into what Kapoor and Strand
and the city staff have been collaborating on
to develop the TID project plan
and how the planning for those projects is coming together
and what the next five years of those projects will look like.
So we'll start with a brief overview of the TID project plan.
We'll go over some of the key planning issues
and the impetus for those projects,
the upcoming planned projects categorized by city coordination,
vantage and adjacent areas, offsite projects,
other city capital improvements.
There's a project index and project summary at the end.
So first off, the TID project plan overview.
This is a developer finance TID,
which is important to note,
the developer is at risk for the financing of these projects
and that is all established
in the recorded development agreement.
The TID project plan,
the cover page of which is shown here
and developed by ELLERS,
identified approximately $180 million of total city-led
public infrastructure projects.
The basis for that project need was categorized
into expanded service area, redundancy and resiliency
and capacity needs.
Approximately $100 million of those city-led projects
are described in this presentation tonight
as slated for the next 100 years.
And Erin and I together have collaborated
in helping to plan those projects.
This map shows the project site overview.
You may recognize this from many past presentations.
The vantage lands are shown in yellow and pink.
The yellow is the southern portion of the site
that's currently being developed, the pink.
There are no site-specific plans proposed for that,
but that's also part of the vantage lands.
The Canalsville obligation area is shown in blue.
And then the logical adjacent lands are shown in green.
The city may not have like an overt intent
to serve the green lands with municipal utilities.
However, the Southeastern Wisconsin Regional Planning
Commission or sewer pack asked the city to plan
for what adjacent lands might logically want
municipal utilities or be connected to municipal utilities
once they're run up to this portion of the city as shown.
This map shows all of the upcoming planned city-led projects.
This is just an overview map.
We're gonna spend a lot of time in tonight's presentation
kind of getting into these in more details.
The project categories include developer-led TID projects.
I understand Graf made a presentation
to city council last week on some of those.
This map, which shows the city-led TID projects.
And I just wanna point out that when you see zoomed
in portions of this map, you'll be able to see
that each project is labeled with a project ID
such as 26-1.
That represents the intended construction start year.
So obviously 26 is intended to start yet this year.
And then we're aware of other city capital improvements
that need to be coordinated.
The scheduled drivers for these city-led projects
have to do with occupancy on the vantage site
and the Canalesville Obligation area dictated
by an inter municipal agreement.
Citywide coordination is a major impetus
for making this presentation tonight.
And it's something that our staffs and city staff
have been working on together
through ongoing meetings over the last several months.
These projects touch every corner
of the city of Port Washington.
And the success depends on strong coordination
across public partners, community organizations,
businesses and internal operations.
The approach is multi-faceted to coordinate early,
communicate clearly and keep the community
moving forward together.
This graphic just demonstrates the community
and inter-agency coordination efforts
which range from education partners,
regional partners, utility and infrastructure partners,
known tourism and events, businesses,
waterfront and city operations stakeholders.
The strategy here is to roll this out
to Public Works Committee,
this whole TID project planning
to Public Works Committee tonight.
And next week again to City Council,
get your input and feedback on that
and city staff intends to have outreach
with these entities forthcoming and ongoing.
This is the first slide that's going to dive in
to some of the specific projects.
The presentation or our thought process
in presenting these is to group the projects together
by need.
So 2026 construction start-year projects
are primarily focused on what is necessary
and essential to serve the vantage lands
being developed right now.
And you'll see as we roll through the presentation
that other project needs
kind of drive the coordination
of various other groups of projects.
What this map shows,
and I'm going to attempt to use the laser pointer here
behind us at least,
there's these two blue stars
that represents the point of connection
from Vantage's on-site private utilities
to the city's public utilities.
Vantage has requested that looping
or service extensions, I should say,
to these points of connection be completed by 2027.
And those projects are shown here, there's three of them.
First is County Highway LL Water and Sewer.
This project is nearly substantially complete.
And we're talking about within weeks,
but that is shown in the black line work here.
Next up is Project 26-1,
which would loop water main from the Thomas Water Tower
along Main Ranch Road
to loop toward that southern point of connection
and include some water main
going up through a portion of Canalesville.
26-2, the main driver is water main
and that project is water main only to loop
to that northern point of connection.
One of the strategies overall
in trying to coordinate these is to minimize disruptions
and detour routes to the extent that we can
or the duration of detour routes.
So with Project 26-1,
because we know that the city is obligated
to also provide Canalesville with sewer utilities
while the main driver is water means,
while that road is opened up,
the intent is to accomplish the sewer infrastructure there
as well.
I'm gonna turn it over to Aaron to talk about
a couple project specifics
and Aaron just hit the over key to advance.
All right, thanks Ben.
Good evening everybody.
Hopefully we can get through here
before these big storms come through.
So just real quick to add on to what Ben was just talking
about, 26-1 is the first of two projects
that we're planning on completing
and constructing this year and into early 2027.
This project would connect a water
near the water tower across I-43 up to Mink Ranch Road
and from Mink Ranch Road all the way up to
where we finished this winter on Highland Drive
near the bridge that goes underneath I-43.
And then also as Ben just did,
extending also up north on KW
to approximately where the boat storage facility is.
If you know where that is,
that's the north limits of this 26-1.
So there's about 8,000 feet of water main,
3,000 feet of sanitary sewer.
And then also the ability for the residents
and property owners in Canalsville to connect
with sanitary sewer laterals and water services as well.
The purpose is to add an additional loop
across I-43 for redundancy.
So that's the second line where we would cross I-43
near the water tower.
And then also to serve the Canalsville obligation,
which is part of the agreement
for annexation of this area.
When you say near the bridge by 43 by the creek,
are we, is this going to go down under the bridge
along the railroad?
Or are we going to bore under 43 just for a pipe?
We'll bore underneath within a casing pipe
on the east side of the railroad tracks.
Okay.
All right.
Thank you.
So the project schedule,
and I'll discuss this a little bit later
in a couple of slides down as far as subject permitting,
but our plans are at about 90%.
We, and the intent is to go out to bid in April or May.
And the construction timeline is about three and a half
months to complete this work.
Okay.
26-2 is an extension of 26-1.
It starts from the boat storage facility again
on KW heads north to Lake Drive,
and then heads east on Lake Drive to connect
to that northern star, the blue star
that Ben was referencing before.
So that's the secondary access point to the vantage site.
This is again, just water main,
about 11,000 feet of water main.
The intent is to provide looping
for the vantage project site itself,
and also to serve the obligation for Canalsville.
Next slide, we'll talk about the permitting.
The timeline is subject to permitting,
but our plans are 90% complete.
Again, intent is bidding out in April or May,
and this project will last about four months.
So key considerations.
We, first of all, are coordinating with PSC and DNR already.
We've had several meetings with both.
Because there's over three miles worth of water main
that triggers us to require
for a construction authorization permit from PSC.
So they'll be reviewing, we expect to apply to PSC
and DNR for the water sewer,
notice of intent all within the next couple of weeks.
Upon approval from PSC, we'll start construction,
and as Ben mentioned earlier,
the intent is to try and have the water
up to the northern connection point on Lake Drive
by January of 27.
One other item to note is just the phasing.
We're completely aware that these two projects
will likely have to be constructed concurrently,
but we will specify in each project
that 26-1, which is basically
from the boat storage facility to the south,
needs to be completed first
before the work on 26-2 starts to the north of that.
That way the contractors aren't tripping over each other,
and it's a little bit easier for the residents
that are along KW for those two projects.
And then on the right side,
you can see we have a draft detour map.
This will be refined a little bit
as we finalize our plans in the next couple of weeks,
but this, it is key to make sure
that we are addressing how the residents
could get around these projects
in conjunction with all the other work
that's occurring out on this project area.
All right, from that, I'll turn it back over to Ben.
Thank you.
The next category of projects still has to do
with the vantage site and completing the utility loops
along the east side and back to the north point.
So we can see, let's see, let's start with project 29-1.
It kind of takes off from Highland Drive
and follows County Highway LL,
kind of all the way up to a point
where we've identified the need for a sewer lift station,
which is project 28-3.
But again, you can see on 29-1, water, sewer, gravity sewer
and the force main are all slated
for the same construction year
to just try to limit that road's disruption to one year.
The sewer lift station is slated to happen
in a different year for a couple of reasons.
One is the lift stations just take a longer duration
to construct, they have more equipment,
especially electrical components,
generators, control panels, et cetera,
that have longer lead times.
So it's not going to start in the same year
that the utility extensions do,
but they will be coordinated to complete at the same time.
Projects 30-1 is kind of outlined in Brown here
and it just kind of turns the corner
from that plan lift station location
back to that northern point of connection
to the vantage site.
The primary driver for that, again,
is to complete a water main loop,
but while the roadway is being worked on
to put in gravity, sewer in those areas as well.
The Canalesville obligation area is demonstrated here
in the map, which is actually a comprehensive land use
plan map for Canalesville.
Just at a real high level,
Canalesville is an unincorporated area
within the town of Port Washington.
There's an existing city town annexation agreement
that identified that the city will provide water
and sewer to Canalesville.
And the current version of that agreement says
that will be completed by the end of 2027.
We'll talk a little bit more on the next slide here,
how some of that might be adjusted.
This map shows the Canalesville obligation projects.
Some of these are repeat from a past slide.
So 26-1 is needed to loop
to the southern point of connection,
but it also covers a lot of the Canalesville obligation area.
We've delineated these by gravity sewer area projects
and lift station area projects.
And hopefully what you can distinguish
is within Canalesville, which is shown in blue,
there's the solid blue areas.
And then there's a little bit of area here
that's shown with the blue hatched overlay.
And over here on this eastern wing,
all of Canalesville is shown in that blue hatched overlay.
What we've identified is that those are areas
of the within the Canalesville obligation area
that cannot be served by gravity sewer
because the topography doesn't work out for it.
They need to be served by a lift station.
And in each case, that lift station needs to be located
outside of Canalesville.
So to accomplish the Canalesville projects,
we have gravity sewer area planned projects.
We can accomplish those within the 2027 timeframe.
So again, that includes 26-1, water and sewer,
26-2, which starts at that break point
between gravity and lift station area.
That'll be water main only.
And then 27-2 is County Highway H
that'll include water and sewer.
The lift station projects are scheduled
for construction start beyond 2027.
That's strategic.
And Rob has already been in conversation
with the town chair about this.
And so far, they're agreeable to granting an extension
for that timeframe for these lift station area projects,
just recognizing two things.
One, lift stations take longer to construct.
And two, we want to make sure that connections
to that sewer are imminent
before we go ahead and build that infrastructure.
So we know that that'll be put into use right away.
The next category of projects are the offsite
TID improvements.
These are categorized into sewer conveyance,
to convey flows up here from the vantage project site
all the way down to the wastewater treatment plant
and will increase pipe capacity along the way.
There are water distribution projects
that will pump water from the low zone to the high zone
and provide increased space for new equipment.
Wastewater treatment plant planning
and treatment plant site resiliency
will get into each of these categories a little further.
Sewer conveyance shown in this pink project
are interceptor upsizing projects from Terrace Drive
all the way down to the wastewater treatment plant.
This is shown in three different bid packages, if you will.
The delineation between the extents
for each of those bid packages
is being coordinated relative to detour routes
and trying to, again, keep disruptions
to one construction season for each kind of category of user
that might be impacted, for example.
Part of this will run through the inner urban trail.
We want that portion to be completed
all within one year.
Same with Terrace Drive, we want to make sure
that if that's going to be disturbed,
it happens all within one year.
Another capacity increase project is 28-1,
which is to upsize the Jackson Street gravity sewer.
Both of these projects help to convey
what weather flows that the city experiences
due to inflow and infiltration.
Water distribution upgrades.
This is a map of your existing distribution system,
which has two pressure zones.
The low zone shown in purple and the high zone shown in green.
Most of the vantage and canalsville land
is needed to be served by the high zone or the green area.
Therefore, one of the recommended projects, 27-1,
is a new consolidated booster station facility.
We've talked about this at a past presentation,
but this is a critical need project
because currently here water gets from the low zone
to the high zone in part through the Oakland
and Sunset Booster stations.
Those are both aged stations that are at the end
of their useful life, and one of them has experienced a failure.
Next, we have treatment plant planning.
The map here shows the extent of the entire
sewer conveyance and treatment plant planning area.
The service area considered includes the vantage area,
the canalsville area, and other growth that is planned
by the city.
You can see kind of some lighter hatched blue areas
in the green and yellow areas
kind of on the western border of the city.
The facility plan will proactively forecast project needs,
specifically at the wastewater treatment plant
that will be associated with the service area.
The sanitary sewer service area plan
is actually a plan conducted by sewer pack,
the planning agency themselves,
and it establishes the service area relative
to neighboring utilities.
For example, there have already been meetings
coordinating these lands and the delineation
of what lands go to which communities
wastewater treatment plant between sewer pack,
Port Washington and Sockville.
Related to the water treatment plant,
as we've talked about at a past meeting,
the existing capacity is adequate for existing usage,
which is much less than their planning request so far.
The next category is treatment plant site resiliency.
Both the water treatment plant and wastewater treatment plant
are on a common site at the lakefront.
Just heard the presentation about Valley Creek restoration,
and we're hoping that project starts in 2027.
That helps to mitigate flooding risks
at the water treatment plant site.
Bluff stabilization is slated to start in 2028.
The reasoning behind that is that
the wastewater treatment plant facility plan,
which is ongoing and expected to be completed
by the end of this year,
is expected to show a need to expand the footprint
of the wastewater treatment plant.
One of those options could impact the bluff,
therefore we're kind of holding that off
at least in the planning until after that facility plan.
We understand there was a recent event there,
and that might need to be coordinated
or thought about a little bit differently,
but that's how that project is phased at the present time.
I'm not going to go through this line by line,
but just wanna point out that in addition to the maps
that we just went through,
these projects are listed here in this index.
They're color-coded according to the colors
that were on the previous maps,
and they're organized by construction start year,
and then they're also broken down
to a little bit more granular level, for example,
kind of this ochre yellow or pumpkin yellow, if you will,
is all 26-1, that's all one bid package,
but these four different lines just kind of list
the various areas and components
that are involved in that project.
Coordination with other city projects continues to be ongoing
between the Kapoor strand and city staff team.
We actually have a standing weekly meeting
to talk about the coordination of these projects.
We understand, like this plan may show you have an existing
or proposed 10-year capital improvement plan,
and we will continue to work to coordinate
those projects together.
In summary, this presentation provides background
for specific forthcoming project plans and decisions.
It represents approximately $100 million
of city-led TID projects that are planned in the next five years.
Financing is by the developer.
Extensive coordination is ongoing between projects,
governments and departments,
and forthcoming with the community and organizations.
This overall plan will be revised as projects progress,
but we hope that this gives you some background
when future items are brought before Public Works Committee
or Council for specific action.
With that, we'll open it up for any questions.
Any questions?
This one small one.
So we don't anticipate people in Canalesville
to be able to have water until 2030.
That's a great clarifying question.
Let me just get back there.
So this map shows those projects.
I call this the Western Canalesville area,
and they will, water main will be installed
by the end of next year in all of the Western portion.
Water mains over here are likely to not be installed
until 2028 or 2029.
So when you say water, does that also include the sewer?
Gravity sewer over here,
kind of from this point south,
will be available to all of these properties
by the end of 2027.
And we hope, you know, construction
on those projects start in this year.
Over here, water and sewer will likely not be,
water may be available sooner,
but sewer won't be available until 2029 or 2030.
Thank you.
So with the area of water,
it's gonna be constructed up KW and then Easton Lake.
That's, I presume it's gonna connect
into Vantage's line through their parcel,
effectively creating a loop there.
I'm using with a mile of private.
Okay, so we are providing them these two points
of connections and they will have a water main,
I'm gonna call it a backbone that goes through their site
and loops around each of their buildings.
However, that water main will be private
and DNR code dictates that once water
leaves the public utility system
and goes into a private system,
it cannot come back into a public system.
You kind of lose gene acoustity,
control over the water quality and what happens to that.
So from the standpoint of the Vantage system,
the water will be looped,
meaning it can flow into their site
from multiple directions,
but each of these points of connections
will have check valves
or essentially backflow preventers
that won't let that water come back.
So I know that answers your question, hopefully,
but it also sets the table for the need
to go ahead and complete the public loop
kind of around the eastern side
and come back here to the north.
Okay, are we meter, you might not notice on it,
are we metering their water usage
then right at those points?
Yes, great question.
And the answer is yes, yes we are.
We have kind of been working through a design
that has a smaller meter for their normal or typical use
and a large meter so that as they flush
their hydrants on site, et cetera,
that will all be metered, sold revenue water
for the utility.
Okay, thank you.
Any other?
I just follow up.
So, and because I'm not a plumber.
So, okay, so the water is being metered at those two sites,
but when the sewer that's coming back out of there,
that's part of a different plan
that are not part of the loop.
So, it can flow back, the wastewater
can be flow back easily.
And that's also metered somehow.
Well, I will explain a little bit further
how the sewer works.
That's a great line of questioning.
So, the sewer will flow generally as the lay of the land does.
So, while the water, which is pressurized,
we can push that up to this northern point
of connection, et cetera.
The sewer will wanna flow by gravity
just from north to south through the site.
And it's all planned to come back to the southern blue star.
At that point, we actually have a metering manhole
for the sewer and plans to put in a sewer meter.
So, just like any other typical customer in the city,
the sanitary billing will initially be set up
that whatever drinking water goes through the water meter,
they'll be set up to be billed the same volume of water
as sewer getting returned.
But knowing that this is a very large area
and they could have inflow and infiltration of their own,
we have a separate sewer metering manhole
so that the utility every billing cycle can kind of see
if there's any excessive flows that need to be billed
that are beyond that metered water usage.
And once it's on, the loop is completed
with those be removed or would they be,
because they're the only property owner in that area
or will it remain the same?
Those meters will stay the same at the point of connection.
So there'll be two water meters, one at each star
and then their sewer meter will be just downhill.
I'm sorry, yes, downhill,
but just down here at this southern star.
It's important to keep those meters
there because as the loop is completed,
that's a public loop and that gets into some
of the adjacent Canalsville areas
and the green areas here where,
typical best practice for planning
is to just look at growth over the next 20 years,
but these pipes will have a useful life of 80 to 100 years
and potentially even longer.
So that's why sewer pack wanted to look at
these green areas to just say,
okay, but at some point,
even if it's way in the future,
there could be other connections there.
So those would each be metered separately at that time.
Okay, this is more of a policy question
that may not have been any discussion on it yet,
but so we're providing sewer and water
to the Canalsville area,
which is forever Canalsville in the town of Port.
So we're running up KW, further north than Canalsville.
So as we have utilities available there,
if somebody in there wants to connect to it,
typically if someone wants to connect to city of sewer
and water, we would force them to become annexed
into the city.
Have we done any internal discussions
as to what type of policy we should be considering
in that area outside of the Canalsville area?
If somebody wants connection?
I believe that your very own Rob
is uniquely suited to answer that question.
I thought you were going to answer it,
and I was waiting to see what you said.
No, yeah, so our policy that we tend to impose
would be the same as we always do.
So anyone outside of the Canalsville area
would need to be annexed into the city
prior to receiving sewer and water.
We have made arrangements in the past
to provide those services,
but there's always an annexation agreement
that executed where in those cases
where they cannot annex,
that they would annex upon the ability to annex.
So ultimately, the simple answer to your question is yes,
they would be required to annex
in order to receive sewer and water.
Okay, yeah, my concern's not so much
with an existing home that wants to connect to it,
but I don't think outside of Canalsville,
we want to encourage someone to build a subdivision
that we're not going to annex.
All right, no, definitely not.
Okay, thank you.
Any other questions, comments?
All right, there's no action on this, I don't believe so.
Thank you.
That'll bring us in onto item seven.
Presentation on 2025, 26, snow and ice control.
Yes, thank you.
Yes, thank you very much.
Okay.
I'll quick do an intro of this too.
Just I asked JD to make this presentation again this year.
We made it last year,
and that's where my memory stops.
I don't know if we've done it prior to that,
but I'm asked him to do this
because I'm very proud of where JD has taken
our snow and ice control over the last five years.
It's something that has been important to me for many years.
I think JD has certainly taken us to the next level again
and snow and ice control and probably the main,
well, two main takeaways I guess I'd start with
is one, if you want to see our policy,
it's on the website under the street department page.
You can read all about the way we plow
and apply salt and brine.
But I think a main takeaway you're going to have out of this
is just the way we have reduced our salt usage,
which not only saves money for the city
and is just as effective as the old way,
which was applying really more salt
than I think was necessary to get the job done.
But I think there's a shift in our street department
of a real concern for the environment.
Not that other guys didn't care about the environment.
I just think there's a greater level of awareness.
And I also think technology and standard operations
have changed in the industry.
And so we've been able to really emphasize the importance
of reducing the impact on stormwater runoff.
So water is important to everyone.
I like to think it's a little more important to us
in Port Washington because of our connection to the lake
and our streams.
And so with that, I'll let JD take it away.
All right, thank you.
So just to kind of start off just a quick overview
and kind of how I want to present this.
If you had this presentation last year,
it's a little bit similar, but things do change year to year.
So there will be some changes.
So the first thing is we kind of go over
like the snow and ice policy, which Rob said
is on the city website.
And then kind of talk about some of the strategies
and decision making that we do,
talk about equipment and new technology that we implement
and then last kind of go over the results
of all three of those things.
So the first thing kind of the backbone of our operation
is our snow and ice policy.
Again, if you're interested, it's on the city website.
It's a really good resource.
It kind of will answer any question you have
going from, you know, like what routes we have,
how many employees we have that get involved
with snow and ice to, if we hit your mailbox,
what's the city's policy?
So there's a lot of good information in there.
And that's again, the backbone of why we do everything.
So like the one thing that I want to highlight out of it
is kind of the executive summary in the background.
I'm not gonna read the whole thing,
but the first part's important.
So the city's poor Washington snow and ice policy
is focused on delivering a service
that is designed for safe travel in winter months,
but is also environmentally friendly and cost effective.
So those are really our goals when it comes to snow and ice,
making it safe for pedestrians,
whether it's on foot or vehicle,
being environmentally conscious and then cost effective.
But we're gonna do that through best management practices,
which we're gonna talk about over the next couple of slides.
And then again, the environmental impact,
like Rob stated, water is very important here.
We live on Lake Michigan.
You're not gonna shut it off.
That's okay.
It's okay.
So is the environmental impact?
So salt is a permanent pollutant.
So anything that we put down eventually
is gonna make it into our catch basins,
which is eventually gonna make it into our storm water,
which is eventually gonna make it into Lake Michigan.
And that permanent pollutant is something
we can never take out of it.
And where do we get our drinking water?
Lake Michigan.
So some of the objectives,
so like why do we go out for snow and ice?
So the first one is kind of like during the storm,
we wanna minimize hazards for pedestrians and motorists.
We wanna do our best while it's snowing
to make roads passable.
Depending on intensity to the storm,
that can be pretty simple or that can be very complex.
And then the next one is once the storm is over,
we wanna restore conditions
to the general public as soon as possible.
So if it's done snowing at midnight,
we're coming in at three o'clock.
And by the time most people get up
and go to school or go to work,
the roads are in good order.
And then last is provide a level of service
that is fiscally and environmentally responsible.
So one of the big changes that we made
is kind of coming up with like a level of service
and determining classes of roads.
So like when we go out,
especially like during a storm,
like we have our priorities.
So the main classes of roads are the first one
are like the mains,
which is essentially highway 32 and highway 33.
So Grand Avenue, Spring Street, North Wisconsin,
those are our mains.
And we include in that the hills downtown.
So South Wisconsin,
Van Buren, Webster, Washington, Milwaukee,
because of the steep grades that they're on
and where they are, things can get ugly pretty quick.
So those are included with the mains.
The next are collectors.
So those are like Port View,
Holden, Northport, Hales Trails,
kind of like medium sized traffic.
And then last is like your residential roads,
which is pretty much, you know, low volume stop signs,
pretty much the people and your neighbors
are the ones that are driving on those roads.
So now what kind of level of service do we give those?
So the mains and collectors are gonna be our top priority.
And especially like during a storm,
that's typically where you're gonna see our trucks.
We're not really worried about residential streets
until we get a considerable amount of snow
or it's done plowing and these roads are taken care of.
So having that focus on the mains and collectors
and then residential streets kind of as a secondary,
but then also the way we treat that.
So mains and collectors are plowed curb to curb
and those are salted at their entire length.
Residential streets are plowed, also plowed curb to curb,
but those are only salted at Hales, Curves and Intersections.
So just that simple policy is reducing the amount
of salt you're putting down.
We're not salting everything.
That used to be what we did when I first started.
Why?
Cause it's easy.
You don't have to train people.
Just tell them after a storm, you salt everything.
This takes training.
It gets guys to understand the classifications of roads,
but just simply not salting every lane mile
is gonna reduce salt usage.
So these are some of the snowy ice control procedures
that we use.
So like anti-icing.
So that's like before a storm, we go out
and it's typically on the mains, hills and collectors
that we focus on, but we'll spray the roads.
So that's where you see the white lines.
Really, all that's doing is preventing snow
and ice from bonding to the pavement.
So you're gonna melt a little bit of snow,
but really what that's doing is gonna give you better traction.
It's not allowing like an ice to form or a hard pack.
So you're gonna get better traction,
but more importantly, once we start to scrape,
you're gonna get a clean scrape,
which means you're salting less.
The next one is plowing.
I think that's probably the easiest one
and the one you see the most,
but that's the mechanical removal of snow.
It's the most efficient way to remove snow
and it's also the one that's gonna give you
the greatest reduction in salt.
And a lot of people will see us
we're out plowing like an inch of snow.
Those are our biggest salt savers
rather than going out and just trying to melt
that amount of snow by being able to plow it
and then minimizing your salt.
That's our greatest reduction in salt usage.
The next term is just deicing.
So that's like during a storm, us putting salt down
on top of snow to try to create a brine,
which enables us to remove snow more easily.
And then last is pre-wetting.
And that's just us applying liquid at the spinner,
which activates salt, salt needs moisture.
So by adding a liquid to it,
you're activating the salt faster
and it also reduces scatter,
which means more your salt ends up
in the middle of the road,
rather than in the curb line where you don't need it.
So liquids, that's a big part of what we do.
This has become really popular,
I'd say over the last like 10 years,
but especially the last five years.
So we use two different types of liquids.
The first one is salt brine.
We use that when the road temperatures
are above 23 degrees.
Air temperatures are important,
but to us pavement temperatures are what's most important.
So that's what we go by.
We have road temperature sensors in our trucks.
So salt brine, all it is a salt and water
mixed at a certain ratio.
We get it from the County.
And then the next one is a beat heat mix.
So we use this one road temps are lower than 23 degrees.
It's a mixture of a 30% beat heat.
So we get it at full concentrate.
So we mix it ourselves.
So it's a 30% beat heat and 70% salt brine.
And what this does is it increases the melting capacity,
but it also can use it in lower temperatures.
When temperatures get low,
salt doesn't work nearly as effective.
So you have to add a deicer to it,
which is a beat heat mix.
And really all it is, it's a liquid deicer.
It uses refined beat molasses.
That's where it gets its name.
But it also has carbohydrates and chlorides,
which help melt ice.
It's a more environmentally friendly
due to biodegradability and lower corrosion rate.
So we tend to use this rather than like a straight
calcium chloride.
That's very corrosive, a straight calcium chloride.
It's cheap, but it's very corrosive
and it's susceptible to re-freezing.
So we go with a, it'll be pay a little bit more,
but we found it's worked very good.
And it's a lot less corrosive.
So this is our liquid storage.
This is at our shed.
So the two tanks on the left,
those are both 5,000 gallon tanks.
Those are salt brine.
And then the smaller tank, the third tank
is a 3000 gallon tank that we get delivered straight
and then the one furthest to the right is the mix.
So we can use a brine in the straight,
the short tank to make our mix on the right.
So this is one of our anti-aging trucks.
So this is a truck that you'd see all
kind of before a storm put in the stripes down.
Our new tandem that we got this year
also has the capability of that.
So now we can send out two trucks before a storm.
So we do a little bit more lane mileage.
And as far as liquid,
so you can see the trucks on the left.
If you look on the back of the truck on the tailgates,
those are 150 gallon tanks.
So we bought those in 2021
and retrofitted trucks that we already had.
So this kind of got us into the liquid game
by putting those trucks, those tanks on the trucks.
And that's used to treat the salt at the spinner.
Again, kind of activating that salt faster.
And then the newer trucks that we've built since
actually have the tanks right behind the cab.
The benefit of that is you don't have to take them off.
So if we have the haul snow in winter,
we're not having to take like the tanks
off the back of the tailgate to dump.
So those tanks are staying the trucks all year.
Plow routes.
So when we do full-scale plowing, we have 14 employees.
So myself and then nine full-time guys
at the street department, three park and rec employees,
and then one employee at the water utility.
So on the roads, we have 11 routes.
We have six five-yard single axle dump trucks,
two tandems.
Those are all equipped with front plows, wings,
salters and liquid.
Five years ago, we had four salters.
Now we have eight salters.
It makes a big difference after a storm,
getting the salt down quicker and kind of restoring roads.
And then we also have three loaders.
Those do a lot of like cul-de-sacs, dead ends.
And that's the only thing that after a storm,
now it has to get salted are those loader routes.
We also have two alley routes.
We do those with a pickup truck.
And then we actually have a tractor with a front plow.
And then we have three sidewalk routes
that we do with compact equipment and then parking lots.
So all together, we have 16 routes, 14 guys.
So after we're done plowing,
park and rec employees will take care of sidewalks.
So that's kind of the way till everything is done.
And then we go out on sidewalks.
Let's talk a little bit about growth.
So over the last like six years,
we've had like 2.6 miles of additional growth.
So that's actually 5.2 miles of plowing for lane miles.
So that's Farmview, Sex Engine, Newport, Vista,
Highland Point, Greystone, Joseph Court,
Spruce, Hidden Hills.
And that's all on the west side.
You know, we are now having growth on the north.
And I think we're gonna have future expansion to the north.
So that growth on the west side has been pretty consistent.
Just some more of our equipment.
So we have the two tandems.
So the truck on the left, that's a brand new truck.
So that has the capacity to haul like 600 gallons of liquid
and 12 tons of salt.
And then it also has a spray bar on the back,
which is a nice option, especially like during a storm.
If the temperatures are right, a little bit warmer,
we actually don't apply like any salt on the mains.
We'll just plow and apply liquid brine.
So, and then that's one of our three loaders on the right.
This has probably been the biggest game changer for us.
You know, I go into like some of these seminars
and there's a lot of,
everyone talks about salt reduction
and being environmentally friendly.
But at the same time, everybody knows that,
you know, you have to use salt.
It's one of our greatest tools.
But to me, I think the more you can plow and remove the snow,
the less you have to salt.
So these metal plus plows, we now have four of them.
And if you look at the bottom,
you can kind of see how that plow
matches the contour of the road perfectly.
So a traditional plow would be an 11 or a 12 foot
straight carbide edge.
So if that plow was sitting on that road,
half of it would probably be about four inches off the road.
So you're not scraping anything.
You're leaving that amount of snow behind
where these plows will match the contour of the road
and get pretty much every little bit of snow off.
So when we're done going through,
you're almost on a bare of pavement,
which means you have very minimal salt needed,
especially like early in the year and late in the year.
I mean, February and January,
we need to have super cold temperatures.
You're going to get that hard pack.
But these get you down to pretty much the bare pavement.
And I can tell you, I plow on the north end
and East Norport, we all know is not that great of a road.
Traditionally, like especially January and February,
that road hard packs super bad
because during a storm, it gets a ton of traffic,
which means it's packing the snow down
and then you can't get all the little dips and stuff.
Well, this year we had this plow on that road.
And like during the storms,
it's down to like bare pavement and restored
to like wide open like the next day.
So these plows make a huge difference.
And then just talk a little bit about training
and calibration.
It's like every year myself and the guys
do some sort of training,
whether it's through APWA or Salt Wise
and the Milwaukee River Keepers
down at the Freshwater Science and Milwaukee.
Just talking about new industry standards,
salt reduction strategies.
The other thing is just making sure
that our equipment isn't good working orders.
Like when we set our, our Salters to 200 pounds per lane mile,
we know that's what we're putting down.
We're not putting down 400.
So every year we go through equipment
and make sure that it's dialed in.
Weather, the biggest, the hardest thing is,
is knowing what the weather's gonna be.
I always say, if you can tell me
when it's gonna start snowing,
when it's gonna stop snowing,
how much we're gonna get the decision making process
is pretty easy.
It's never that easy.
Because the weather's always a gamble, you know?
So yeah, we watch the local weather.
I do have ties over at Ozaukee County.
They get weather through the DOT,
which is pretty accurate, forecasting.
But then we also have these.
So it's an R-West.
It's a road weather information system.
So we have one of these at Grand Avenue
and Summit and Tower.
So it's a camera, which is super nice.
So I could call the middle of night.
I don't have to, I can check out what the camera's doing,
but this also gives me pavement temperature,
which is huge.
Air temperatures, wind speeds,
it'll give me a local forecast for us specifically.
So it'll give me projected snowfall totals,
snowfall intensity, humidity, dewpoint,
all those little things that try to make my job easier.
I was making a decision.
Here's a little history on salt usage.
So this is the last 12 years.
So on the left there, you can see
that was before we got liquid.
And I'm not saying liquid is the only thing
a part of this is our strategy.
But you can see, on the left there, 700 tons,
1300 tons, 800 tons, 850,000, and 202600.
And then on the right, you can kind of see
those numbers tend to get a little bit lower.
So 594, 60, 350, 475, 550, 320, 321 for this year so far.
So you can see there's a general trend.
And again, not every year's apples, the apples,
but there's a general trend there
that we are significantly lowering our salt usage.
This I thought was pretty telling.
So I was able to get some numbers from Grafton.
So you can see since 2020, we're using about half
as much as salt as our neighbor.
And really pretty close comparison as far as size.
So they were doing a pretty good job
as far as reducing salt.
I said these numbers are almost in half every year.
You know, and the biggest thing is like, you know,
it's a fluid process.
We just had our kind of end of the year review
with all the guys last week kind of talking about like,
you know, changes that we made going into this season,
how those changes worked, kind of tweaking things,
looking into next year already,
well, everything's still fresh ahead.
So every year things change a little bit,
whether it's how we handle routes,
getting new technology, new equipment.
We're always looking to improve the process
and the procedure and then just kind of do a review
at the end of the year.
So I'm glad it's done for the year.
This time of the year is always good for me.
I like trying to sleep through the night.
Yeah, hopefully we're done.
But yeah, I mean, I give a huge credit to the guys too.
You know, when we first talked about like, all right guys,
we're not gonna salt everything.
Well, it was kind of like, all right.
But like, you know, it takes years,
but we've gotten a lot of buy into the guys.
So a lot of that is a credit to them.
They do take a lot of pride
in trying to reduce salt usage.
Well, still providing, you know,
safe traveling for the general public.
You know, I give those guys a lot of credit.
You know, it's not just me, it's a team effort.
And the biggest thing is like, is their dedication.
You know, it's not a fun guys give up weekends up north
or plans with their family.
I think they all know like, you know,
if it's gonna snow on Christmas,
we're gonna be in working.
So again, just a huge credit to those guys,
credit to the team.
And yeah, I'm glad it's done for the year.
So with that, I'll take any questions.
Any questions?
No?
Yes, thank you.
Report.
Yeah.
All right, then we'll move on to item eight.
Consideration and possible action on construction change
order five at the water treatment plant.
Roger will take this one.
Dan was supposed to be here tonight,
but he was traveling and is being delayed.
So, Roger's all along.
All right.
So remember, last board meeting,
maybe it was two board meetings ago.
He says we brought to change or we said,
hey, our contingencies used up.
So since then, we've met with the general government
finance committee, kind of talked to him about
what we see as change orders coming up,
what sort of, what we're anticipating and needing
and money, it's roughly a little bit over a million dollars.
The water plants in good shape fiscally
that the money's there in reserve.
So that's essentially what's funding this change order.
So you can see this change order is almost 680,000 dollars.
Again, I'll knock on wood.
I think this puts us in pretty good shape
of staying underneath the amount
that we worked out with the general government
and finance committee.
I want to highlight a couple items
in this change order specifically.
So item 54, the vacuum prime system.
Last change order you approved buying it
because there's a long lead time.
It's something we need to have to make the pump,
to make the raw water pumps work,
which is the very first process
of making clean water for people to drink.
For whatever reason was not included in original design,
so it had to be added.
So that's almost 88,000 dollars of this.
Item 55, chemical green changes.
That's another 122, another big ticket item.
So that work also is not currently done.
But in the garage of plant two,
we have basically is our polyphosphate tank,
which is a critical chemical I have for our processes.
It basically provides a corrosion control.
If that tank were to get damaged or leak,
or leak because it's damaged or leak anyway,
I mean, basically we're shut down.
We need to add this chemical to our process.
So it's in the garage.
It is at risk to get hit by vehicle.
Somebody comes in, whatever,
looking at their phone in their car.
So far it hasn't happened,
but it's a risk that we're there.
The other thing that happened
is the electrical component design
for the water plant was largely specified
with the intent that it was going to sort of be design built.
Well, it turns out they needed the back wall of this garage
where this tank is located
to put many of their electrical components.
And in a cold reason state,
they need four feet of clearance.
So all of that combined,
as we just said, it's best to move this tank
to its own separate facility,
remove the risk of it getting damage inadvertently,
put it in cold compliance with the electrical.
It couldn't go, we have a room available
with the chlorine storage, but they need to be separated.
So the room is big enough,
but essentially we have to build a second room
for this tank.
And then this cost also includes
then all the subsequent plumbing and stuff
then the rewrote the lines for the chemical.
Item 57, $15,000.
This essentially is a mistake on our engineer.
They'll be reimbursing us for this cost.
It's included in this change order.
We have a contract with CD Smith.
We will pay CD Smith.
And likely what will happen is we'll just deduct it
from our engineer's next pay request.
Unless they want to send a check separately.
But.
And then the largest item on here, almost 300,000,
is we want to change the filter media in plant one.
And slightly, this also includes plant two,
but it's largely plant one item.
So plant one filters were redone in the late 90s,
I want to say.
And when they started the design of this project
in 2018, 2017 and that they tested a filter
about everything about SPACs.
But here were 10 years later,
the material has typically a 30 to 40 year design life.
So we're getting close to that.
And we're changing the,
we have to change the material in plant two.
Plant two has a water back wash system.
Plant one has an air wash system.
So the design was include plant two
is to change the filter, change it to air, air backwash,
which is a more efficient process.
So plant two is covered.
So then as we're going through this,
the plant used to for taste and order control
add a powdered carbon.
It was a tank on the second floor.
They had to climb a ladder with a 50 pound bag
of this powdered carbon, which is charcoal dust
for lack of a better word.
And dumping it into this tank makes it up,
send it, it was very, it would not pass any health
and safety requirements at this point in time.
So that's been eliminated.
So we'd like to change the granular
or the anthracite carbon that's in the filters
to what's called granular activated carbon,
which is more of a powdery substance,
the acronym for it is GAC.
So the other thing with the GAC,
essentially it's got more surface area.
It'll take out more,
it'll take out more pollutants,
it'll function as taste and order
on an ongoing continuous basis
rather than when you think you need it.
It's also gonna be a better material
for what we call emerging contaminants,
pesticides, fertilizers, pharmaceuticals,
things that people tend to flush down their toilet
that do not get removed at the wastewater plant
that end up in the lake,
which then we treat the drink.
So those are the large items in the change
or I'm happy to go through any of the other items on here.
But as I said, I think we're in a good position,
you know, knock on wood again here
that we're gonna finish up
with the money that we have available.
All right, thank you.
Yeah, I think this is all reasonable stuff.
And yeah, it's once again,
a lot of stuff that should have been caught earlier,
but it's not an expense that we wouldn't have had
if we had been caught earlier,
we'd be paying for this anyway.
So it's, I don't see it as being, you know,
something extravagant or unneeded.
So that said, any questions or comments on the board?
Yes.
I just have one small comment.
I was fortunate enough to be able to have a tour
with Dan and Roger.
And it was very evident that the former plant manager
and the current plant manager
had different visions for this project
and due to this change,
we were very fortunate because our current plant manager
has a vision that aligns with the future
and this is our opportunity to make these corrections
before we have to rip things apart and start over again.
So I would make a motion
to approve the staff recommendation.
All right, we have a motion on the floor
from older woman Miller.
Is there a second?
I'll second.
Second from Mr. Pauli.
Any discussion on the motion?
Seeing none, all those in favor say aye.
Aye.
Opposed?
Motion carries.
And I will offer anybody else on the board
would like to take a tour to plant
which we're happy to walk you through.
I'm fascinated by the process, you know.
It's a good tour to take them up on it.
All right, that brings us to item nine,
consideration and possible action
on a revised proposal from Gremmer and Associates
to design the proposed 2027 street improvements.
Here, can you?
Well, this is coming up, I'll just lead into it.
So JD bailed, but essentially January we approved
the scope of work for Gremmer for 2027.
And then as pays the results got in,
we talked to JD, Rob and I talked a little bit more
to ourselves, we kind of thought, you know,
Holden running up from James up to Berry
is even though it's, well, James,
the North part is not that old.
And then Jefferson, the Walters, not that old,
we just thought it would be best to overlay it.
So not do complete street reconstruction,
but to include an overlay on that
and then take the reconstruction up to Berry
from North part to Berry.
Okay.
That it?
So I don't know if we can get that on screen.
Well, if we can't get it on screen, that's fine.
It's in your packet.
There we go.
Yeah.
So you can kind of see this green area.
Let me zoom a little.
The green area is what we were planning on doing.
The blue area we'd like to include
as what we would call a millen overlay.
For anyone that's not familiar with that,
that basically just means we take off the surface of the asphalt
and put new surface down for the asphalt.
So everything else stays in place.
And then the red up top here is,
we would like to add that as part of our reconstruction.
We have money in our design budget to do this work.
I'm just going to say with construction budget,
with current events in Iran, asphalt's more expensive,
plastic pipes more expensive, diesel fuels more expensive.
I don't know if we will be able to construct all this,
but I would like to get the design done.
Okay.
So with the green area being changed to an overlay
on Holden between Fairview and James,
there's a lot of water main breaks in there.
Let me back up.
The green would still stay as reconstructed.
Okay.
Green still reconstruction.
Okay.
So green and red is reconstruction.
Okay.
So the purple is what is becoming just an overlay.
Yes.
Okay.
All right.
Then I'm not quite so concerned about that.
This is to be done in all of 2027.
Is it going to be one continuous street closure
or will it be done in sections?
So design will be done in all of 2027.
Okay.
Ideally construction will be all in 2028 as one project.
But as I said, we may not have construction dollars to do it all.
So that that'll be something we'll have to work through in a budget process.
That would be summer.
Most likely our road projects tend to start in late March,
early April and run through September.
So this would be set up because it is between the two schools.
We would have to set this up as work.
Work starts.
And we have a large summer school program there.
So I'm just, it needs to be done, but that's very busy road.
I'm sorry.
26 is design 27 is construction.
Yeah.
Sure.
Yep.
Seven one.
Seven one question.
So I think it makes it's logical to do the design work now.
I think since it's all relative to each other,
if for some reason we can't do a portion of the construction due to financial constraints,
how long are those designs typically good for?
Like, would there be a chance we have to go back and do design work if we had to push it off a couple of years?
For a project like this, no, if it's within a couple of years.
And especially this neighborhood, you know, what would trigger redesign would be if there's like new development or something else.
And you got a new driveway or something that you're trying to accommodate that wasn't there before.
But generally, the thing that changes the most that could potentially change most would be like a survey cross section.
And this is basically built up neighborhood.
I would not anticipate anything here changing in five years time.
Yeah.
Your DNR permits expire after a couple of years.
But other than that, yeah.
I don't see anything design wise on this that I would probably be good for 10 years or more without any major change.
Any other comments or questions?
No.
Seeing none, I will entertain a motion on this item.
I'll make a motion to approve.
All right.
We have a motion from older woman Miller.
Is there a second?
Second.
We have a second.
Any questions on the motion?
Seeing none.
All those in favor say aye.
Aye.
Opposed?
Motion carries.
All right.
That brings us to item 10 consideration and possible action on the municipal separated storm sewer system.
MS4 permit annual report.
The always super exciting MS4 report.
It's the most exciting thing we do all year.
All right.
It's been a long night.
So, the MS4 reports in there, if anybody wants to reach out to me and ask questions, please do.
The bottom line.
So, let me just give you a little background that because the size of what Port Washington
is, we are required to have a stormwater permit under DNR rule and our 216, which includes
this MS4, which is municipal separate storm sewer system.
This is a mall phone.
I usually forget one of the essence.
So, MS4 is what we call it.
You might hear some people call it a 216 per minute community.
So, we need to report to the DNR on an annual basis what we've done related to stormwater.
So, we inspect our publicly owned stormwater detention ponds and rain gardens and infiltration
We, a lot of the subdivisions and stuff will self inspect their detention ponds report that
to us.
We'll do some audits of their inspections and some will just go out and inspect.
We have to check our outfall, our large outfalls to see if there's anything that's connected
into the storm sewer that shouldn't be connected like a sanitary sewer or some sort of industrial
runoff.
We have to do some public education and outreach, which we contract.
Sweet water, which kind of does that through Southeast Wisconsin.
And they do it.
So, they have a lot of communities.
So, they got a bigger budget.
They can do some real outreach versus us trying to do it on their own.
Construction site pollution control, that's a big one.
So, all of our commercial developments over an acre and this year we have six.
We have to, as part of our MS4, we need to do monthly inspections.
Any construction site over an acre is required to do weekly.
So, if it's our project, like the road project, county highway, all public safety building.
We inspect those weekly and required.
So, all that gets reported to DNR.
So, I guess the kind of bottom line, we're in pretty good shape with our storm water.
It can always get better.
It's sort of like what JD said with the salt.
Anything that anybody throws on the ground, on the road, near the road, near a drain, geologically
speaking, is a short trip from there to the lake to our drinking water.
So, we just want people to be conscientious of, don't throw it on the ground unless you
want to drink it, basically.
So, I guess I do need a motion for a permit to accept a report.
If anybody would like, full copy reports in your packet, if anybody would like to sit
down with me outside this meeting or I can come back at another meeting and go into more
detail with it, but I guess in the interest of time tonight, I'll keep it.
I won't say any more.
I'd move to accept the MS4 annual report.
Is that line by staff?
All right, we have a motion by Mr. Pauli or Mr. Haley.
Is there a second?
Yes.
Yes, second by Alderman Miller.
Any questions on the motion?
Seeing none, all those in favor say aye.
Aye.
Opposed?
Motion carries.
All right, that brings us to item 11, first quarter update on 2026 charter.
Okay, so, yeah, as Roger stated, it's been a long evening of presentations.
Hopefully you've had a moment to go through our charter, so we track our progress on each
of the many items that are covered through our Department of Public Works, which we as
a team meet monthly and go over this so that everyone knows what, I guess, what everyone
else is doing.
Many of these items come up regularly to the board that, so you're tracking the progress
along with us.
Are there any questions about any of the projects that we're working on?
Let's go to that, but if you would like me to go down the list, I can't go down the
list.
I think the only question I would have is, is there anything that's off track, like a
high degree off track at this point, no, nothing, I mean, nothing of great significance.
We had our directional drilling project for the bluff.
We had that out for bid last month, and unfortunately, we didn't get any bidders, so we need to
rebit it, so that's, at least not, it's not off track so that we won't get it done, but
it's not in the schedule we had hoped for.
And the bluff says it's not happening fast enough.
Right, yeah, right, right, so Mother Nature reminds us that she's always in charge, but
yeah, so we're anxious to get that work done.
In my staff report, I mentioned we Energies is doing a similar project, and so we should
probably reach out to them and see who's doing it if they have a contractor.
So again, we weren't expecting that because we had nine, eight or nine contractors take
out a bid set, so we certainly expected to have a robust selection of contractors to
choose from, but that was not the case.
One of our projects that is in our charter and was budgeted for this year is work on
the Egerert House.
They are taking that on themselves with money that they receive from vantage and through
private donations, so they're doing, I think, about $150,000 of upgrades to that house,
so that's great, and I guess I would say it had a schedule.
As far as development goes, if you drive out to Highland Point, you'll see houses going
up quite rapidly.
So, and the same thing in Hidden Hills North, there's really rapid development of all these
housing projects.
Sidewalk Project, Roger, should begin when?
Well, by the end of this month, we basically just need to work through insurance on the
contract.
Yep, and that's our 2025 Sidewalk Project, so we still have 2026 to take care of.
Sheet piloting project over on the Division Street Box culvert that is not started yet,
but that should be complete by June 30th, is the contract deadline for that.
Public safety building is on schedule to be complete in as early as mid-June, or it could
be as late as mid-July.
Yeah, what about what's going on with the Spring Street Santeri sewer project?
Yeah, so that project is, okay, we'll get restarted at the end of the month, but that
has been a bit of a challenge, we started it in winter and there's some directional
drilling underneath the railroad track and unfortunately the directional drill hit part
of what we think is an old portion of the underpass that was there.
Even though we did soil borings, the railroad limits where you can do the soil borings and
unfortunately, once we hit it, they would not allow us to continue drilling.
We wanted to keep drilling through the abutment, but they would not let us, and so that project
has been delayed.
I just have one small question.
The design, Marina North Building improvements, this project delays remind me why, if you've
told me before.
Yeah, that's been discussed, that's something that I believe the Council would like to see
delayed at least for this year.
All right, any other comments?
It's not the construction of it, that was just the design improvements.
All right, any other comments, questions?
All right, seeing none, then we will move on to item 12, well, review monthly staff reports.
Yeah, and again, I'll take any questions.
You know, I have the Ozaki County Clean Sweep is May 2nd, and coincidentally, they don't
take electronic items, but I had someone from a company out of Sheboygan that does this
asking if they could do an electronics collection event in Port Washington, so paired well,
and they're coordinating with the Ozaki County Food Pantry, or our food, let's see,
I don't know if it's the poor Washington or the Ozaki, but in any case, our food pantry
on Grand Avenue, so that's where they're going to have an electronics collection on
June 13th, so I have the flyer in here.
There's a volunteer event for tree planting up in Birchwood Hills and in Upper Lake Park,
so we've removed invasives, and so now we're planting hundreds of trees in both of these
locations with both Stantec screws and some volunteer forces from Vantage will be on
site as well as LNRP, so that I'm going to say whether depending is going to take place
April 22nd.
Other than that, usually we're getting into tree planting and street sweeping, and we
have a couple of new employees who started last month, one in water and one in wastewater,
so we're excited to be back at full staffing for those positions, so especially well for
both of them.
In wastewater, we only have three operators, so when you're down one person, you're missing
33% of your staff, so we're excited to have that new employee on board, Josh Meyer, and
then in water is our replacement for what's primarily a second shift operator, and again,
when there's only four operators, well, everyone can operate the plant, but there's four shifts,
and so when one of your shifts is missing, people are substituting for that in that role,
and so puts a lot of pressure on the people that are on staff, so grateful to the people
who stepped in, but I know they're very happy to, again, be at full staff down there.
All right, yes, and we'll move on to item 13, Chairman's Business.
I really don't have any, I'm happy to see that Lake Drive Reconstruction, LL, will not
happen concurrently as the original schedule had it, and good to see that LL gets repaved
coming up pretty soon.
Moving on to item 14, is there any members of the liaisons business?
Nope, seeing none, move to item 15, public comments and appearances, any public comments
or appearances?
It doesn't look it.
All right, our next meeting will be May 12th, 2026, at 5.30pm in this room, as stated before
in one of our emotions, and with that, we will look for a motion to adjourn.
So we have a motion to adjourn.
Is there a second?
Second.
A motion to second.
All in favors.
Say aye.
Aye.
Opposed?
We are adjourned.
All in favor?
Aye.