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Westminster targets pavement quality index of 55, says asphalt funding must rise $4.1 million annually
Summary
Staff told council the city currently spends about $9 million on asphalt work but needs roughly $13.1 million annually to hold a targeted pavement quality index (PQI) of 55; staff also identified a $1.8 million annual mobility project backlog and recommended investing more in concrete replacement, signals and traffic calming.
City public works staff told council that maintaining Westminster's street network at a target pavement quality index (PQI) of 55 requires raising annual pavement funding from roughly $9 million to about $13.1 million.
City Engineer John Burks and colleagues explained that the PQI target of 55 is a status‑quo preservation level that avoids falling into accelerated pavement decline. Staff said recent local material disruptions (including the 2020 shutdown of a local asphalt plant) and rising material costs have increased the difficulty and cost of pavement preservation work. In addition to asphalt, Burks noted that concrete replacement (curb, gutter, sidewalk), traffic signals, lighting and traffic calming projects factor into total street funding; staff estimated concrete replacement funding would need to rise from about $3.0 million to $5.5 million annually to meet backlog and safety standards.
Staff presented a mobility backlog and traffic safety funding need of roughly $1.8 million per year for completed traffic calming, school zone improvements and other pedestrian/bicycle safety projects. The presentation also flagged limited in‑house capabilities (concrete work is largely contracted) and the potential to analyze whether bringing additional crews in‑house would yield cost or service benefits. Staff said they review ADA improvements for each project and try to coordinate curb, sidewalk and signal upgrades with pavement work to avoid repeated disturbance of the same corridor.
Why it matters: Deferred pavement and mobility maintenance raises life‑cycle costs and safety risks. Staff asserted that modest increases in recurring funding can reduce long‑term repair costs and improve walkability and safety near schools and transit nodes.
What happens next: Staff will return with options for ramping pavement, concrete replacement and mobility funding; the street program analysis will inform 2026 budget choices and potential user fee or tax scenarios council is considering.
