Special Board of Aldermen 10-14-2021 Page 3
We spend money on various things. The bulk of what we're doing right now is structural improvement - the majority of it
and base rate rehabilitation so it's like 70% of our budget right now. Again, we're trying to pull some of those roads in
poor condition up into a better condition and the remaining budget is maintenance efforts. With that now I'd like to turn it
over to Mark Saunders, Senior Staff Engineer, and he can kind of go into more details about how this program works
and the things that we need to do to make it happen.
Mark Saunders, Senior Staff Engineer
Thank you. So I'm going to take this presentation over for the next few slides. I'm going to start by talking about routine
preventative maintenance treatments. So as roadway networks improve, the preservation activities should increase.
This is to as Dan alluded to earlier, keep the good roads good. Several preservation techniques are currently being used
in the city such as crack sealing, but the goal is also to pilot several other treatments and through that determine which
works best for the community as well as the roadway network. So the treatments depicted above - the first one is crack
sealing. Like | said before, this is currently used throughout the city but crack sealant is the application of an asphalt
rubber compound to seal cracks and prevent moisture from entering in the cracks leading for further degradation.
The next one on the list is a fog sale. A fog sale - this is a full-width topical rejuvenator treatment that penetrates the
asphalt to soften the asphalt binder and rebind the aggregates to the roadway. This technology has been recently
piloted in the city over the last month.
The next two are a little more in depth and involved. The first one I'm going to be talking about is micro surfacing. This is
also a technique that has been used successfully in other neighboring communities. But micro surfacing is a mixture of
polymer modified asphalt emulsion and aggregates installed typically in two lifts on a properly prepared surface. This
treatment provides skid resistance, restricts moisture intrusion, protects the underlying structure from oxidation
unraveling, and this treatment restores roadway appearance.
The last treatment is the bonding wearing course. This has not been used in the city but we have talked to consultants
as well as other communities about this and we'd like to pilot it in the future but the bonded wearing course is done by a
spray paver application of a polymer modified asphalt emulsion compared with an ultrathin gap graded hot mix asphalt
overlay. This treatment is as close to a hot mix overlay that we see in the city that we use pretty regularly. So we don't
just pave a road because it's bad, we have to go through a significant coordination effort to clear these streets because
the last thing that we want to do is pave a road that needs any utility work. So under the pavement is a vast network of
utilities that consist of gas, water, sewer, storm facilities that need to be cleared through coordination in house and with
utilities. The Engineering Department works in house to clear the sewer and storm facilities. The main source of this
information is gathered through the use of video inspection. Any infrastructure that is reviewed that needs an open cut
repair, that roadway will be deferred until that repair is made.
The Engineering Department also worked closely with both gas and water to align their capital projects with our paving
schedule. This is so that the last operation on the road is the final paving. Projected paving lists are sent to utility
companies for screening before street selection and before the streets get put into a contract and go to bid.
So in addition to resurface in the roadway, a complete street approach is being taken on each road so that a street is
finalized once the project is complete. | was being addressed when possible a sidewalk access, roadway drainage,
traffic detection, sign replacement, pavement markings, and casting replacement. An effort is being made to reconstruct
access ramps of existing sidewalks within the project limit to be compliant with Americans with Disabilities Act. Existing
drainage issues are evaluated before and during construction and corrected where feasible. The extent of the drainage
correction is directly tied to the treatment of the road. Major intersections are evaluated for traffic camera detection
systems and other locations will have the underground loops replaced. An effort is being made to replace damaged or
faded regulatory and warnings signs. Once the road is final paved, both thermoplastic and retro reflective paint are used
to re-establish the pavement markings. Lastly, nonstandard sewer drain and catch basin castings are replaced.
The paving process. So the paving process from start to finish - it is a complex effort between the city contractors,
subcontractors, utilities, and constituents. I'm going to go over what it takes to pave a complete road. Not all roads are
created equal and some have more challenges than others .but this is the typical process. The first step before the
contractor mobilizes into town and after a contract is awarded is that a notification postcard is sent to the owners or
residents that abut the road schedule for paving. This postcard is sent to educate owners and residents about the city's
moratorium ordinance. Once the contractor is then ready to mobilize into town and sought a road, the first step is to
lower the structures. The contractor is responsible to low all sewer drain and catch basin structures in preparation of the
milling or reclamation effort. In addition to that, the utilities also have to hire subcontractors to lower their gas and water
gates. So at this point, the first step alone requires three different subcontractors to be working on the road.
