Special Board of Aldermen 10-14-2021 Page 4
Once all the structures are lowered, the road is either milled or reclaimed. Both of these operations are large scale and
causes the most impacts. After this activity, the roadway is left either on a milled surface or gravel roadway. This activity
is also performed by a subcontractor. The road is then base paved. This provides a level surface that is as close to a
new road or feels like a new road but it's just the first layer. This base layer sets the profile, cross slope, and road
elevation for the final paving and the rest of the items listed here are completed after the binder course but before final
paving.
As roads get screened and selected, drainage issues are assessed. Drainage issues are solved in several ways but the
most common is to utilize grading. If a road is reclaimed, the road can be regraded to ensure a positive drainage. This
positive drainage is put to an area water can infiltrate back into the ground or directed to close drainage in place. Ifthe
road is milled, the shape of the road can only be altered slightly due to that treatments limitations. If drainage cannot be
solved by grading or infiltration, another option is to install closed drainage. This effort installs a catch basin and
connecting to existing storm water facilities. Installation of closed drainage is typically the last option given the schedule
impacts, costs, and continued maintenance.
During milling and reclamation, any underground traffic detection is cut and no longer serviceable. Detection is restored
either by the installation of a camera or replacement of the underground loops. Each of these each items are also done
by a subcontractor. A focus has been made to reconstruct the existing sidewalk ramps to comply with the Americans
with Disabilities Act. In order to construct these ramps, it takes multiple efforts and mobilizations. The first step is to
demolish the existing ramp and once the ramp is demolished, it can then be rough graded. After that ramp is rough
graded, it is then surveyed and stakes are set for proposed final grade to make sure it's in compliance with the tight
tolerances of the ADA.
So after the after the grade is set if there's any curbing, that now needs to be reset to match the roadway so that it's also
within the tolerances. After that, it is finally ready to be fine graded. After the ADA ramp is fine graded, it is now ready to
have concrete forms set up and once those are verified, the final step is to pour the concrete. Once the concrete is
poured, it needs time to cure and after it's cured the tie in between the new concrete ramp and the existing sidewalk is
paved in. Each of these activities takes a different mobilization and a different effort. So they're going to these ramps
multiple times.
Another item is berm. Berm is a tool that helps with drainage and erosion control. Berm is reinstalled in historical
locations as well as locations that are susceptible to roadway erosion or to protect a low lying area but below roadway
grade. Erosion can undermine the edge of road and reduce the overall life. Before final paving, all the structures that
were dropped at the beginning now need to be raised to their final elevation to facilitate that final paving. This now
requires another mobilization of three different subcontractors. So after all that, the road is ready to be final paved. The
final lift of asphalt will tie all these other items however, the road is not complete. If there's any pavement markings on
the road, they all then need to be laid out and painted by a specific contractor that specializes in roadway painting.
Lastly, the final steps is to restore any landscaping, backup any curbing, and to clear the streets of any safety or traffic
control devices. So to recap in order to pave a road, it's a complex coordination effort between multiple parties and this
is without any unforeseen conflicts or weather delays. So at this time, I'll turn the presentation back over to Engineer
Hudson.
Dan Hudson, City Engineer
Thank you Mark. Very, very complicated process and we appreciate what Mark does. Mark is kind of the hub of the
wheel that runs this program and is instrumental in making this thing work. So thank you, Mark.
So in conclusion, our recommendations are to continue with this multi-year paving program. We intend to come back
next summer and ask for funding for the next five years or the remaining five years of the 10 year plan as originally
outlined. We look to expand our routine and preventative maintenance. The city is making significant investment in its
paving and we want to protect that and preserve that so it lasts as long as possible. We look to continue our network
assessment. Again, it's how we measure what we're achieving. It's how we monitor the conditions of the roadway
network and evaluate what needs to be done and when. So with that, I'd be happy to entertain any questions.
Alderman Klee
Thank you, Madam President. Mr. Hudson, | just have two questions and | actually think I'm going to ask my second one
first because | do think you did answer it already. That question is if you come back and we do another five years, you're
going to do it exactly the same way with the same scoring type of and we would, you know, some roads we may do seal
cracking if that's necessary. Some we'll have to mill or reclaim and so on. We would do it in the same manner, correct?
