Just a Street

Though Mulberry Street has been rated as being in very poor condition, the project is not in the five year capital plan for several reasons. The street is one of the few in the city that qualifies for a STP-Urban grant. The total infrastructure replacement costs for the project are estimated to be over $2 million. This includes storm sewers, water mains, sanitary sewers, curb & gutters, base, sidewalks and pavement. The financial position of the general fund and utilities was such that waiting for the grant was a reasonable option and the deteriorating condition of the street improved our chances of receiving a grant at the earliest opportunity.
Staff was receiving a lot of complaints about the condition of Mulberry Street throughout the summer and as we moved into fall staff became concerned that another winter with a lot of freeze – thaws would leave Mulberry virtually undriveable. The more severe the winter weather, the more likely it is there will be a pothole problem. Lake Mills’ winter of 2007-08 had record setting snow and had regularly experienced freeze–thaw cycles. The significant number of freeze – thaw cycles experienced that year resulted in many of the roadways needing significant work. A freeze – thaw cycle is defined as when the air temperature crosses 32° F and then returns to the original side. This information was distributed to the Council in a memo provided at the December 1st meeting.
A policy of only repairing potholes is not a maintenance program. Continually monitoring signs of roadway failure and taking prompt preventive maintenance action before potholes form can result in less expensive, more effective road maintenance. On roads with marginal asphalt mat surfaces or with base problems, the process of quality patching can actually damage the asphalt surface outside of the patch area. Comprehensive diagnosis of distressed roads by pavement type, thickness, and condition of roadway allows the street department to coordinate and prioritize maintenance efforts for maximum economy and effect.
City crews completed asphalt repairs on S. Main Street and were beginning to look at options for Mulberry. Staff had anticipated that by fall there would be very little funds in the street maintenance budget and that small spot patches would be our only option. After the S. Main Street repairs were completed in late October, the Street Superintendent began a review of Mulberry Street. The city crews began some small patches on the north end of Mulberry. A review of the pavement conditions by the Street Superintendent was completed and an estimate of the potential funds available by the City Manager indicated there would probably be enough money to complete roughly $35,000 of repairs. Based on the pavement condition and funds available the Street Superintendent recommended working with B. R. Amon on several different options for repairing the street as most of the patching required equipment the city does not own.
The patching recommended as the best option was mill and overlay repairs. A mill and overlay repair is normally used on streets that have exhibited substantial distress. A contractor typically will do the overlay, which consists of a 1-1/2 inch deep mill to the outer 8 feet of both sides of the street. The milling aligns the existing concrete gutter flow lines with the pavement surface after the overlay. Before the new pavement is placed, an application of a tack coat on the remaining pavement surface is used to create a bonding agent with the overlay. An overlay of 1-1/2 to 2 inches of asphalt over the entire pavement is then placed by a contractor to form a smooth surface with a consistent crown. The overlay restores structural capacity, skid resistance, proper drainage, and ride quality to the pavement.
The staff was still trying to work within the conflicting issues of estimating the funds remaining in the street department budget and when B.R. Amon & Sons would close their plant for the winter. The later in the year the repairs were completed – the easier it is to estimate remaining funds and this is balanced by how late B.R. Amon & Sons can and is willing to lay asphalt.
The Street Superintendent worked with Andy Bernard of B.R. Amon & Sons and after examining the extent and limits of the project and discussing the available budget asked for a proposal from them with three options per the attached quote. The City Manager was notified of the bid numbers by Pat Kordus after the November 17th Council meeting which was prior to the Street Superintendent receiving the information from Andy Bernard. Andy Bernard provided a prepared estimate with three options which were provided to the Council. The City Manager selected option 1 which was to mill bad areas 2” deep and furnish, place and compact 2” inches of hotmix asphalt in one lift with the city hauling the millings for $32, 226.
City Manager informed the Street Superintendent that option one was the only one we could afford and authorized the work as an emergency under state statute 62.15(1b). I did verbally inform the council president about the pending work. I was on vacation the next week and was informed that the Street Superintendent informed Andy Bernard of the approval to complete work under option one. Andy Bernard informed the Street Superintendent on the afternoon of the 25th that the work would start early on the 30th. There are no work days between the 25th and the 30th for city employees.
Both the Street Superintendent and the Street Foreman were on site when the work began. B.R. Amon’s staff was marking out the areas to be repaired and city staff left to work on other projects. Most asphalt foremen know when they are exceeding a contract amount by the number of truckloads of asphalt. A 10 to 15% overage on trucks in the system is not unusual.