Pavement Maintenance FAQs

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What can residents do to help with the success of pavement maintenance projects?

  • Keep children and pets away from construction.
  • Remove cars from on-street parking the night before your street is scheduled for maintenance.
  • Avoid running water into the street the night before or during the application.
  • Don't drive on fresh seal coating before it has properly cured to prevent damage to the integrity of the surface.
  • Use caution in sharply steering or stopping quickly during the first several weeks after the application to avoid marring the surface.

What are the different types of preventive maintenance products?

  • CRACK SEAL uses a hot-pour rubberized material that minimizes the infiltration of surface water into the underlying base structure and reduces the structural deterioration that causes alligator cracking and potholes.
  • FOG SEAL consists of a spray of diluted asphalt emulsion applied to the surface of asphalt concrete. No aggregate cover is used with fog seals. Fog seals are effective if started early in the pavement life and reapplied at 2-3 year intervals. The asphalt must be in very good condition, with only minor loss of fine aggregate from the surface.
  • REJUVENATOR is a petroleum product that penetrates into the pavement and chemically restores the asphalt to nearly-new flexibility and penetration. It has a life-span of about 5 years.
  • SLURRY SEAL is a blend of emulsion, aggregate, water and additives. Product is applied in an aqueous state and cures to a drive-ready surface in about 4 hours. Slurry seal has the appearance of a fine-graded asphalt mixture. It's used as a resurfacing for pavements that have more extensive heat-related cracking and loss of surface texture. Application intervals are approximately every 5 years.
  • MICRO-SURFACING is an alternative to conventional slurry seal for roads that must open to traffic quickly. The slurry has a quick cure time and may receive traffic as soon as 30 minutes after application. It is effective for filling small ruts and smoothing slightly uneven surfaces.
  • CHIP SEAL consists of a spray application of asphalt emulsion followed immediately by an application of aggregate chips. Chip seal can be the most economical of the various surface treatments considering the service life versus cost. It exhibits a rough finish and is generally used in a rural setting. The reapplication interval ranges from 5-10 years.

What is the current status of the Town roadway network?

  • As of a 2009 report, there are 163 centerline miles owned and maintained by the Town of Queen Creek.
  • The value of the asphalt concrete pavement on the Town's roads is roughly $120 million.
  • Queen Creek roads are evaluated using a Pavement Condition Index (PCI) with a 0-100 scale. The average weighted condition of all roads in the network is 90, which is considered very good.
  • More than 76 percent of the current roadway inventory by area has been constructed to structural standards, and 64 percent of the roads have been built within the last 10 years.
  • Less than 24 percent of the current roadway network consists of chip seal streets, the majority paved prior to 1985 and acquired by the Town through incorporation and subsequent annexations.
What is the Town’s road maintenance policy?
  • Inventory and condition of roads is tracked using a computerized pavement management system (PMS). A visual assessment of the pavement distresses is performed every 2-3 years. The PMS provides a systematic approach to managing pavements in the most cost-effective manner. With the PMS, the Town is able to review different strategies and combinations of work and review the long-term effects of its decisions. Coupled with sound engineering judgment and management practices, the Town can identify what work needs to be done to provide the most cost-effective program.
  • Preventive maintenance and overlays provide the maximum investment benefit and have top priority of use of available funds each year. This means focusing our efforts on keeping good roads in good condition. Additionally, any conditions that are a hazard to the public must also be given a top priority. This approach helps ensure the system as a whole is receiving the highest possible cost-benefit and is safe for the motoring public.