Archive for April 20, 2008

Paula’s Possible (solutions)- Potholes


By the Way (BTW)-How many hopeful politicians do you see or hear from -that have lost in previous elections -at council today or helping in any other way?

Paula Tobias by Paula Tobias

To address anyone’s concerns:

#1 it is my goal to help the City/citizens, I am not trying to make anyone’s life difficult by offering suggestions.

I knew when I started my research on potholes that it was the end of the season and the conditions to test a new product would be a moot point. I am seriously concerned that we keep doing things because, “That’s the way we’ve always done it” or because the State or any other group does it this way.

If you were to use the State as an example of why we use the current cold patch the city has, have you driven down I 90 lately? This year they’ve had a terrible issue in the section between Colorado and Crocker/Bassett and the State has attempted to fill those holes as well. My point, the State hasn’t found the cure, don’t follow their precedent.

This was a Power Point Presentation I wanted to use at the last Council meeting but was “incapacitated”. I do not proclaim to be an expert but doing a little research, this is what I found.

Pothole Dilemma source

Potholes form when water becomes trapped beneath the pavement surface. Water can enter the road base through surface cracks or from road sides. The water freezes, often causing frost heaves. The ice melts from the top down, leaving a trapped pool of water. As vehicles run over it, the unsupported surface layer collapses. The pothole expands as traffic hits the hole.

In the summer, highway departments can take preventive measures such as sealing cracks and improving drainage. In the winter and spring the only alternative is pothole patching. To ensure a longer-lasting pothole patch, crews must apply the right combination of materials and procedures.

The “cold patch” method may be used for quick repairs before the weather
warms up, but “permanent” repairs should be held to the highest
standards. When so much money is spent to build our roads, they ought
to be better taken care of.

Since most asphalt damage that results in potholes was caused by
utility work, those companies should be required to pay the cost for
proper repairs so the road is returned to its previous condition. If
those repairs fail, they should also pay the cost to redo it. This
would force them to improve the quality control which would ultimately
save taxpayers and motorists the cost of future repairs.

Due to time constraints, workers rarely fix potholes the traditional way,

That process involves using a jackhammer to create a rectangle around the hole, removing the existing asphalt, filling the hole with 21 to 24 inches of gravel base, and covering the base with 4 to 6 inches of binder asphalt and another 2 inches of resurfacing hot asphalt.

The hot box is a portable trailer that warms the asphalt with a propane heater and is filled with asphalt each day from an asphalt plant.

Repairs can be performed during weather conditions, ranging from clear spring days to harsh winter storms, with temperatures from 0° to 100F. Repairs are generally performed as an emergency repair under harsh conditions or as a routine maintenance, scheduled for warmer and drier periods.

Place mixture into the pothole which may or may not be filled with water and debris. Use any type of hand tool such as a shovel or pitchfork to fill the hole. Fill the hole so that there is a crown in the center. Compact the material by rolling over it 6 to 8 times with truck tires.

Some crews have found it useful to cover the patch with sand before rolling a truck over the patch to prevent material from sticking to tires.

Check the level of the patch to make sure the center of the patch is ¼” to ½” above the pavement surface.
If the patch is low add more cold mix and repeat the patching steps again.
This method is similar to the standard “throw-and-go”, “dump-and-run” or the “pitch-and-pat” methods except truck tires compact the patches. Compaction provides a tighter patch for traffic to drive over it without creating depressions and it provides better water runoff. The extra 1 to 2 minutes to compact the patches will produce a significantly better patch.

Semi-permanent patching is the most widely recommended method of repair. It includes the following procedures:
 Remove water and debris from the pothole, using a broom, shovel, compressed air or whatever is available.
 Straighten pothole edges making sides as vertical as possible. This can be done using a jackhammer, pavement saw, or milling machine, etc.
 Place the mix by hand using a shovel and rake. Placement should be made in no more than 3″ lifts.
 Compact patch from the center towards the edges to provide better compaction at the edges and corners.
 Hand devices such as a vibratory plate compactor or single-drum vibratory rollers are recommended for this task.
This repair requires more equipment and workers than the throw-and-roll or spray injection methods, but results in a very tightly compacted patch.

Spray Injection
This method is quick, provides a long-lasting patch, and uses low cost materials. However, it requires a skilled operator to obtain a good patch and the equipment costs is higher than the other procedures. The spray-injection procedure consist of the following steps:
 Blow the hole clean and dry of water and debris.
 Spray a tack coat of binder on the sides and bottom of the pothole.
 Blow asphalt and aggregate into pothole.
The compaction is provided by the velocity or the aggregate sprayed into the hole.

Winter Patching
The best results are obtained by scheduling repair work during dry, warm weather. However, potholes usually form of wet and cold weather. In such cases, careful selection of materials and procedures is important to obtain a long-lasting patch.

 Aggregates for winter patching should be high quality, crushed aggregate with few fines.
 The binder should be emulsified asphalts with some anti-strip additive to prevent stripping of the asphalt.
 The mixture should be workable at low temperatures to allow both easier handling and compaction.

The most important aspect is that the binder-aggregate-additive mixture be compatible. Since winter patching seldom allows the time to use the semi-permanent procedure, use the throw-and-roll method with a high quality or highway department specified mix to provide a longer-lasting patch.

Patches placed in the spring have a longer life than those in the winter because of the more favorable weather and the end of the freeze-thaw cycle. Spring patching can be done by any of the procedures discussed above: the throw-and-roll, semi-permanent, or spray injection procedures. Cost and the availability of equipment and workers should be the most important criteria. null source

Managers should make sure that material stockpiled over the winter is workable in a range of temperatures. Materials workable at very low temperatures tend to be very sticky and hard to use at higher temperatures. High-quality crushed aggregate with few fines, and emulsified asphalt, should be used for spring patching. Antistripping additives are recommended to keep asphalt from stripping away from aggregates.

Traffix (a product I found online, the following is from their website)

Gives you what you cannot get in any other Road Patch
Successful in Sub-Freezing Weather
Temperature does not affect it. Use it anytime, all winter long. An all weather repair.
Built-In Primer
You do not need a bond or primer. They are built into the formula. . . guaranteeing a faster, easier application.
Wet Surface Application
Use it right after a snowstorm, or a rainstorm. The chuckhole does not have to be dry. Brush out dirt and debris and let the compacting agent SR-3 fit Traffix to the chuckhole.
Contains SR-3 the amazing technical discovery that gives you a time-proven pothole repair that is permanent, quick and inexpensive.
Other pothole repair products become so hard in cold weather they are useless. Once applied, they quickly loosen and pop out. Not with Traffix.

Traffix bonds perfectly to all types of road construction. Once applied, it stays put.
You can apply it on a wet or dry surface.
Traffix Features and Benefits Include:
Works in wet and frozen ground. Even sub-freezing.
An immediate, instant and permanent repair
Will not come up during extreme temperature changes
Built-In primer – Nothing to mix – ready to use.
Foolproof Results
No shrinkage after application.
Featheredges – no need to vertical chisel.
Ready for traffic immediately following application.
Stores indefinitely. Available in convenient 5 gallon pails or 55 gallon drums. No special tools required.

Cost of Traffix
minimum order 30 gallons
they also have a sale going on now For every 8 five gallon pails (40 gallons) of Traffix purchased, you will receive four pails free. That gives you 12 pails (60 gallons) for every 8 pails you buy.)
5 gallon pail – $103.55
55 gallon drum – $1,111.00

In the last 20 years (based on usage in 2007-2008 winter)

$400,000 cold patch
8,000 tons
Where is it now?

Down the sewer? (it certainly isn’t in the potholes that have been filled several times this winter) source
I received this email from the supplier:

I enjoyed speaking with you and appreciate your call.
One thing you may want to point out to the decision makers is that they will have full use of Traffix free for 30 days. They can use it in a multitude of potholes which is better than a small sample.
As I have mentioned several times, we would not be in business 50 years if we didn’t provide top of the line products backed by first rate service.
Traffix will absolutely, 100 per cent solve Lorain’s pothole problems like nothing else.
I sincerely hope they will use it and see for themselves that it does live up to all we claim.
It will not come up and like the other products will and it has an indefinite shelf life. Those are but two of its numerous benefits.
Louis Levin (Envirosnowmelt)

April 20, 2008 at 10:45 pm 26 comments

Tears that tear the feeling heart

April 20, 2008 at 8:58 pm Leave a comment

Muley – being gypped by Gypsum

Muley gives us an insiders view here

Tuesday…..April 15th…….Tax day, started off pretty smooth for me. I started this blog, Muley’s Cafe that morning. Got my first post up about some real cool jazz and was kinda giddy. Then, I got a call around noon from the Mrs. about a hurriedly called meeting at National Gypsum, her employer since November 29th, 1979

April 20, 2008 at 11:39 am Leave a comment

WSP The Play’s the Thing- to see or be seen

That Woman’s Blog will be published Monday – Wednesday and Fridays –However for your information, interest and edification we present today’s LINK UPS

Auditions for G.I. Jukebox will be held on Saturday, April 26, 2 – 4 p.m. and Saturday, May 3, 2 – 4 p.m. at the Workshop Players theater, located at 44820 Middle Ridge Road in Amherst. Please come prepared to sing a song. You must bring your own sheet music; an accompanist will be provided. You may bring two contrasting songs if you like.

We will be casting two quartets.
For the lead quartet, we need a soprano, alto and tenor, ages college on up. The baritone role is cast.
For the junior quartet, SATB are all open to high school students.

For more information contact
Director, Dave Cotton 440-988-8744
Music Director, Corey Knick 440-396-5330

One of Workshop’s most ambitious and popular shows… We’ve decided to revive it, just in time for the 4th of July. A service canteen is the setting for this nostalgic musical. Not all memories of WWII are unpleasant, and this show illustrates why not. Enter the canteen, eat, dance, and enjoy the best music and comedy the early 1940’s have to offer. “Moonlight Serenade”, “I’ll Be Seeing You”, “Mairzy Doats”, and many others will have you singing along. (And that’s OK.) This patriotic show is sure to please. Plan to be part of the festivities and don’t miss this one.

Performance dates: June 26, 27, 28, 29 July 3, 5, 6, 10, 11, 12, 13
Curtain Up Click on to enlarge

April 20, 2008 at 1:39 am Leave a comment



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April 2008