e e e e e e e everyone and welcome to the city  council meeting on Tuesday June   25th I call the meeting to order  Madame clerk please call the first item approve the minutes of the regular meeting  of June 18th 2024 are there any corrections or comments I see none is there a motion to approve  the minutes motion to approve second motion and a   second any further discussion I see none uh  all those in favor say I I I motion passes   six uh 5 to 7 5 to zer two people are  absent all right uh Madame clerk please   call the next item consent agenda items  1 through 18 are there any items to be pulled I would like to pull items 13 to 17 is there a motion to approve the  consent agenda without 13- 17 so move   second motion and a second any further discussion  I see none all those in favor say I I all those   opposed same sign motion passes 60 regarding  items 13 to 17 may have Sally answer a couple of questions good morning good morning Sally I  wanted to know um where we are at in terms   of the 300 plus homes that are for sale five  items uh look to be five properties that are   going to be sold if approved um and what's the  application process sure so to date we've sold   24 of the single family homes 12 of those were to  individuals including two existing public housing   residents the other 12 were from investor llc's  we have 18 additional contracts p pending um once   we receive an application a contract we come to  terms we actually have to uh submit a request a   HUD for the release of the Declaration of trust  so this Closing Time takes a little longer than   the typical closing time then we coordinate with  the buyer um with our real estate office to go   to closing on those properties in addition we  currently have an RFP open for 57 single family   homes that are layered with the affordable housing  fund so that RFP is open and will close on July   12th it is the opportunity to bid on properties  apply for affordable housing funds for the for   the uh any Renovations that are needed also apply  for or home funds for down payment assistance for   homeowners or Project based vouchers for rentals  and that uh RFP is available both on the vendor   self-served a link from this uh the housing  website and as well as the applications are   submitted through an online portal called Zoom  grants all of that information is available at   wi.gov housing and you can get to the link would  you repeat um I'm sorry the you said that 24   homes have sold 12 went to investors two went to  two existing public housing residents were able   to purchase the home they were in and of the 18  pending contracts three of those are also pending   public housing residents awesome thank you so  much you're welcome do we have the environmental   reports St done on all the houses all of the  houses that are for sale yes we have to actually   have that environmental review done before we  submit the application to HUD okay thank you   you're welcome thank you Sally I motion to approve  consent agenda items 13 to 17 second Motion in a   second any further discussion I see none all  those in favor say I I hi all those oppos same sign okay hi yeah uh motion passes 70 Madame clerk   please call the next item board to  bids and contracts dated June 24th 2024 good morning mayor city council Josh  laber Department of Finance uh the board   of bids and contracts convened yesterday on  June 24th for the following items engineering   we have the 2024 Outsource pavement  preservation program joint and crack seat   phase 3 for ppj Construction  Incorporated awarded to the   engineers estimate of 100,000 we have the  2024 Outsource Paving preservation program   CIP crosswalk improvements for Roston  Construction LLC in the amount of $87,200 for Ed M Feld Equipment Company  Incorporated in the amount of $6,279 this is a ward redirection for  one year with two one-year options to   renew we have the groundwater  monitoring well sampling for   wellfield for Integrated Solutions  Incorporated in the amount of $ 43,6 52 we have traffic signs for Vulcan  Incorporated DBA Vulcan signs for $268,100 and we have the smart Chic work  and project management system annual   software renewal for smartsheet.com  Incorporated in the amount of $56,700 this is how to become a vendor with the city  these are open requests for proposals out on the   street today and I'd be happy to try to answer any  questions I recommend your approval any questions   for staff on the first Josh on the first couple  that the lowest bid wasn't taken is that yeah   that's a great question um thank you Council  council person Johnston um the process for us   is is that we use the low bid as the identifier to  who to award um a city practice historically has   been as we award above the bid for the engineers's  estimate because the pricing that they provided is   locked in at a rate unit that rate unit you can  expand with additional Services Under city code   2.64 okay and the next one same thing yes sir okay  so the low bid of $74,800 roughly we awarded above   that for the engineer estimate so we can get more  services at that unit price okay thank you great question is there a motion to approve  so moved second motion and a second any   further discussion I see none all those in  favor say I I I all those oppose same sign   motion passes 70 Madame clerk please call the  next item petitions for public improvements good morning mayor City Council Members Paul  gunselman Public Works and utilities for the   record this morning I have a few new petitions for  your consideration the signatures on the petitions   represent 100% of the improvement district and the  petitions are valid per Kansas statute settle path   Edition located in District 5 the project will  provide water storm water sewer sanitary sewer   and Paving improvements for new residential  sub development the paddock at 127th Street   located in District Two the project will provide  water improvements and Paving improvements for   a new residential development clar Creek 3D and  clar Creek fourth editions located in District 2   the project will provide water sanitary  sewer and Paving improvements and the   remaining petition Bunker Hill addition  located in District 3 the projects will   provide water storm water drain sanitary  sewer and Paving improvements it is   recommended that the city council approve  the new petitions and budgets adopt the new   resolutions and authorized necessary  signatures I will stand for questions any questions for staff I see none  I motion to approve the petition for   public improvements second Motion in a second  any further discussion I see none all those   in favor say I I I all those oppose same sign  motion passes 70 Madame clerk please call the   next item council member appointments and  comments we'll start with council member   appointments Madame mayor with an appointment  uh Point Dr jus Henry to the ethics Advisory Board uh thank you mayor I would like to reappoint  Terry Jones to the witw Employee Retirement Board I see no further appointments a motion to  approve the appointments as stated second all   those in favor say I I all those oppose say sign  motion passes 70 council member comments starting   with District number one thank you mayor um just  want to say a huge thank you to our parks and wck   team and police department um for the unity and  Community walk uh police went above and beyond and   and helping out and leading the parade and running  water to folks um and Parks did as well getting   everything set up so it was wonderful turnout  wonderful event I think the message was sent to   Community to support peace stand against violence  but it's was a great event and I really appreciate   the city staff that worked really hard to pull  all that off some of it last minute so thank you I would just like to say thank you  to staff um and my colleagues and to the   community that showed up to the I don't  know if it's the second or third now a   community meeting to discuss potentially  putting an option on park it was a great   great meeting um we were able to share some  newer information and um officer Nate from   the hot team um shared some information  about some safety concerns so I thought   it was a really really good meeting so  appreciate everyone that was able to make it I would just like to say again Echo the same  messages but also thank you to community for   coming together um for Rally For Peace there  are now events planned for the future so the   first one happened to be in District number one  thank you to the leadership of council member   Johnson and the greater witch cha ministerial  League the second one will be held in council   member hoisel district district number three  on July 13th and then on August 13th it's the   CommunityWide neighborhood Night Out in Witchita  you can find more information at wichita.gov   no o neighborhood night out um and then in  September we're hoping to do another event   so there will be multiple opportunities to stand  for peace in our community and to stand against   violence and that was the purpose of the very  first unity in the community Rally For Peace   so thank you for everyone who showed up in  addition to there were multiple events that   happened this weekend where uh community building  was uh crucial and um I'm just really grateful   ful for all the individuals who came out to  not just volunteer their time worked these   events but also participated in these events  so thank you and last but not least uh right   now we have over 1,000 athletes from all around  the us at centry 2 participating in the Junior   Olympics uh USA boxing so young people who are  disciplined and team oriented and competing uh   so there are tickets available including uh some  limited tickets for young people under the age of   18 um who would like to participate and if you  would like more information you can contact me   at lwu wi.gov I see no further comments  so I motion I guess to move to Workshop   or adjourn I motion to adjourn this meeting  is there a second second Motion in a second   any further discussion I see none all those in  favor say I I I motion passes oh motion passes [Laughter] 61 mayor thank you uh we have uh one topic  for today's Workshop we decided we've been   overworking you I think for some of the last  workshops this is a very important issue it's   identified by our community as one of the top  um concerns that they have and that's Street   Maintenance we thought it would be appropriate  to talk about our approach to Street Maintenance   work I will remind you that as a result of your  priority setting uh you will not only receive an   operating budget recommendation from staff but  also a CIP recommendation and just a preview   the recommended CIP will contain $149 million for  Street Maintenance projects and Street Maintenance   work um for for the 10-year period covered in  the document including a new program for the   Reconstruction of concrete streets there'll be  $20 million placed in the CIP at least in the   recommended document for your consideration uh  with that I'm going to turn over to Gary Jansen   who will go through along with his staff  uh the process that we follow in setting   our street priorities and uh obviously looking  for any comments and feedback you have thank   you Gary thank you manager uh mayor and council  members Gary Jansen Public Works and utilities   I'm going to be brief and kick this off then I'm  going to turn it over to Aaron uh as the manager   mentioned uh every year in the CIP there are  funds set aside for Street pavement maintenance   I think this year is around $13 million generally  in the fall of each year we bring to the council   a propose proposed plan for the following year  uh of what we want to do with that funding what   we wanted to talk about today is what happens  behind the scenes how this program has evolved   over the years the decision support tool that  we use so that you can understand um what it is   that we do with that funding and and to try to  get to a point of optimizing that investment so   this has evolved over the years eron and I joke  around somewhat that it doesn't seem like it was   that long ago I used to go to public meetings and  the concerns that were brought up at those public   meetings about the street in somebody's H in front  of somebody's house that's where we went to next   right that was not irely true we have had used  data analytics for some time we've used pavement   condition for some time but we have evolved what  I consider significantly since 2011 When Alan   King became the director he brought a program  with him with him that we have since um really   taken to a different place I think of using data  analytics this decision sport tool takes all kinds   of information brings it together eron's going to  talk about the details um and it it really looks   at optimizing that investment across all 5200 Lane  miles you hear that number a lot across our street   Network across all six districts uh I think we've  done a great job with the program it's evolved to   look at different treatments that eron's going  to talk about some of them aren't always popular   with the citizens even from an aesthetic  standpoint and I only mention that because   that has become a factor in how we've approached  some of these projects uh the manager mentioned   concrete streets eron's going to talk about too  because of the nature of concrete streets it's   it's great when concrete streets were first built  they last a long time but they are very expensive   to maintain we can eat up so much of that budget  just trying to work on concrete streets so we're   hopeful that that additional funding is is able  to stay in the CIP so that we can start making a   little bit more of a dent anyway I don't need  to say I don't think much more about that I'm   Aaron Henning is our assistant director he  overse sees all things Public Works related   if you will within our department overseeing  uh Street Maintenance division Fleet facilities   Environmental Health Group uh Aaron has in in my  opinion perfected this about as much as someone   can he's done some tremendous work and worked  really hard over time this is a massive program   he tries to show it to me and it just makes my  head spin so I say I trust him anyway he's got   some really good stuff to share with you today  and then we'd be happy to answer any questions good morning mayor members of the city council as Gary mentioned we do have a  pretty vast network of paved streets uh   more than 5200 Lane miles we try to put  that in perspective by uh comparing that   to a two-lane road it's enough Lane miles  to build a two-lane road Road as the crow   flies from Los Angeles to New York City and  there's enough left over to connect Witchita   to that straight line as well and I think  at this point there's even some more extras   so uh the replacement value uh today for  the entire network is approximately $2.18 billion in order to best manage that vast Network the city  has long employed a full-time technician to   regularly assess and update the conditions of  city streets in addition to confirming things   like length width and other characteristics the  technician calculates what's called a pavement   condition index which is a rating from 0 to 100  with 100 being a theoretically perfect or brand   new Street they do this by looking for distresses  like the ones described on the slide and they look   at those in terms of severity both severity and  density and those result in deductions from that   theoretically perfect 100 to arrive at a current  PCI for any given Street the city does employ   its own rating method it's based on the American  Society for testing material standard practice for   roads and parking lots pavement condition index  surveys uh but it doesn't follow it exactly uh   and that's so that we can complete a full round of  inspections once every approximately 12 to 18 to   24 months depending on Staffing levels and other  factors it's usually in the 18 to 24 month range   though I had a question yes um so is that publicly  available the PCI number the PCI I don't believe   so at this point I don't believe it's been made  public anywhere we get um multiple questions often   from multiple different districts about my street  needing sure special attention um I think it would   be helpful if citizens would see where their  straight lies in terms of the PCI and I'm going   to talk about during the presentation that's a big  part of the change that we had made back in 2011   was to move away from the PCI because we don't  feel like it gives us or the public or anyone else   very good information to go by it's a little bit  misleading on a number of levels but you may find   otherwise and we can certainly uh change course at  any point uh real quick Aaron yes right um we when   we were at one of the conferences a couple years  back they um one of the presentations had to where   um somebody would go around in a vehicle like  this and they would have a like a video sensor   that would be scanning the road as they went along  and that would help in the grading process um are   you familiar with this and is that something we  have considered that is something we considered   uh around the same time that we developed  the DST we also outsourced a third-party   verification of our street ratings and we've  had the option to go with a mechanical method   like that and chose not to um mainly because  it would be more expensive for us to do going   forward and we didn't feel like we were going  to derive a whole lot of benefit from it given   the situation that we have with funding and  needs and and all of that we feel like we've   do a pretty good job of differentiating between  needs with the surveys we perform now okay thank you so so that inspection data that's collected  year round uh is recorded in an ENT our Enterprise   management system database and these are oh sorry  these are examples of some of the records that   that go into that they are the PCI and other  measures are recorded on what we call a Subs   segment level and a Subs segment typically goes  from is a one block section from intersection to   intersection but they can also be subdivided  further if there's something like a pavement   change or a significant width change in  between intersections and the at present   our database for the city's network has over  23,000 Subs segment records associated with it so prior to 2012 we had the city had a  longstanding approach to Outsource pavement   preservation that was primarily driven by PCI  PCI was all we really tracked PCI was all we   really measured um programs were constructed  annually they were done so based on PCI based   on you know anything that we didn't complete the  prior year that we thought we were going to that   would be prioritized was driven a lot by customer  requests and complaints and then the experience of   our in-house staff and the maintenance they were  performing over the year also fit into that as well one of the problems and at times benefit  of benefits of that was like Gary mentioned uh   in theory and often in practice any given  Street was no more than one year away from   being in the program and there were times  where I really wish we could have that back   but what we found was that doesn't really work  too well might work well for given Street or a   given customer but in terms of the entire  network it's not a very good approach over time so the impetus for us to look at moving  away from that longstanding approach and making   a change kind of culminated in 2011 uh it's  had several things come together at once for   several years staff had had observed a steady  decline in the average Network PCI that we were   tracking and we had projections that that was  going to continue unless something changed City   leadership at the time was also interested  in expanding the budget growing the budget   the budget had been pretty stagnant for several  years and before we did that leadership and staff   wanted to make sure that we would be spending  that additional money as well as the money we   had in the best way we could going forward so we  took a wanted to take a good hard look at that   meanwhile there was also work going on on an  updated comprehensive plan and there were some   questions arising from that that we were being  asked that we could not answer with PCI and there   were questions like what constitutes a deficient  Street and uh what is the cost of deferred maintenance and the the average PCI  you know just just couldn't give us that so in order to address those concerns a move  away from the PCI to more meaningful measures like   return on investment or or Roi was essential  we had some ideas about how to do that but we   didn't really have a tool to kind of put  it all together and and move forward the   next few slides illustrate some of the concepts  we wanted to explore and ultimately did include   in the decision support tool all of them share  this same the same axes you see here we have   time on the x axis in years and PCI on the y  axis from 0er to 100 and traditionally we've   got the the line there marked at 70 which was  traditionally considered satisfactory for a street i' would also just caution going  forward here for a few slides that these   are conceptual they're not necessarily too  scale but they do a good job of getting   the concepts across and the concepts  are accurate and the concepts are to scale so one of the things that the PCI was  missing if we're focused just on PCI we're   really just looking at that y AIS in a linear  line to a certain point on that axis and what it   marginalizes or fails to account for is the fact  that Pavements degrade at different rates over time for instance here we can see  this is a typical kind of industry   standard degradation curve for an Asphalt  pavement we can see that the curve starts   out relatively flat as environmental factors  like oxidation kind of start to take effect and   we have opportunity oh am I I'm skipping ahead  sorry as those things start to take effect   then you have you know thermal expansion and  contraction and this ever more brittle material   that begins to crack in places and the curve  starts to get a little steeper then you get water   penetrating into those cracks you get the freeze  thaw freeze thaw cycle during the winter and it's   expanding and Contra Contracting in the subgrade  leading to more deterioration it just kind of   accelerates through that time period and drops  pretty dramatically until it gets to a pretty   poor condition and then it starts leveling off  uh real quick Aaron yes uh what's the difference   between uh asphalt streets and residential areas  and then some other of the higher traffic areas   like industrial areas and whatnot how big  of a difference in there in is there in the   how long until we need those streets to be  repaved with asphalt fair Fairly significant   we we see the arterials degrade much more  quickly than the residential streets we   also see the uh the the level of acceptance to be  lower in terms of PCI a street can be in poorer   condition resid in a residential setting and  still be generally acceptable to users whereas   comparatively an arterial if it got you know  it it becomes unacceptable sooner okay thank you so the the focusing on the PCI also fails  to account for the fact that different types   of pavement degrade differently this curve this  new curve represents a typical Concrete Street   degradation curve and as Gary mentioned  they do tend to last longer than asphalt   streets PCI also doesn't account for the  same thing for the different treatments   we might employ those all degrade  at different rates too this curb   represents a rehabilitated street through a  traditional approach like Mill and overlay   and it degrades much more rapidly than a  newly constructed Street does so is that as that would be yeah that  would be a rehabilitated asphalt Street and so the time Factor that's added  here is really quite critical and it's not   captured with the PCI for instance here  we can see that I mean if if you had a   hypothetical Network that was average rating of  a 100 but it was composed of all rehabilitated   asphalt streets you're in a much different  situation than if you have an average PCI of   100 and your network is made up of conrete streets  because you're going to reach 70 and 11 years in   the for in the in the former and you're going to  have 30 years before you get there in the latter a PCI approach also tends to Discount  opportunities for intervention early in a pavement   life uh that flat part of the curve that we talked  about earlier uh when that oxidation begins to   set in and and make asphalt brittle we have an  opportunity to come in with like a preservative   seal and rejuvenate that asphalt restore  flexibility restore ductility and forall   things like raveling and cracking a little  later down the curve we have opportunities   to do things like crack seal and keep the water  out keep it from getting down into the subgrade   expanding and Contracting and further degrading  the road beyond that we get into if we catch it   early enough we might be able to do just  a seal coat maybe a seal coat with some   a few structural repairs and that Trend kind  of continues down until we get into the more   uh intensive Rehabilitation type treatments and  eventually full reconstruction under a traditional approach then of course as we  go down that curve you'll notice   that the treatments themselves get much more expensive so in a traditional PCI based  approach you're not really counting those   missed opportunities at the top end you're  you're just not and your focus tends to be on   what's the worst street right you end up with  a something mimicking a worst first approach along with so if you combine that cost with  the life expectancy of various treatments   uh the you begin to see differences in  the return on investment too like here   uh you might under a under a traditional  approach wait until the pavement degrades   to the point where a rehabilitation like a  millon overlay is required and you could do   one and you might buy about a year for  every dollar per square yard that you   invest alternatively you could invest money  earlier on in those very treap very cheap   treatments to keep a good road in good  condition and you could get something on   the order of five years of extended life for  every dollar per square yard that you invest another concept we wanted to explore was for  Pavements that are already in poor condition   and it's too late to catch them early on uh we  wanted to evaluate the benefit of a different   approach to traditional Rehabilitation something  that we call mitigation and in a in a typical Mill   and overlay what we noticed was you have you  know sporadic structural failures typically   throughout a pavement but in between you have lots  of good Pavement in a Mill and overlay you remove   typically 2 in of the entire surface so all of  that good stuff in between is being removed then   you're working on structural repairs underneath  we notice over time that the structural repairs   that we were doing after we removed the two  inches of pavement weren't really very much   different than the structural repairs we would  do if we hadn't removed all of that pavement so   we started looking at an alternative alternative  approach that that sees us strategically repairing   those spots and then instead of and then  salvaging all of that good Pavement in   between and then coming back and surfacing  it with a thin lift like an old ultra thin surfacing the uh the return on investment  difference isn't as significant when we   compared preservation with Rehabilitation but  when you model this kind of thing you start   to see the impact of well that money that  we saved here gets reinvested at the top   in in keeping a good Street good for instance  so your overall return ends up being even better so to try to kind of  summarize all of that um a PC   Centric approach tends to view only poor  conditioned Pavements as being deficient   but what we believed was that any missed  opportunity to maximize Roi along the curve should   be considered a deficiency and if a if a street  needed a crack seal but couldn't get it or didn't   get it it was deficient because we missed an  opportunity to make the most of our money on that street and then we also felt that  the we could find a way to quantify   that deferred maintenance in terms of a  difference in return on investment over time so we had these Concepts in mind but  we lacked a tool for kind of putting it all   together and testing and quantifying the results  uh what we desired was a model that would allow   us to identify these three things the short and  long-term results of a traditional strategy and   budget the strategy that maximizes return  on investment over time and that over time   the time period we were looking at was 40 years so  pretty close to two pavement cycles for an Asphalt   Street and then as opposed to maximizing the ROI  we were also looking at the strategy that tended   to optimize our overall results over time and  those results were measured in overall return on   investment uh the total Network value the network  remaining acceptable service life which hearkens   back to what we talked about with arterials  and residentials and kind of the acceptance   level being different for each of these  we've established a level at which our   customers typically you know start demanding  that something be done and we consider that   the point where the street has zero  acceptable service life remaining and   then we also looked at the number of  Lane miles that we had throughout the   network that were at zero remaining service  life all at the end of this 40-year U model period so we did set about looking for kind  of an off-the-shelf program that would do   this unfortunately we we couldn't find anything  that already existed uh most of the software   that we did find was very much PCI based it was  reliant on you basically telling it what the right   approach was first and then you could say I  want to spend this much tell me what PCI I   am going to get or I want to have this PCI  tell me much how much I have to spend so   nothing that really did what we wanted it to  do we did find one vendor who was willing to   custom build something for us but the uh the  cost was was on the order of 200,000 for the   first year and then 25,000 every year after  for licensing and maintenance so which seemed   exorbitant at the time so staff kind of took  up the challenge of trying to develop this tool inhouse and we did uh we utilized uh Excel to  do it not necessarily because it's the best   solution but because we knew how to use it and  we knew we could make it work uh we did run up   against the program's memory threshold a number  of times and had to kind of change our approach   to to get the size down and to get the size right  we in fact we ended up with the DST is actually   composed of five different workbooks because  of the size and they're all linked together   they all cover eight years of the model run so  when one finishes the results are fed into the   next this and the next few slides uh contain  representative screenshots from the uh the   DST it doesn't have a screenshot of everything  but here we see the a significant component of   the model is the asset and condition survey  results that are regularly updated uh those   are imported into the model but first those  23,000 individual sub segments are Consolidated   into what we call Super segments and they're  grouped together by uh their classification   whether they're residential collector or  arterial their pavement type and their condition and and as importantly their  location so they we're talking about   you know a neighborhood will probably  be all the same super segment so when   the model's doing its evaluation it's  looking at these super segments as if   it's an individual street but it actually  represents a group of multiple streets and   it's evaluating the average condition of that  group rather than individual Subs segments elsewhere in the model we have uh degradation  curves for each and every combination of   classification and pavement type so the model  will degrade things over time according to those   curves as we go throughout the 40 years  so there are 23,000 sub segments how many   super segments are there since they they're  grouped by multiple there's around 2,000 okay uh the DST allows us to add and remove and  [Music] prioritize different treatment types uh   so we can you know evaluate different mixes and  matches what if we only did Mill and overlay   for 40 years what would that look like what if  we only did crack sale for 40 years those kind   of scenarios we can model and see what the  results would be elsewhere in the model uh   the applic the applicability of these treatments  the cost and the resulting degradation curve is   defined for each combination again of pavement  type and Street classification whether it be   arterial residential or collector each each and  every one of those will have a different curve then the model also allows us to prioritize  our selections based on a number of factors   including treatment type pavement type and the  preceding treatment type so if we wanted to   make sure we prioritized uh seal coat on streets  that previously had seal coats we could do that so once all that was constructed we had  a thirdparty uh engineering firm review   and confirm the accuracy of the dst's results  we developed some trivial data sets that they   ran separately we ran in the model we compared  the results and they they certified that it was   accurate and working as it should after we had  that confirmation we set about modeling nearly   uh as many distinct combinations of strategy  and approach that we could come up with this   is just a little piece of a much longer list  that represents different combinations of   strategy whether we were working prioritizing  from the top down good first uh worst last or   worst first to the good streets last mixing  and matching those with different treatment types and seeing how things  shook out over that 40-year period among all those results we kind of came  up with three bookend uh outcomes and when we   started the model run uh in 2014 I think it was  2013 2014 we were then looking at a network value   of just over 500 million uh Network remaining  acceptable service life of over 46,000 and the   lane miles at RSL equals z were just over 900  uh worst first prioritization where we were just   looking at do the worst streets first with rehabs  and and traditional approaches took us to a very   bad place very fast over time didn't have much uh  in the way of value or remaining service life at   the end of that period and what we did have was a  whole lot of network that was at RSL equals zero   had zero remaining service life the approach that  yielded the best results here was one that served   to maximize the ROI so it was focusing on those  High return on investment treatments that you can   do at the start of the curve uh keeping good good  streets good then a third approach that that was   important was an alternative where we instead of  a worst first using traditional means we looked   at a worst first using this mitigation  alternative and instead of doing Mills   and overlays we were doing more structural  spot repairs followed by uh a new Surface so initially the the one in the middle the maximum  return on investment approach was uh was kind of   locked in and used to inform portions of the  of the outsourced annual Outsource pavement   preservation program from 2014 to about 2017  the uh that was one of the things we kind of   changed too the model wasn't originally set up  to give us a program it was initially set up to   give us the best approach let us test things  and find out what is going to be our biggest   bang for the bug but we ended up through  uh a lot of necessity as much as anything   needing to make some modifications so that we  could begin to build programs actually using   the model itself rather than just relying  on or we're going to follow that approach so that was locked in for a period of time  and then over time we started recognizing   that we just didn't have enough funds to ever  get low enough of from working from uh the top   to bottom to ever get low enough to really make  any kind of difference on the streets that were   in average poor condition and so we looked at a  modified approach to instead of maximizing the   return on our investment optimize it and see if we  could get kind of the best overall results going   forward and so we ran different combinations of  uh mitigation and preservation ranging from 100   preservation to zero mitigation all the way to a  100 mitigation and zero preservation and looked   at all the results over a 40-year time period  and the uh the combination that we found to best uh fit kind of a line of best fit was at  a 6040 split and that's what we've been   employing ever since is 60% of the funds we  strive to invest Citywide on that top down   preservation approach 40% we strive to invest  from the bottom up using the mitigation approach prior or kind of in concert with the uh DST  development in the 2012 in 2013 o Outsource   pavement preservation programs included a lot  of different mitigation Pilots so that we could   test the effectiveness of that approach test the  acceptability and it it proved to work quite well   in the 2014 to 2017 period again we were using  that high maximum Roi approach combined with an   attempt to quickly kind of move the needle  on public perception we identified thermal   cracks which are the the wide bone jarring  cracks that span the full width of many   asphalt streets we identified those as being an  opportunity maybe quickly move the needle because   they were widespread throughout the n network  and they were among the severest of distresses   that we had so there was a concentrated effort  over that time period to address thermal crack   repairs just by spot repair on first all the  residential streets that were exhibiting them   and then second on all the arterial streets  that were exhibiting them the first round on   residentials really my recollection is that it  went really quite well we didn't have a lot of   concerns expressed from the public actually  had a lot of uh positive comments regarding   that but we when we went to arterials we found  we found a very different uh different outcome   the customers weren't weren't very happy with  it wasn't lot a lot of factors uh aesthetic   being among them of course but so then starting in  2018 and since then we've been using the optimized   approach the 6040 split to fully inform every  Year's annual Outsource payment preservation program do want to note too that the  the thermal crack issue seems to be an   issue of the past so to speak it's going to  keep resurfacing the repairs that we did we   estimated that they'd have a life of about  7 years and we're starting to see many of   them resurfaced now uh but the good news is the  city changed its construction approach back in   the late 90s and moved away from a what they  call a lime treated subgrade to a reinforced   Aggregate subgrade and we don't see the thermal  cracks occurring in the in the streets that are   constructed with the aggregate subgrade  just on the ones that were built pre late 1990s so using that approach we've seen  a significant increase in the number of   Lane miles that we touch each year uh the  kind of dramatic jump there corresponds to   that combination of high Roi uh focus and coupled  with the thermal crack spot repairs we were able   to cover a lot of ground uh doing that so  there's kind of an artificial bump there in   the 2014 through 2017 time period thereafter  we kind of leveled out uh I think you know   after 2021 uh and the covid inflation started  catching up to us a little bit but we're still   I mean we've been as high as over 11 times the  number of Lane miles we were getting previously   like in 2011 where we only we only touched  72 Lane miles and we've never been lower   than a little over four times that amount so  we're definitely covering a lot more ground now this is a map of this year's Outsource payment  preservation program it shows you uh the kind of   the variety of treatments that we're using I  think there's seven treatments listed here we   have concrete repair uh payement joint and crack  seal localized repair is something we introduced   a few years ago for we do have situations arise  where the overall average PCI of a street might   be pretty good but we become aware of an a  pretty isolated spot that does not uh cor does   not correspond to that PCI but it's not widespread  enough to make an impact on the overall rating so   we we started doing these localized repair  efforts to try to address those issues and   those problems that wouldn't other otherwise uh  rise to the surface in the model we have U micros   surfacing and micros surfacing is done both as a  preservation method and as a mitigation method uh   preservative seals we talked about before ultra  thin surfacing that's also can be both either   or depending on the the the condition of the  street can be done from the preservation side or   the mitigation side and that's one we reserve for  arterials in particular find the finished surface   to be a lot more uh conducive to traffic on our  materials higher rates of speeds higher volume   of traffic where is this map located within  the website on the public works and utilities   site there's a there's a link to streets and then  there's a another drop down or I there's a there's   another link to Outsource payment preservation  program I believe and this is included there along   with all the previous Maps I think through 2015  or so and eron if I can add the op3 the Outsource   preservation program this is easy to find on the  website but then also I like the way it's broken   down by District I mean this is obviously the  big map but when I have residents who do have   a concern about where they're prioritized it's  a great way to be able to send them the link and   say go to page 12 or you know go to page 14 or  whatever so it's really easy to find and and I   apology for having it there so that way we can  use it but residents can also see you know all   of the different things that are happening glad  to hear that's been helpful yeah it's helpful I   do have one quick question um is there a breakdown  on the op3 portal on the website that list streets   um in term or by District in terms of Lane miles  maintained as well so obviously there's the visual   aspect but is there a comparison of you know Lane  miles maintained in four vers one verse two well   we have expenditures I know I know we have Lane  miles Citywide I don't think we have anything   that breaks down Lane Miles by District though  we do have a document that we produce every year   that that tries to explain all of this and this  approach and and talks about our selection process   and the changes that have been made over time it  also includes details regarding ing the spending   that we're proposing and it gives lists of streets  like council member Tuttle mentioned uh that are   that are being proposed in each district and  what treatment is is being proposed but I don't   think we go into that level of detail yet okay if  there's a way to have that I'd be interested just   because I think there's I mean a clear difference  in terms of just a visual aid and so i' would be   interested in seeing how that's Quantified  in terms of actual as well sure if there's a   breakdown in terms of the of the lane miles on  the op3 Outsourcing for you know this 2024 per District on theb it just doesn't have the that  specific metric the lane miles try if I can   mention Lane miles is somewhat deceptive because  of the different types of treatment that's we've   been zering in more on the investment in each  district because it's very possible that we   could have reduced number of Lane miles in fact  this has happened in District three I think where   we've had a reduced number of Lane miles but and  a reduced number of projects but the projects   are expensive because of the Reconstruction work  that was being done and just to add to in op3 it   has by each district how much is being spent  and so sometimes I'll hear o District 2 gets   more than anyone else or I'll hear District 2  gets less than anyone else and I can say it's a   pie divided pretty much equally into six different  compon we're going to get to that in a few slides   awesome what is that terms of just the website  just op3 on wall.gov is that where I would find   that go to Public Works click on streets open  the streets page it's all on there thank you   Erin how how long does the uh micro surfacing  how long does that last so what we model to for   a residential street is around 7 to eight years  on arterial streets how long has it last not that   long but we don't we don't use it on arterial  streets anymore primarily for that reason okay   but we did try we tried it for a while but wasn't  wasn't very successful so what are you doing now   on like Maze Road and and Tyler is that that'll  be the ultra thin ultra thin how long does that   last that we're I think we're modeling somewhere  between 10 and 12 years okay good thank you what   and I just curious what causes those large cracks  in residential streets that are paved those are   the thermal cracks thermal cracks yeah it's the  yeah it's the thermal expansion of the pavement   and the underlying subgrade and we think it's  probably more to do with the underlying subgrade   and the fact that it it's not flexible those  treated subgrades were were very hard and having   a flexible pavement on top of a brittle subgrade  just doesn't work out very well in terms of those   thermal cracks like I said the the new method  where we have the aggregate base we're we're   not seeing that same thing we're yeah we're not  seeing that develop in those Pavements which is   which is great going forward okay I'm going to  jump in on that real quick if you don't mind   yeah this is something I like to talk about since  you brought it up yeah because I like for all of   us to take credit for this so for almost 30 years  now because that's been the span of my career we   started we changed the way this was done uh and I  like to consider it's a little bit revolutionary   and that's kind of a fancy word but the reason why  I say that is because there's a lot of communities   around us that have adapted the same practices  uh for doing this all of our new streets uh   the subbase that's underneath it is recycled  pavement Aaron mentioned aggregate that rock   that goes down under those streets is all recycled  pavement so we're doing a lot for sustainability   hundreds of thousands of tons that we use every  single year when old streets that are removed   concrete and asphalt both they're ground up  those are used to go back down as that subb   that that provides that flexibility that Aon was  talking about as far as I'm concerned it fixed the   problem that's where that came from we're starting  to see some resurface because we haven't been able   to go in and completely replace those streets  I only wanted to mention that mostly from the   again kind of the sustainability part what we do  to reuse old pavement which I think is a big deal   and it has fixed that problem we used to have you  see those thermal cracks we can see issues thermal   of the thermal properties of pavement especially  we need temperatures like this week we don't see   those types of cracks anymore sorry was that  an Innovative solution that like you said 30   years ago wiah kind of led the way or was that  something that you saw best practices and then   decided to reuse I think we led the way in the  type of material that we were using so there's a   product a geogrid that goes down first uh and what  it does is it provides some stability for that   rock base we we we started using that material  that wasn't new to us other communities would use   that but the the rock the material that goes on  top um I don't know how many people use recycled   materials it's not just us but there's a lot of  communities that will use more of a rock from a   quarry and it's got its own problem sometimes  it's too soft uh certain limestones that don't   work very well we we've even seen it kot's done  some of that over the years it hasn't worked ideal   so I that was a long time ago now and and we were  just starting things there even when I started so   I don't have a whole lot more details for you  but it's worked tremendously for us it's saved   cost longterm needless to say as far as bringing  in Rock from elsewhere being shipped in from a   Cory so we we've saved a lot of cost on our new  streets over the years just by using that too so again this is the map for this year's program  and this year we're touching about 315 Lane miles this slide is a compilation of the last  10 years worth of programs from 2015 to 2024   and over that time period we touched 4,828 Lane  miles but but many of them the the same Lane   mile was touched you know more than once here  we went back and did surfacing on a lot of the   thermal crack repairs that we did um all the  orange that you see well not all but a lot of   the orange that you see there is preservative  seal we typically follow up an ultrain on our   arterial with with that treatment uh ideally  the next year year so a lot of it's duplicate   but but we are we're we're touching a lot of  Lane miles every year now especially compared   to what we were doing back in 2011 in prior  to I do want to mention Bob thank you for um   the I guess the additional of the expenditures  don't match the lane miles um and the document   provided is very helpful too um so thank you  for sending document glad to hear it thank you there are some challenges and limitations  with the uh with the model city manager mentioned   concrete streets uh concrete streets are  problematic because there's very limited uh   options for preserving a concrete Street you can  crack seal it early on uh we we don't do that as   aggressive ly as we do asphalt streets because of  the it's an aesthetic concern on a on an asphalt   Street and the color match is a lot closer there  than it is on concrete streets but we are this   year uh piloting a crack seal that is supposedly  supposed to match concrete much better it's it's a   gray color uh we hope to find that it works well  and it's something that we can then expand and   maybe start addressing concrete streets earlier  on more aggressively but we'll see how that goes   uh the main problem with concrete is it's it's  really expensive to fix and after once you get   Beyond crack seal really the only option that  you have typically for a failure is full depth   removal and replacement years ago um there was a  very short period of time I gather where they made   the decision to go and and and surface over a lot  of poor conditioned concrete streets with asphalt   couple of problems with that are first they had  to go in and make repairs to anything that was   so structurally deficient that it was going to  impact that new asphalt layer that they were   putting on which would have constituted probably  most of the repairs anyway uh the second problem   that's been noted since is that that the bond  between the asphalt and the concrete isn't the   greatest and once you start to develop cracks in  that top layer of asphalt we found that that water   gets in and starts infiltrating between the layers  going through that freeze thw cycle and actually   traps it in there and it ends up degrading  the underlying concrete a lot quicker than   it otherwise would have so that's not something  we've we've repeated we want to stay away from   it if we can because we don't think it's in the  city's best interest but we still have a lot of   older concrete streets that have you know kept our  overall Network in pretty good shape for years and   years and years but they're now nearing the end  of their useful life and they're very expensive   to maintain so if we include you know a super  segment that has several concrete streets in it   uh it almost always the model's going to just pick  it every time and you end up going back to 2011   where you're getting 72 Lane miles or less that  you're touching in any given year so what we've   done is we've kind of moved that outside the model  we're approaching them on a worst firste basis uh   we're spending about 25% no sorry about 20% half  of the 40% mitigation we are directing to concrete   streets and uh and mitigation of those but because  of their high cost we're not getting very far very   fast and there's there's a long list of needs um  so just yeah just just an issue and hopefully we   might might be getting some additional funds to to  tackle that problem may I ask there's another so   you keep talking about the expensive nature of  concrete streets what about brick streets also   another expens same issue same issue yeah we have  we have far fewer brick streets and brick streets   the the level of acceptance is actually quite  low people don't typically mind a Brick Street   that it almost looks the way it should when it  has some defects and haven't we instead of brick   streets now gone to like stamped concrete so we  still get am I wrong like in pedestrian areas   especially so it slows down traffic because  it's a distraction it's a break in the normal   and then um it's aesthetically pleasing right it  looks kind of good but it doesn't have the same   problem brick streets are yeah they're gnarly yeah  yeah the the Brick crosswalks is something that   we've strategically tried to go in and address  because we did have a lot of issues with the ones   that were constructed in Brick C certain ones so  outside the the downtown kind of core area we have   been replacing those failed brick crosswalks with  stamped colored concrete and it's been working   very well uh thermal crack repair and crack seal  is another thing that selection wise we handle   outside the model we've tried to use the model for  that in the past and it it just doesn't work very   well there's a there's a pretty fine line between  too many cracks to crack seal and just the right   amount of cracks to crack seal and the model does  not do a good job of identifying that so that's   something that our technician during the course of  his surveys he will denote that in his inspection   report whether or not it's a good time to do  crack seal thermal crack repair those kinds of   things uh and then the the final challenge that I  have listed here is that we are doing as council   member Tuttle mentioned and it was brought up  before we are trying to spend proportionally in   the district to match the proportion of network  that is in the district the model however was   set up to evaluate the entire network without  a distinction among districts so what we have   to do is look at the model's prioritization and  kind of manually translate that by District to   come up with that balanced approach Erin can I  just make I'm going to ask a question and if I'm   wrong always tell me but you know when we look  at the proportion of each district that's just   what we're spending from the city's coffers we  also are really aggressive about applying for   funding for wo and state and fed funds as well  right absolutely and so there's when when you   look at that and you see the you know 14 million  for this year or whatever it is yeah thank you   that's not including additional outside funds that  public works and utilities does an amazing job of   like I said aggressively seeking so that we can  add to even what we're spending is that correct   yes yes in particular for for this program we  do occasionally uh we apply for it every year   it's much more competitive now than it used to  be but uh Kat has a what they call the SE clip   program and they will participate up to I think  $300,000 on a clink uh Expressway which are uh   connections to State highways that run through  the city and the city maintains so we do apply   for those funds I think on average anymore we  we get them maybe once every three years and and   when we do get them what we've done historically  anyway is we've split that cost evenly among all   the districts because they are Express ways and  they tend to be utilized by everyone and I the   this slide right here answers my question about  the proportionality so I don't need any more   followup regarding that okay great thank you great  thank you but I did have a question for you so the   tool that you all created has everything kind  of listed by the priority and not necessarily   the district so is it more efficient to deal  with it on the priority or proportionally by   district is it more efficient mhm cuz some things  would wait so that you can match districts to   make sure they get an equal amount of money so  would it be better for the network if you just   addressed from number one down no matter where  the district probably a question of Effectiveness   more than efficiency and I think you'll find if  you treated the city as one unit you'd be most   effective if you went on the priority system  regardless of District right but in the same   time you still are improving our useful life of  our streets by preserving those that are newer   streets under this method is it's not as if we're  throwing dollars away each district has different   priorities so I don't know how much I don't  know if we can quantify how much we're losing   by doing that if we were doing worst first then  you definitely would lose a lot of ground if you   were doing it by District I think but with the  6040 split it's probably the less impact okay it   it is an advantage in a way too we still maintain  the 6040 split Citywide but we vary we vary that   split among districts but overall Citywide that  split Remains the Same and that we don't in the   model we wouldn't have the flexibility to adjust  that by need in each district as much as we're   able to now so like you know districts uh 1  three and four 13 four and six have a lot of   our older concrete streets districts two and five  do not so we're doing a lot of that work in those   districts so the balance might be skewed in those  districts towards mitigation but then in two and   five we're skewed more towards preservation  and the overall mix still works if that makes sense so the that the the DST and the new  approach is by no means the only Factor   that's contributed to the results over you know  since 2011 the city council has also approved   funding increases in the CIP virtually every  year since 2013 this year's $13 million budget   is twice what we had in uh 2013 and we slated in  the adopted CIP to increase to 16.5 million in 2033 well and Aaron the 20 20 2009 to  2013 is a little deceptive because if   I remember right 2009 2010 I think  we're in that 2 million two to three   million range and we were actually  cutting back the program during the recession so it was six and a  half million at the most sorry yes so using the combination of the approach and   increase funding we've seen uh  our asset value uh increase and stabilize and we're projecting it to  kind of remain stable over the 40-year   period not a not a lot of improvement but  not you know not a not declining either   basically holding things steady uh remaining  acceptable service life those values project about   the same we've made some gains and and we think  we're at a point now where we're going to level off and really the same applies to the Lane  miles that we have that still have remaining   acceptable service life in them uh it's greater  than zero we saw a pretty good drop off there in   the early years when we were focusing on the  higher Roi treatments but uh since then we've   we've made some gains and it's leveling off  we didn't want to innodate you with tons of   information but I think the early slides when  we first were introducing this program were   really telling regarding what would happen with  remaining service life if we didn't make these   kinds of investments in the Council has they were  basically very steep drops in terms of number of   streets with zero life left right um and uh it  was um it's amazing to see the trend now under   this model how it's changed uh but we could not  continue business as usual um uh under that old system I think that's that's all I have have and  I'm happy to stand for any questions I might go   back sorry when I came up here but in the first  time I didn't mean to but I wanted to go back   to your first question mayor if you don't mind  and expand on that real quick You' asked about   uh available information to the public which is  a really good question and one that we get a lot   we have found something that I think is fairly  effective so you can see from the complexity of   what we're looking at it's not just a number and  if we even tried to do that would be misleading in   a lot of ways uh what we have found that's worked  pretty well is every fall when we come to the   council we've got a list of streets that are going  to be um have something done to them the following   year that information is available every October  it's on our website that is only for one year Aon   talked about how we evaluate the streets every 18  months we don't see drastic changes necessarily   but things can change climate is uh is the biggest  thing we battle right with our climate the ups and   downs the heat that we're going to see this week  and then we go to the extreme cold in the winter   does more to our pavment than anything so things  can change we don't want to make a commitment too   far out to tell people were going to be there in  two or three years and have that change that's not   ideal either so what we have found I think works  fairly well is uh when folks have inquiries Aaron   and his staff can plug that into the model and  and get a General time frame my opinion is it's   worked pretty well people know it's on the radar  their instincts are usually fairly well they see a   street that's having some issues they'll call  and they'll say within a couple years we'll   probably get there I think it's not the best  for us for providing information but I think   it's kind of working because of the size of our  system because of the size of our model I think   it's it it's probably the best we can do and it's  okay but above and beyond that I might remind you   about our in-house Services also we will go out  and mitigate hazardous conditions right uh our   staff repairs 70,000 potholes a year sometimes  those don't last very long depending on what   happens with the weather if we actually happen  to get rain from time to time we might have to   go back out and fix them again but we've also got  some other resources our spray injection patch   truck which is a single operator truck it provides  more structural repairs we can send out to streets   and and keep them going until such time that the  program shows up to do something more substantial   so I think we've got some things in place that  really help with that right now uh what's working   pretty well is is well I think it was just this  morning everybody here got an email about green   Wich road that you'll see council member Tuttle  sent on to us we will look at the model and see   what it shows and respond to that too uh it's  kind of deceiving right perception is reality I   shouldn't say deceiving but perception is reality  we talked to a lot of people who believe they   have the worst Street in the community and it may  actually be 10 years before we're actually going   to do anything to it but that's the way they  see it so it's hard for us to put anything out   there more than a year ahead of time but I think  we've done a pretty good job of of being able to   respond otherwise may I add one additional uh  comment to that we we all get these types to   females my street is the worst Etc um and I think  once we figure out which district that problem   is we send it off to the council member who is  responsible for that area and now knowing that   Aaron can calculate uh and give a approximate  with the caveat and always giving that caveat   of it's dependent on climate and dependent on  really U prioritization I think it would be nice   to also add anytime that we we say something  like it won't get taken care of for another few   years but next year in your District we have  this coming up I think that gives people um a   balance to understand you're still important  but your district is also on the radar and I   think that that would be helpful in responses I  appreciate that we'll keep that in mind thanks   thanks mayor um I just wanted to say thank you  um the Public Works uh by the numbers that we   got from Megan yesterday um talking about snow and  ice removal and um feet maintained by facilities   potholes and all that stuff is really incredible  we hear a lot of critics you know about the roads   but actually seeing what you guys do in numbers is  extremely impressive and I just want to say thanks   thank you I I'd just like to chime in too I was  going to mention that and then also um not only   do we get the email from comms about you know  the different data points which I just think are   fantastic to have but there's a new document or  I don't know what you call it graphic the word on   the streets I'm not exactly sure how we're going  to use this but I think it's great um I'm going   to keep a copy in my pocketbook and show people  all the time but also just thanks for all your   work on op3 because really and I know it's been  said but just to be a little redundant people   sometimes think that we just kind of wake up and  decide what we're going to fix next or you know   that whatever and and it's just nice to be able  to say we have a plan and we have content experts   who are using data to make datadriven decisions in  the community so it it helps people to understand   a lot more about you know how we do what we do and  why we do what we do so thank you for all of your   working for the presentation today our expertise  is often questioned but I appreciate hearing that   I I also want to say thank you and just  to request that all future presentations   be entitled Who's down with op3  beat me well well well you know me um just one one question real quick how  much consideration has been given to um just   not do the 40% by District just looking at  strictly the worst Ros in witcha and trying   to address them on the back end strictly by  just need as opposed to uh breaking it down   District by District sorry consideration to  just doing the worst first Citywide with the   40% the the 40% that we're catching up and um  just applying that just universally throughout   the city as opposed to breaking it down  District by District well I when when   we were developing the model and making the  initial uh runs and we had settled on a on an approach I can't say for sure whether it was  the maximum Roi approach that we modeled or if   it was the 6040 split that was modeled but we  did look at I think it was over either five or   10 year period what what does a Citywide approach  look like when we then after the fact look at the   districts right and we expected it to kind of  be balance itself over time and what we found   was it it really didn't and there were some pretty  big discrepancies in terms of overall spending in   each district and that's kind of how we arrived  at the proportional by Network so does what was   the timeline with that though were we getting more  Streets back to kind of usable workable uh grades   by doing that model or was that kind of focusing  on some of the more expensive ones first and well   I think that one would have been I mean it's it  might have been the ROI the one that tried to   maximize the return on investment possibly but  I guess my concern would maybe be if we if we   do a worst first approach greater than 40 a  lot greater than 40% potentially in specific   districts over time then the the network within  that district is going to start to perform like   that that option that we looked at Citywide  where after a 40-year period it was in better   shape than if we did traditional rehab but it  wasn't in good shape compared to one that had a   had a mix of preservation where we were getting a  lot of bang for the buck and the mitigation right   yeah I I mean I I I agree that we need to focus  on preservation of the good streets that we have   right now the 60% I'm just trying to think of  some people in some of these neighborhoods who   it will be maybe a decade before they get to it  because the spending in the district is it's more   expensive for the concrete streets so sure sure  well and that's I I'm hopeful that the proposed   inclusion of additional funds for concrete streets  in the CIP and the proposed CIP could make a a big   difference there okay you know um when we did the  drill down after we received the citizen survey   we looked specifically at the Street Maintenance  answers and we were able to pretty much pinpoint   the greatest dissatisfaction was with residential  streets all right and so I'm looking at the chart   that is on on on slide 30 and if we just look at  your District there's almost a million dollars   goes into ultra thin surfacing which will  basically Target those residential streets   and and you know I've seen the impact that has on  a neighborhood because they're doing underlying   repairs to the surface before they do the ultra  thin and I I believe that will really address   some of those concerns uh that are coming from  the residents in fact in almost every District   we're hovering around on that million dollar  line except for districts one and two um so   and they've got emphasis on what I think is either  concrete repairs or micros surfacing which would   be probably more arterials the and so I I'm I'm  kind of with Aaron I don't know that there's I   think right now we're hitting the mark in terms  of what residential the residents expectations   are um and the concrete Street program we've  added to deal with those that are the most   severe complications for us okay yeah I mean for  the most part I'm getting positive reports about   the main arterials of my district we've done a lot  of work to catch up on those it's just yeah most   of the concern is back in the residential areas  who haven't seen any work I think that's the   Tilt now and you'll see that in your District this  year okay thank you now if we could only get gray   crack seal sorry my Shameless plug we're we're  going to Pilot some this year so yeah yeah we're hopeful just one more time I think just to  reiterate the message from Gary um can you   remind people what what residents can do obviously  we can't replace every single Street um it's going   to be a multi-billion doll investment we've  replaced all of our street uh system what are   things that residents can do to help Public Works  I think you mentioned potholes but can you go over   that one more time well yeah I mean uh by letting  us know about issues that arise and concerns that   they have uh it's it's a lot of network and it's  a lot of ground to cover we have one person who   definitely sees every street once every 18 to 24  months but other than that we just don't have very   many people that are out and about and there're  going to be things that we just don't know about   until someone lets us know so we definitely  encourage people to do that yeah don't assume   that we know about a pothole right and I you know  we've been proud of the quick turnaround that we   have on reports of pot holes or other surfice  surface problems so um if people have something   that's developing in their Street please let  us know immediately yeah I'd like to compliment   the staff on on potholes did a great job so I  appreciate that and just to remind residents they   can go online City website put it in where the  pothole is and it'll get fixed within a day or   two so they do a great job thank you yeah if you  haven't seen the oneperson truck by the way that's   a another one of my favorite pieces of equipment  so more than happy to do a demonstration of that   I'll be out there for it they won't let me touch  it just like they won't let me touch the tree   boom you're gonna let Bob use the machine I have  asked to do it myself so we'll go out [Laughter] somay thank that's all we have yes thank  you great job thank you thank you very much I was