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353 <br />At the request of Member Seigler, Mr. Schwartz advised that $220,000 would <br />354 <br />apply to approximately one mile of mill and overlay costs. <br />355 <br />past before a road reached a thirty year life cycle. <br />356 <br />Mr. Culver advised that the City was currently at the point where they were <br />357 <br />performing mill and overlay on the roads with the worst condition index, and if <br />358 <br />spending $1.1 to $1.5 million annually, could accomplish 4 to 5 miles each year. <br />359 <br />Further discussion included impacts of second and third seal coating in the <br />360 <br />delamination situation; staff's recommendation for elimination of seal coating on <br />361 <br />post -2005 constructed roads pending results. <br />362 <br />on observations on a case by case basis. <br />363 <br />Mr. Schwartz noted that a few pavements, done in the early 1980's or late 1970's <br />364 <br />with 3-4 coats of seal coating were showing no problems, but it started showing <br />365 <br />up in the 1990's when refining processes were changed during that time as well, <br />366 <br />but not addressed by the industry as a potential factor as of yet. <br />367 <br />368 Mr. Culver concurred, noting that there were constant adjustments being made to <br />369 the refining process to squeeze out as much crude oil as possible with the <br />370 resulting byproduct available for residential or of ses. <br />371 <br />372 Additional discussion included impacts o%Uer delaying maintenance based on <br />373 past budget constraints already putting a strain on the pavement management <br />374 program (PMP) and potential ramifications as previously reviewed by the <br />375 PWETC 4-5 years ago; typical depth of seal coating by the time of a third lift of <br />376 approximately one inch; and city pavements typically 4 inches in depth with <br />377 larger v ume roadways of 7 - 10 inches in depth. <br />378 <br />379 Discussion ensued confirming that neither Ramsey or Hennepin Counties <br />380 perrmed sealcoating; differing pavement conditions from one segment to <br />381 another frequently based on jurisdictional ownership of a particular roadway; <br />382 impacts of higher traffic volumes on county roadways, but all experiencing the <br />383 same climate conditions, and other agencies (e.g. MnDOT and/or Ramsey <br />384 County) using different pavement mixes than that used by the City of Roseville. <br />385 <br />386 <br />Mr. Schwartz noted that those agencies typically plan for mill and overlay in <br />387 <br />shorter periods of time (e.g. 15 — 20 years) while the City had not done so in the <br />388 <br />past before a road reached a thirty year life cycle. <br />389 <br />390 <br />Further discussi included experimentation with other types of repair of those <br />391 <br />delamination issues, including the Cities of Woodbury and Maple Grove, with no <br />392 <br />obvious long-term solutions found to -date either from a thin mill and overlay or <br />393 <br />seal coating of delaminated streets; whether preparation of the roadway before <br />394 <br />seal coating application was of any impact, with limited failures observed based <br />395 <br />on observations on a case by case basis. <br />396 <br />397 <br />Chair Stenlund noted that many variables, including silt and sand components, <br />398 <br />and emulsification of oils used. <br />Page 9 of 17 <br />