kitsap county public works

Road Maintenance
Manual

JANUARY 2012
2600 (01•12)
 Kitsap County Road Maintenance Manual

Foreword

Reliable, well-maintained roadway transportation facilities are essential to the well being of the
county, its citizens, and its commerce. Our road maintenance and operations personnel are essential
to the Kitsap County’s transportation backbone—the Kitsap County road system. Public safety and
safety for our employees is a high priority and must be considered in every decision and activity that
affects roadway facilities. The goal of the Kitsap County Department of Public Works is to maintain
the roadway system in a condition as near as possible to the condition of its initial construction
or subsequent improvement. We take pride in, and strive for, excellence in the maintenance and
operations of our roadway system. This manual provides our staff a comprehensive field reference
for the maintenance practices and procedures that will ensure that excellence.

Don Schultz
Road Superintendent

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Chapter 1 — Emergency Procedures
Regional Emergency Response Plans........................................................................................................................1
Kitsap County Disaster Plan—Concept of Operations........................................................................................1
Organization and Assignment of Responsibilities................................................................................................2
Administration and Logistics........................................................................................................................................2
Plan Development and Maintenance........................................................................................................................2
Training and Exercises.....................................................................................................................................................2
Emergency Operating Procedures..............................................................................................................................2
Maintenance Field Personnel.......................................................................................................................................2
Road Superintendent or Road Supervisor..............................................................................................................3
Abandoned Cargo............................................................................................................................................................3
Clearing the Roadway.....................................................................................................................................................3
Non-Hazardous Spills......................................................................................................................................................4
Training Frequency...........................................................................................................................................................4
Field Spill Prevention.......................................................................................................................................................4
Facility Spill Prevention...................................................................................................................................................4
Chapter 2 — Work Zone Safety
Fundamental Principles..................................................................................................................................................5
Traffic Control Zones........................................................................................................................................................6
Traffic Control Devices....................................................................................................................................................6
Traffic Control Procedures........................................................................................................................................... 10
Off-Road Activities......................................................................................................................................................... 11
Nighttime Activities...................................................................................................................................................... 11
Temporary and Portable Signal Systems............................................................................................................... 11
Non-motorized Traffic Control.................................................................................................................................. 11
Pedestrian Control......................................................................................................................................................... 11
Bicycle Control................................................................................................................................................................ 12
Safety.................................................................................................................................................................................. 12
Work Zone Operations................................................................................................................................................. 12
Enforcement.................................................................................................................................................................... 12
Chapter 3 — Pavement Patching & Repair
Maintenance of Flexible Pavements ...................................................................................................................... 15
Load & Speed Restrictions ......................................................................................................................................... 15
Pavement Deficiencies................................................................................................................................................. 15
Pavement Maintenance Techniques....................................................................................................................... 16
Effects of Traffic on a Patching Operation............................................................................................................. 20
Crack Sealing (or Pouring).......................................................................................................................................... 20
Maintenance of Rigid Pavements – Bridge Decks.............................................................................................. 21
Maintenance Overlay Paving..................................................................................................................................... 21
Asphalt Emulsion Surface Treatment..................................................................................................................... 22
Pavement Conditions for a Successful Project.................................................................................................... 23
Material Selection.......................................................................................................................................................... 23
Roadway Preparation................................................................................................................................................... 24
Equipment........................................................................................................................................................................ 24
Cleaning the Distributor.............................................................................................................................................. 25
Traffic Control.................................................................................................................................................................. 26
Spreading Aggregate................................................................................................................................................... 26
Chip spreader Calibration........................................................................................................................................... 26
Chip Spreader.................................................................................................................................................................. 26
Rolling................................................................................................................................................................................ 26
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 Spreading of Fines or Choking–Optional.............................................................................................................. 27
Post–Seal Inspection..................................................................................................................................................... 27
The “Do” and “Do not” of Seal Coating.................................................................................................................... 27
The “Do” and “Do not” Tips for Handling Emulsified Asphalts........................................................................ 28
Chapter 4— Drainage
Drainage from Abutting Properties......................................................................................................................... 31
Ditches and Gutters....................................................................................................................................................... 31
Rock Lined Ditches and Slope Benches................................................................................................................. 32
Culverts.............................................................................................................................................................................. 32
Storm Sewers................................................................................................................................................................... 32
Bank Protection.............................................................................................................................................................. 33
Chapter 5— Snow & Ice Control
Preparing for Winter Operations.............................................................................................................................. 35
Road Categories............................................................................................................................................................. 35
Special Criteria................................................................................................................................................................ 36
Work on Kitsap County Roadways........................................................................................................................... 36
Anti-icing & Deicing Chemicals................................................................................................................................. 36
Anti-icing Terms.............................................................................................................................................................. 36
Work on Roads Not Maintained by Kitsap County............................................................................................. 37
Abandoned or Illegally Parked Vehicles................................................................................................................. 37
Closures............................................................................................................................................................................. 37
Emergency Assistance.................................................................................................................................................. 38
Precautions....................................................................................................................................................................... 38
Procedures........................................................................................................................................................................ 38
Chapter 6 — Street Sweeping
Purpose.............................................................................................................................................................................. 39
Procedure.......................................................................................................................................................................... 39
Request for Sweeping.................................................................................................................................................. 39
Water Quality Street Sweeping Operations Plan................................................................................................ 39
Pollution Loading Potential........................................................................................................................................ 40
Water Quality Street Sweeping Operations.......................................................................................................... 40
Street Sweeping Waste Managmenet.................................................................................................................... 40
Street Sweeping Waste Monitoring......................................................................................................................... 41
Figure 6.1 - Kitsap County Street Sweeping Plan Map..................................................................................... 42
Chapter 7 — Roadside Maintenance
Roadside Functions....................................................................................................................................................... 43
Roadside Maintenance ............................................................................................................................................... 43
Roadside Management Zones.................................................................................................................................. 43
Maintaining Zone 1....................................................................................................................................................... 44
Maintaining Zone 2....................................................................................................................................................... 45
Maintaining Zone 3....................................................................................................................................................... 46
Integrated Vegetation Management...................................................................................................................... 46
Using Herbicides............................................................................................................................................................ 47
Evaluating and Using New Products....................................................................................................................... 47
Pesticide License............................................................................................................................................................ 47
Record Keeping.............................................................................................................................................................. 47
Product Labels................................................................................................................................................................. 47
Posting Requirements.................................................................................................................................................. 47
Aquatic Pesticide Applications.................................................................................................................................. 47
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 Pesticide Sensitive Individuals.................................................................................................................................. 47
Container Disposal ....................................................................................................................................................... 47
Using Mowing Equipment.......................................................................................................................................... 48
Other Cutting Methods............................................................................................................................................... 48
Cultural Control Methods........................................................................................................................................... 48
Biological Control........................................................................................................................................................... 48
Noxious Weed Control.................................................................................................................................................. 48
Danger Trees.................................................................................................................................................................... 49
Removing Dangerous Objects and Structures.................................................................................................... 50
Trespass and Encroachment...................................................................................................................................... 50
Encroachments—General.......................................................................................................................................... 50
Encroachment–Maintenance Crew Responsibilities......................................................................................... 50
Wood Debris.................................................................................................................................................................... 50
Illegal Tree Removal...................................................................................................................................................... 50
Significant Roadside Activities.................................................................................................................................. 51
Notification....................................................................................................................................................................... 51
Removing Debris and Rubbish................................................................................................................................. 51
Litter Control and Partnerships for Roadside Enhancement.......................................................................... 51
Dead Animals.................................................................................................................................................................. 51
Chapter 8 — Maintaining Structures
Major Structures............................................................................................................................................................. 53
Minor Structures............................................................................................................................................................. 53
Inspection......................................................................................................................................................................... 53
Bridge Repair Guidelines............................................................................................................................................. 54
Environmental Aspects................................................................................................................................................ 54
Utility Installations......................................................................................................................................................... 55
Chapter 9 — Traffic Services
Reconstruction Principles........................................................................................................................................... 57
Signing............................................................................................................................................................................... 57
Signing Responsibility.................................................................................................................................................. 57
Traffic Barriers and Impact Attenuators................................................................................................................. 57
Maintenance.................................................................................................................................................................... 57
Inspection......................................................................................................................................................................... 57
Repair................................................................................................................................................................................. 58
Standard Run of Barrier................................................................................................................................................ 58
Terminals and Anchors................................................................................................................................................. 58
Maintenance.................................................................................................................................................................... 58
Islands................................................................................................................................................................................ 58
Chapter 10 — Miscellaneous
Right–of–Way Fences................................................................................................................................................... 59
Road Approaches—General...................................................................................................................................... 59
Maintenance Yards........................................................................................................................................................ 59
Stockpile Sites................................................................................................................................................................. 59
Materials from County Quarries or Pits.................................................................................................................. 59
Procuring Materials....................................................................................................................................................... 59
Material Specifications—General............................................................................................................................ 60

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 Instructions for Radio Operation.............................................................................................................................. 60
Work Scheduling and Reporting.............................................................................................................................. 60
Environmental Sensitivity........................................................................................................................................... 60
Appendix A — Snow and Ice Response Tables
Figure 5.1 – Service Level 1 (Light Snow).............................................................................................................. 62
Figure 5.2 – Service Level 2 (Light Snow with Periods of Moderate or Heavy Snow)............................ 63
Figure 5.3 – Service Level 3 (Moderate or Heavy Snow).................................................................................. 64
Figure 5.4 – Service Level 4 (Frost or Black Ice)................................................................................................... 65
Figure 5.5 – Service Level 5 (Sleet Storm).............................................................................................................. 66
Appendix B — Procedures for Snow and Ice Operations
Tandem (Saddle Tanks) Salt Brine Application.................................................................................................... 68
Alternate Tandem (Saddle Tanks) Salt Brine Operation................................................................................... 68
Loading Sand Into Sanders........................................................................................................................................ 68
One-Ton(4 X4) Plow Mounting.................................................................................................................................. 69
One-Ton(4 X4) Sander Mounting ............................................................................................................................ 69
One – Ton(4 X 4) Sander Operation......................................................................................................................... 69
Salt Brine Operation...................................................................................................................................................... 70
Plow Mounting For Tandem Truck........................................................................................................................... 70
Sander Mounting For Tandem Trucks..................................................................................................................... 70
Snow Removal Equipment Checklist...................................................................................................................... 71
Appendix C — Salt Brine Mixing & Applicator Loading Operations Manual
Making Salt Brine........................................................................................................................................................... 74
Lowering Salt Concentration in Brine..................................................................................................................... 74
Increasing Salt Concentration in Brine................................................................................................................... 74
Circulating and Mixing Salt Brine in the Machine Tank.................................................................................... 74
Transferring Brine to the Holding Tank.................................................................................................................. 74
Transferring Salt Brine from the Holding Tank to the Truck............................................................................ 75
Circulating and Mixing Brine in the Holding Tank............................................................................................. 75
Loading Trucks with the Pump.................................................................................................................................. 75
Washing Down and Shutting Down at the End of the Day............................................................................ 75
Transferring to the 5,000 Gallon Holding Tank.................................................................................................... 75
Transferring from the 5,000 Gallon Holding Tank to the 10,000 Gallon Holding Tank......................... 75
Loading the Truck from the 5,000 Gallon Holding Tank................................................................................... 76
Illustrations................................................................................................................................................................. 77-81

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 Chapter 1

Emergency Procedures
This chapter provides guidance to reduce vulnerability of the county transportation system from
any emergency or disaster by:
• Establishing capabilities for protecting the transportation system and employees from the
effects of emergencies or disasters.
• Responding efficiently to emergencies and disasters.
• Assisting in recovery from the aftermath of any emergency or disaster.
This chapter describes emergency response procedures. This type of response may be required
for small spills, snow and ice removal, traffic accidents, earthquakes, declared disasters, and disaster
recovery. An emergency is defined as a situation involving natural phenomena, disasters, casualties,
national defense or security measures, or other catastrophic events. Emergency procedures include
the response activities that must be taken to prevent the imminent loss of human life or property.
In the event of a non-weather related emergency the Director, Assistant Director or their designee
notifies the Road Superintendent that an emergency response is needed. The Road Superintendent
mobilizes in the same manner as described for weather related responses below.
Most emergency responses are caused by inclement weather. Kitsap County Public Works (KCPW)
subscribes to WeatherNet to monitor daily weather forecasts. WeatherNet is a certified meteorologist
weather forecasting service. WeatherNet provides advance notification for impending inclement
weather that may require an emergency response. The Road Superintendent is notified by phone
or e-mail when inclement weather is imminent. Based on these forecasts the Road Superintendent
issues a mobilization order to area Road Supervisors. Road Supervisors mobilize appropriate road
crews to respond to the forecast. During major storms crews work alternate 12–hour shifts until the
emergency is over.
Area Road Supervisors mobilize road crew personnel. The Road Supervisors outline equipment
utilization and develop a schedule for the response operation. They also assign specific areas of
response. KCPW is responsible for these functions during an emergency response:
• Determine the functional parts of the county road network.
• Coordinate and control emergency traffic regulations with the County Sheriff’s Department.
• Notify the local Washington Department of Fish and Wildlife (WDFW) local habitat biologist
when an emergency response would normally require a Hydraulic Project Approval (HPA). KCPW
obtains the HPA as soon as practical before taking the emergency action. KCPW will meet all
conditions of the WDFW HPA permit when applicable and possible during emergency responses.
• Notify the National Marine Fisheries Service and U.S. Fish and Wildlife Service of emergency
responses resulting in an “after the fact” consultation under the endangered species act when
the response involved threatened or endangered species’ water bodies.
• Reconstruct, repair and maintains roads, bridges, and alternate routes. Coordinate
mobilization of staff and equipment required for an emergency response
• Participate on Damage Survey/Inspection Report Teams,.
• Provide support to the local Emergency Operations Center as requested.
Regional Emergency Response Plans
Each Kitsap County agency is required to develop and maintain an Emergency Response Plan.
The plan establishes day-to-day operational procedures for emergency responses. Emergency
response procedures clearly define employee roles and responsibilities.

Kitsap County Disaster Plan—Concept of Operations

Governments are responsible to make every effort to protect life and property during
emergencies. When response efforts exceed local capability assistance is requested from the next
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 higher level of government. Local government may request assistance from state agencies and state
agencies may request assistance from federal resources.

Organization and Assignment of Responsibilities

Kitsap 1 supports Road Department operations during inclement weather and emergency
responses. Kitsap 1 provides emergency response assistance as requested. This includes
administrative support of operations and communication support during emergency responses.

Administration and Logistics

Documentation is critical for successful reimbursement of funds and to support liability issues.
Road Supervisors, their assistants, and the Road Superintendent are responsible for documenting
all actions taken during emergency responses, including changes to established procedures
and policies. Maintenance office staff is provided with the documentation and is responsible for
completing proper records and forms, then forwarding the reports to the Road Superintendent.
During emergency responses some administrative procedures are suspended, relaxed or optional.

Plan Development and Maintenance

The Kitsap County Disaster Plan provides guidelines for documenting emergency management
activities. Local Agencies coordinate with state and federal agencies to develop and accomplish the
tasks outlined in this plan.

Training and Exercises

Department of Emergency Management periodically provides training and exercises that test the
Kitsap County Emergency Response Plan and Procedures.

Emergency Operating Procedures

Many situations require transportation crews for emergency responses. Vehicle accidents and
hazardous material spills are the most common.
Hazardous materials spills may make driving unsafe, endanger lives, or contaminate the
environment. Hazardous materials can make roadway surfaces slippery, impair visibility, and may
require lane restrictions or road closures. Many materials may pose danger including explosives,
flammables, corrosives, poisons, and radioactive materials. Other materials may not be hazardous, but
can cause hazardous conditions on road surfaces. Bulky materials can block lanes causing restrictions
and lane closures.
Employees at the scene of an accident or spill take emergency actions as required to protect
human life and property until law enforcement or fire agency staff assume command and
control of the incident. Law enforcement is responsible for safety measures at an accident site,
and coordinates with the Department of Ecology for spill response and cleanup. The Incident
Commander may request assistance from KCPW for traffic control and assistance cleaning up non-
hazardous spills. KCPW employees are permitted to clean up hazardous material spills as outlined
in the Comprehensive Emergency Management Plan, Emergency Support Function #10 Hazardous
Materials, Attachment 3 Hazardous Materials Incident Response Levels and Action Classification.
Road Department vehicles are equipped with Emergency Spill Kits. Cleaning spilled hazards is the
responsibility of the owner or shipper of the cargo. When the responsible party can not be identified,
the Department of Ecology assumes responsibility for the cleaning the spill area.

Maintenance Field Personnel

Maintenance employees take the actions listed below when responding to a hazardous materials
condition.)
• Advise the Area Road Supervisor or Superintendent of the incident.
• Request aid from law enforcement and fire response agencies.

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 • Take precautionary action to protect employees, motorists and residents from exposure to
the hazardous material.
• Provide traffic control. This may include closing the road or restricting lanes to ensure that
no one comes in contact with the hazardous material.
• Report the exact location, cause of the temporary closure, and extent of the closure to
the Area Road Supervisor or Superintendent. During regular working hours the Area
Road Supervisor or Superintendent notifies Kitsap One. CENCOM and Kitsap County’s
Department of Emergency Management are advised of the incident by Kitsap One during
regular working hours, or by the Area Road Supervisor or Superintendent outside or
normal working hours.
• Avoid contact with human tissue and blood.
• Stay on site until required traffic control is established and until relieved by a Road Supervisor,
Assistant Supervisor, or local law enforcement or fire response agency personnel.

Road Superintendent or Road Supervisor

The Road Superintendent and Road Supervisors take the following action when responding to a
hazardous materials condition:
• Coordinate personnel and equipment and establish traffic controls to keep traffic from
entering a hazardous area.
• Provide a complete report of the incident to the County Engineer and the Director of
Public Works Department
• Monitor the response and ensure established procedures are followed. Patrol the area and
assist stranded motorists.
• Establish safe detours. Detours should be established using state roads and highways
when possible. Local roads can be used after surfaces, bridges, and overhead clearance
restrictions have been reviewed. Use signs and other traffic control devices (e.g.,
barricades and flashing lights) to identify detours. Station flagging staff at traffic control
devices as needed.
• Provide detour and restriction information to Kitsap One. Kitsap One will notify residents
and motorists or detours and closures.
• Reopen roads when the response is completed.
• Advise the Road Superintendent, County Engineer, Director of Public Works, and CENCOM
and Kitsap One when roads are reopened.

Abandoned Cargo
All cargo abandoned on Kitsap County property is removed at the owner’s expense. Removing
abandoned hazardous materials follows the procedures outlined above. Revised Code of Washington
(RCW) 4.24.512 assigns responsibility for removing abandoned hazardous materials to the owner of
the material.
If the abandoned material is hazardous establish traffic control, and call the Kitsap County Risk
Manager. The Risk Manager notifies the Department of Ecology Spill Response Team. Ecology is
responsible for coordinating clean up of abandoned hazardous materials. Abandoned material
identified as hazardous but the container is not leaking or severely damaged can be moved to
the edge of the shoulder to allow traffic flow prior to Ecology’s arrival at the scene. Do not take
abandoned materials to the maintenance facility.
If abandoned material is identified as non-hazardous and is reusable take it to the nearest
maintenance facility. If the commodity is not claimed within thirty (30) days it becomes the property
of KCPW and may be used for it’s intended purpose by KCPW.

Clearing the Roadway

KCPW does whatever is reasonable to reduce delays associated with accidents and emergency
responses. Our “Open Roads” philosophy is to open roads for travel as soon as practical after an
accident or emergency response. It is our obligation and responsibility to ensure safety first. This
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 includes a safe environment for our employees, emergency responders, and the public. Minimizing
traffic delays is given priority over salvaging spilled or abandoned cargo. Bridges and transportation
structures closed due to structural damage require approval from the Washington State Department
of Transportation before traffic is allowed to use them.

Non-Hazardous Spills
Non-emergency field spills & small spills that you are comfortable cleaning up and have been
trained, go ahead and do it. If this spill gets into the storm drainage system or surface waters – SSWM
must be contacted. Call KCSSWM to report the spill. You may also get advice on proper disposal if
needed. Berm divert or dike the material, try to prevent spills entering catch basins, streams, creeks
or other water bodies.
Employees have been and are continually trained in spill response procedures. Spill cleanup
equipment and resources are provided. Spill kits and emergency response handbooks are located in
vehicles, at fuel pumps and near pieces of operational equipment. These spill kits are clearly marked.

Training Frequency
Road department employees are trained every June on spill response procedures and notification
requirements. By performing training during this time frame new summer help employees will have
the knowledge on how to respond to spills properly and the training will serve as a refresher for
returning summer help and regular employees.

Field Spill Prevention

Check vehicles, equipment and complete a pre–trip inspection. Document your observations on
the pre-trip inspection report. Check hoses and fittings for leaks. Look for any leaks when you arrive
at the job site. Be aware of gauges. Hot temperatures indicate leaks. Inspect after operation, when
you walk away look back at the equipment and check for leaks. Fuel auxiliary equipment before you
leave the shop.

Facility Spill Prevention

Observe good housekeeping practices, inspect the facility regularly and document inspections.
Inspect fuel islands daily – make sure spills are cleaned up properly. Do not store empty oil drums
outside. Ensure that waste oils are being stored properly. Do not store batteries outside. Place gas
and oil cans in the flammable storage locker – do not leave them in a pickup overnight. If you have a
spill clean it up and report it to the Surface and Stormwater Division.

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 Chapter 2

Work Zone Safety

Work zone traffic control and safety practices are important to ensure safety for employees and
motorists.. Traffic control guidelines in this manual provide the driving public positive and consistent
guidance through work zones. Effective guidelines also reduce the risk to employees working in work
zones.
The Secretary of Transportation adopted the Manual on Uniform Traffic Control Devices (MUTCD)
as the legal standard as required by RCW 47.36.030. It is mandatory that traffic control measures on
maintenance projects comply with the MUTCD requirements. The MUTCD outlines basic principles
and prescribes standards for the design, application, installation, and maintenance of traffic control
devices. The MUTCD details requirements for color, size, shape, location and need for traffic control
devices.
In some cases WSDOT and the Washington State Department of Labor and industries has
standards exceeding those established in the MUTCD (e.g., see Traffic Manual, M 51-02, Chapter 5
and the Work Zone Traffic Control Guidelines Book, M 54-44). In these situations the more stringent
standard is followed (see WAC 296-0155-305). Review all applicable standards before determining the
traffic control plan.
When standard layouts are not applicable consult the Kitsap County Traffic Engineer.
The employee in charge at a work zone is responsible to ensure all established standards are
followed. The person in charge also ensures temporary signs, warning devices, and flag persons
are placed appropriately to protect both motorists and workers. Safety is always the primary
consideration in a work zone. Safety takes precedence over any efforts to maintain roadway or
structure integrity, or to preserve traffic flows.

Fundamental Principles
The following lists fundamental principles that enhance motorist and worker safety in work zones.
• Implement a comprehensive traffic control strategy. Consider the type of work being
done, the area of the work zone, and traffic patterns to determine which traffic control
devices to use.
• Maintain normal traffic flows in the work zone as much as possible.
• Do not surprise motorists. Provide adequate sight distance for motorists to recognize and
react to traffic control devices. Place traffic control devices on straight highway sections
when feasible.
• Prepare and implement effective traffic control plans in work zones. Minimum standards
may not meet the need in every work zone. Evaluate work operations, consider work zone
and traffic conditions and determine an appropriate level of traffic control measures for
each work zone established.
• Avoid frequent and abrupt changes in traffic alignment.
• Minimize worker exposure time to traffic.
• Provide adequate warning, delineation, and channelization.
• Remove inappropriate pavement markings on long-term (work in a zone for more than
three days) projects.
• Use flagging staff to direct traffic only when other methods of traffic control are inadequate.
• Inspect traffic set-up control devices prior to work.
• Monitor traffic control strategies. Modify your strategy when traffic conditions change.
• Remove, cover, or turn traffic control devices away from traffic when not in use.
• Channel traffic in the work zone with pavement markings, signs, cones, plastic barrels,
water filled barriers, or lightweight devices.
• Use sand bags for sign ballast. Do not use heavy, solid weights, (e.g., concrete blocks) to
stabilize portable sign supports.
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 • Keep the drivers’ perspective in mind when selecting and implementing traffic control
devices. Credible messages must be conveyed to motorists so they can comply as expected.
• Use cones and barrels to define any closed portion of the roadway within a work zone.
Even short term operations realize safety benefits when traffic control devices are placed
to send an obvious message that a portion of the road is closed and motorists must divert
around the work zone.

Traffic Control Zones

The traffic control zone is the work area between the first advance warning sign and the point
beyond where traffic is no longer affected. Traffic control zones are divided into the following areas:
• Advance Warning Area
• Transition area (for lane or shoulder closures)
• Buffer space
• Work area
• Termination area
Advance Warning Area — Warning signs are located before the transition area to let motorists know
what you want them to do. When no lane or shoulder closure is needed, as in mowing operations,
one sign is sufficient. When multiple signs are needed in a work zone they should follow the MIA
(Message, Information & Action) plan for signs. The first sign should convey a message, the second
should provide more information, and the third should convey the action you want the motorists to
take. The first sign provides a general message to motorists. This advance warning sign tells motorists
they are approaching a work zone (e.g., ROAD WORK AHEAD). The next sign provides additional
information about the upcoming cautions (e.g., ONE LANE ROAD AHEAD). The third sign tells
motorists what action to take (e.g., BE PREPARED TO STOP, MERGE LEFT).
Transition Area — A transition area is where the lane and/or shoulder is closed by channelizing
devices. Traffic is moved out of the closed lane or shoulder by tapering the traffic. The rate of taper
is determined by guidelines in the “Work Zone Traffic Control Guidelines Book”. If sight distance
is restricted (e.g., by a sharp vertical or horizontal curve), be sure the lane closure begins well in
advance of the restriction.
Buffer Space — The unoccupied space between the transition and work areas is referred to as buffer
space. Buffer space provides a margin of safety for vehicle traffic as well as employees. When work
requires a moving traffic control zone the buffer space is that space between the attenuator or buffer
truck and the work vehicle.
Work Area — The work area is where the equipment and workers actively engaged in maintenance
activities.
Termination Area — The termination area provide space for traffic to return to the normal
configuration after leaving the work area.

Traffic Control Devices

Traffic control devices warn, regulate, and guide traffic. They include signs, signals, lighting
devices, pavement markings, delineators, channeling devices, hand signaling devices, and temporary
barriers. Traffic control devices must conform to WSDOT and MUTCD standards.
Sign supports — Sign supports can be portable or fixed, depending on the duration of work. Only
use small sand bags to stabilize portable sign supports. Do not use heavy or large objects that could
become a projectile upon impact (e.g., concrete, chain, etc.). Sign supports should be lightweight,
yielding and breakaway in a collision with a motor vehicle.
Signs on portable supports must be at least one (1) foot above the roadway. Supports mounted
on fixed posts must be five (5) feet above the roadway in rural areas and seven (7) feet above the
roadway in urban areas.
Sign intervals are prescribed in Table 2–1 on the next page. Consider in-place existing signs when
developing and implementing traffic control plans.

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 Table 2.1 — Advance Warning Sign Spacing(1)
Road Type Speed Road Type
A(2)

Freeways and 70 1,500 feet +/- or

Expressways 55 per MUTCD

Rural highways 65 800 feet +/-

60

Rural roads 55 500 feet +/-

45

Rural roads and urban 40 350 feet +/-

arterials 35

Rural roads, urban streets, 30 200 feet(3)

residential business districts 25

Urban streets 25 or 100 feet(3)

less
(1) All spacing may be adjusted to accommodate interchange ramps,
at-grade intersections, and driveways
(2) This refers to the distance between advance warning signs.
(3) This spacing may be reduced in urban areas to fit roadway conditions

Regulatory signs — Regulatory signs (e.g., KEEP RIGHT, DO NOT PASS) impose legal restrictions, and
are placed where regulations apply. Most regulatory signs have black text on a white background.
Only use regulatory signs where needed.
Reduced legal speed limits — When other traffic control efforts do not work you may consider
reducing the legal speed limit. Follow speed reduction guidelines outlined in RCW 47.48.020,
the WSDOT Construction Manual (M 41-01), and WSDOT Directive D 55-20, Reduced Speed in
Maintenance and Construction Work Zones when reduced speed limits are needed. Requests to
reduce speed limits on County-maintained roads are submitted to the Kitsap County Traffic Engineer.
Warning signs — Warning signs give motorists advance notification of hazardous conditions for
traffic. Use warning signs as needed, particularly when the hazard is not obvious or cannot be seen
by approaching motorists. Be cautious of how many warning signs are used. When warning signs are
overused they lose their attention-getting value.
All warning signs have black text on orange backgrounds (except the round railroad advance sign,
which is black text on a yellow background). Do not use double faced (back-to-back) signs as
warning signs.
Variable message signs — Variable message signs are recommended for high speed, high
volume roadways, and for work zones that require highly visible messages. Variable message signs
supplement or enhance work zone safety and are not used to replace required signs. No more than
two message panels are permitted in work zones. When the work requires a moving work zone
consider truck mounted Portable Changeable Message Signs (PCMS) for shadow or buffer vehicle(s).
Typical work zone application for variable message signs includes:
• Locations where speed of traffic drops substantially
• Locations where significant delays are expected
• Accident or incident management
Variable messages should be brief, clear and concise. When special messages are needed follow
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 conventional signs standards. It is best to use the pre-programmed stored messages provided with
PCMS equipment. Do not display a message with an arrow from a PCMS located on the same shoulder
as the arrow direction. Use the right shoulder for left arrows and the left shoulder for right arrows.
Channelizing Devices – Channelizing devices are used to direct traffic away from or around the
work zone, or to separate two-way traffic. Use reflective devices in night-time work zones. Traffic
cones are the most common channelization devices. Cones must be at least 18 inches tall in most
situations. When cones are used in high-speed or high-volume operations they must be at least 28
inches tall.
Place channelizing devices closes in zones is recommended. Allow room for large work vehicle access.
Route larger vehicle access off the existing shoulder or through a staggered placement of channelization
devices. Place barrels or cones diagonally across closed lanes to indicate the lanes are closed.
Refer to the Work Zone Traffic Control Guidelines for more information on channelization devices,
when to apply them and how to effectively place them. All interested parties should meet before
cones are placed. The following procedures need to be discussed:
• Which technique (e.g., a whistle or voice actuated headset) is going to be used to signal
between the cone handler and truck operator?
• Are cone tapers placed across closed lanes done by hand?
• The driver is responsible for safe operation of the vehicle, maintaining the vehicle at a safe
speed, watching the cone side and the front of the vehicle, and watching the cone handler.
• The cone handler is responsible for setting and removing cones, and signaling the driver
in case of any obstruction or emergency.
• The driver and cone handler decide if a shadow vehicle with a truck mounted attenuator is
required to protect the cone handler while exposed to traffic.
Traffic Safety — Use drums on freeways. They provide greater target value and their imposing size
increases visibility.
Barricades — Barricades protect spot hazards and closed roadways and sidewalks. Barricades are
placed along with appropriate signing. Barricades can also provide additional protection to work
areas. Lights used to channel traffic must be steady burning, “Type C”. Do not use flashing, “Type A”,
warning lights on barricades when barricades are used to channel traffic.
Temporary pavement markings — Temporary markings are used to delineate lanes and tapers
on long-term projects. Before applying temporary markings you need to remove existing markings
so motorists are not confused. When temporary markings are used in short-term maintenance
operations it may not be practical to remove and then restore pavement markings. If it is necessary to
divert traffic across existing pavement markings in a short-term application the channelizing device
used must be so dominant that a motorist’s attention is drawn completely away from the existing
marking. Reducing the spacing between devices is recommended. The use of removable black mask
tape (see QPL–Qualified Products List) may also be considered to temporarily cover existing markings.
High-level warning devices — High-level warning devices are tall, portable stands with flags or
flashing lights visible above traffic. These devices can be used with flags only, or they may have a sign
or flashing light attached. In some applications high-level warning devices are attached to vehicles
used in moving or mobile work zones. (See MUTCD, Part VI).
Temporary Barriers - There are several different types of temporary barrier protection used in work
zones. These include concrete barriers, portable concrete barriers, steel barriers and water-filled
barriers. Temporary barriers are effective and do provide protection in work zones, but may result in
more damage to vehicles that collide with them.
• Concrete barriers are rigid barriers designed to prevent errant vehicles from entering work
zones. They are considered the best type of barrier to enhance worker safety. Kitsap County’s
Traffic Engineer can provide direction for site-specific placement. Consider using concrete
barriers in these situations:
• High-speed roadways and work zones with high potential for worker injuries.
• Work zones in “no escape” areas (e.g., tunnels, bridges, and lane expansion work).
• Long term, stationary jobs where a work zone is established in one location for more
8
 than three (3) days.
• Work zones in close proximity to traffic (e.g., concrete slab repair on freeways).
• Movable barriers are specialty barriers and require a Transfer/Transport Vehicle (TVV) to
physically move the barrier. Use movable barriers in high-volume traffic conditions when
the work zone produces very short-term lane closures. Movable barriers can also be used in
continuous operations over an extended period of time. This is particularly effective when the
closed lane reverts to normal operations at a different time of day.
Protect the ends of concrete barriers with approved crash cushions, unless flared outside
the clear Zone. Consult with Kitsap County’s Traffic Engineer to determine appropriate end
treatments.
• Steel barriers are rigid portable barriers designed to prevent errant vehicles from entering
work zones. Steel barriers are best in work zones where concrete barrier are also used. The
benefits of steel barriers include their light-weight stackable design which reduces transport
costs when compared to traditional barriers. Optional casters can also be installed to simplify
deployment and movement and allows barriers to be pushed and pulled into position.
• Water-filled barriers are portable traffic barriers that prevent errant vehicles from entering
work zones. They are most effective in stationary work zones with exposure to high-speed
traffic. They are also effective in work zones where concrete barriers are not practical, but
more protection than channelization devices is desired. When placing water-filled barriers
always consider that lateral deflections of up to 23 feet can occur when water-filled barriers
are impacted at high speed. Consider these factors when you use water-filled barriers:
• Do use them in short-term work zones (less than three (3) days) with minimum lengths
of 100 feet.
• Do not use them in lane transitions unless they meet all manufacturers’ specifications
for that use.
• Always consider risk and work zone conditions.
• Always follow manufacturer’s guidelines and specifications when using water-filled
barrels. Consult with Kitsap County’s Traffic Engineer before using water-filled barrels
in the work zone.
Hand Signaling Devices — When other methods of traffic control are not effective for warning
and directing motorists consider hand signaling device. When you use flagger traffic control only
approved hand signals may be used. The stop/slow paddle must be at least 18 inches in diameter. If
paddles are used in night-time work zones they must be reflective. When used in high-speed, high-
volume work zones, or when used in work zones where more advance driver attention is desired, use
24 inch stop/ slow paddles or Flashing Stop/ Slow Paddles (FSSP).
Lighting Devices — Lighting devices are used to call attention to hazardous situations, especially at
night. They can include warning lights, flashing vehicle lights, floodlights, and flashing arrow boards.
A brief description of these devices is shown below.
• Warning lights either flash or burn steady. They are referred to as Type A, Type B, Type C or
strobe lights. Warning lights are generally mounted on channelizing devices, barriers and
signs. Always ensure that warning lights are secured to the channelizing device or sign so they
do not come loose, unsecured warning lights can become dangerous flying objects when
struck by a vehicle. The MUTCD, Part VI provides additional information regarding warning
lights.
• Steady burning lights (Type C) are normally used in a series of channelizing devices or
barriers and delineate a taper or separate the work zone from travel lanes. Never use flashing
lights in sequence for transitions or continuous channelization.
• Flashing vehicle lights alert motorists to potential hazards presented by maintenance
vehicles and workers near travel lanes. Flashing lights are an effective warning for isolated
hazards and signs. Snow-removal and other roadway maintenance equipment use flashing
lights for safety while working. You should always use flashing lights when operating over-
width equipment on highways (see WAC 468-38-390.)
• Floodlights are used to illuminate nighttime work zones. Floodlights provide lighting for
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 work operations, and increase crew visibility for motorists. Most night work zones require
flaggers. Flaggers must be illuminated by flood lighting to increase visibility. Shield the light
source to protect motorists from glare.
• Flashing arrow boards and variable message signs are required for day and nighttime
tapered lane closures and moving work zones. A photocell that automatically dims at
least 50% must be used in night-time work zones. This helps prevent motorists from being
temporarily blinded by variable message signs. When using variable message signs for lane
closures tapers locate them in the lane, or partially on the shoulder, being closed. Place them
behind the taper of channelizing devices, usually within the first one third of the taper. Do not
use arrow boards or arrow displays on variable message signs under these conditions.
• When the work zone does not include lane closures, unless it is a moving work zone on
multi-lane roads.
• When the work zone is on or outside the shoulder and no closure of the adjacent travel
lane is required.
• When the work zone is on a two-lane, two-way roadway.
• When only a shoulder closure is required.
Do not use more than one arrow display for each lane being closed. An arrow display with a
shadow vehicle is permitted in moving lane closures. The caution mode (flashing four corner lights
only) may be used as supplemental warning in work zones that do not require a lane closure.
Arrow displays used on PCMS’s must meet the same performance standards for flashing arrow
boards as described in the MUTCD, Part VI.

Traffic Control Procedures

A myriad of factors contribute when choosing the best way to control traffic in work zones. You
must consider the maintenance activity being performed in the work zone, the estimated duration of
the work, type of highway where the work zone is established, traffic speeds and traffic volume through
the work zone. Appropriate safety clothing is required for Kitsap County employees in work zones.
Providing advance warning to drivers approaching work zones is required. Specific requirements
depend on the variables mentioned above. Advance warning could be as simples as the flashing
beacon on a work vehicle or may require a series of portable signs and a PCMS. Refer to the “Work
Zone Traffic Control Guidelines M54-44” Book and the MUTCD, Part VI for specific advance warning
requirements. Using advance warning signs can be effective when:
• Activity in the work zone may distract motorists or require them to react beyond normal
driving behaviors encountered on that section of road.
• Work is performed on, or immediately adjacent to, the roadway. This usually is defined as
work within 15 feet of the edge of the roadway.
• Equipment is moved along or across the highway.
• The shoulder is occupied or closed.
• There is encroachment into travel lanes.
You can find examples of typical traffic control plans, as well as guidance for work zone traffic
control in the MUTCD, Part VI and in the “Work Zone Traffic Control Guidelines M54-44” book. Traffic
control plans are flexible. Even the best developed plan may need to be modified due to changing
conditions. Always evaluate the effectiveness of your plan and be willing to modify it when needed.
Once a traffic control plan is set-up the maintenance employee in charge drives through the
work area as motorist are expected to transit through the work zone. This helps determine the plan’s
effectiveness. Continued monitoring ensures traffic control devices remain in place.
Changing conditions can include traffic volumes, the type of work being performed, or the time
of day. These factors may require adjustments to your traffic control plan. When an accident or near
accident occurs after traffic controls are established you may need to make adjustments immediately.
Once adjustments are made, continue to monitor traffic patterns to see if additional changes are
needed. Always remove, cover or turn traffic control away from traffic when devices are not in use.
Refer to the “Work Zone Traffic Control Guidelines” Book and the MUTCD, Part VI for guidance on
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 specific work operations, duration of work requirements and flagging operations.

Off-Road Activities
When maintenance work is being done off roadways and shoulders, but within the rights-of-way
hazards are usually minimal. An appropriate advance warning sign (e.g., MOWER) is recommended
for these activities to increase motorist awareness.

Nighttime Activities
Some maintenance activities are scheduled during the night. This allows crews to take advantage
of lower traffic volumes and reduced traffic disruption. Nighttime work is also required when
responding to emergencies including fallen trees, mud slides, and storm response.
Working at night presents additional safety challenges. Signs used at night must be reflective as
specified in the MUTCD. The normal street or highway lighting does not meet requirements for traffic
control device illumination.
Floodlights may be necessary to provide work area illumination and help crews and flaggers to be
visible to motorists. See the section above on floodlights for more information.
The effectiveness of flagging is diminished at night. It may be difficult for motorists to see the
flagger. Whenever possible, control traffic using other means. If you use flaggers be sure they are
positioned within a coned area. This is usually on the shoulder or in an other relatively safe location,
but not within the taper itself. Be sure flaggers, as well as all other crews in work zones, wear traffic
vests made with highly visible materials. The vests can be supplemented with reflective material
visible on all sides of the wearer. Be sure crew hard hats are very visible and use reflective qualities in
their construction.

Temporary and Portable Signal Systems

Temporary traffic control signals are commonly found in work zones with temporary one-way
operations including bridges and intersections. Kitsap County’s Traffic Engineer can provide specific
guidance and advice on the use of these systems. A traffic control plan is required when using
temporary or portable signal systems.
• Temporary signal system typically modifies a permanent signal system with a temporary
configuration that can include temporary pole locations during intersection construction,
span wire systems, or adjusting signal heads to accommodate a construction stage.
• Portable traffic signal systems are usually trailer-mounted traffic signals used in work
zones to control traffic. These versatile, portable units allow for alternative power sources
such as solar power, generator and deep cycle marine batteries in addition to AC power.

Non-motorized Traffic Control

Do consider pedestrian and bicycle traffic that may transit your work zone. Provide alternate
routes when designated walkways or bicycle routes are restricted by the work zone. Be sure alternate
routes are be free of obstructions and hazards including holes, debris, mud, construction and stored
materials. Clearly mark all hazards near or adjacent to the path including ditches, trenches, and
excavations. Bicycles are required to observe the same flagging procedures as motor vehicles. Be
careful when placing signs. Do not place signs and other traffic control devices in a way that poses
hazards to pedestrians or cyclists.

Pedestrian Control
Provide an alternate pedestrian walkway when:
• Walkways are in the work zone.
• A designated school route runs through the work zone.
• Significant evidence of pedestrian activity exists (a worn path, school yard, ball field, etc.).
Consider the following when you design or construct alternate pedestrian facilities:
• Separate pedestrians and vehicles by barrier or channelizing devices. Use barriers in high-
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 speed work-zones. Use channelizing devices in low speed (35 mph or less) work zones.
• If the alternate walkway is used at night ensure temporary lighting is provided.
• Use warning lights to mark pathways and identify hazards.
• Make ever effort for alternate pathways to be reasonable routes when compared to
the route they replace. Pedestrians will not go far out of their way, and may disregard
alternates if they drastically alter the normal path they take.

Bicycle Control
Bicycles have legal rights to access to most road. Provisions for their safe transit through work
zones are necessary. Provide and sign an appropriate alternate route when the work zone prevents
cyclists from using designated (signed) bicycle paths or shoulder bikeways. If horizontal separation
for cyclists and pedestrians existed prior to establishing the work zone, consider maintaining
that separation on alternate routes. When planning alternate bicycle routes, be sure overhead
obstructions do not present a hazard for cyclists.

Safety
Protecting employees in work zones is the goal of these activities. Injuries are costly, both in
terms of toll on workers, and the costs associated with accidents..
Employee safety guidelines for work zones are contained in the Kitsap County Public Works safety
manual. Questions regarding safety in work zones are to be brought to the employee’s supervisor
attention or to the Road Department Safety Coordinator as soon as they are identified. Avoiding
accidents including injuries from equipment, falls, and other trauma is the end result of effective
safety management. As materials and chemicals used in maintenance activities become more
complex, safety risk also increases. Promoting safe work zones involves training employees to know
and observe the rules, policies and techniques that reduce the risk.
Safety always pays dividends on every job. A pro-active and positive attitude toward safety helps
to protect employees and promotes continued job satisfaction. Each employee must develop a habit
of thinking safety at all times, especially in work zones along roads.

Work Zone Operations

Employees must stay alert and “think safety” to protect themselves, their crew, and motorists in
work zones. The basic guide for staff responsible for safety in work zones is the “Manual on Uniform
Traffic Control Devices” (MUTCD), Part VI.
Work zone safety requires balancing two aspects of the work request, which can present very
real challenges. Production pressure can create an environment where safety is weighted against
efficiency. The very real concern of liability resulting from a traffic accident also impacts safety
decisions. Employees and motorists alike are entitled to reasonably safe work zones. Because of that
implementing the most effective traffic control strategy is critical in work zones. An effective strategy
addresses the needs and requirements of employees and motorists. Developing and implementing
comprehensive traffic control strategies help balance these aspects.
Don’t overlook employee input. Many times employees have innovative ideas that can improve
traffic flow through a work zone or enhance safety protection for the crew. Be sure to get formal
approval from Kitsap County’s Traffic Engineer to test and evaluate ideas in the field when the idea
deviates from the Maintenance Manual or MUTCD. This limits Kitsap County’s liability if a motor
vehicle accident occurs during the testing.

Enforcement
Maintenance supervisors should work with local and regional law enforcement agencies and
ask them to patrol work zones frequently as possible. A law enforcement presence near work zones
increases safety and improves motorist compliance with traffic control strategies.
Using contracted law enforcement staff may be needed in some work zones. Consider local
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 knowledge of the road and traffic pattern, sound judgment, and the advice from Kitsap County’s
Traffic Engineer to determine if contracted law enforcement presence is needed. Additional factors to
consider include the type of work being done, complexity of the traffic control plan, possible speed
reduction needs, traffic volumes, nighttime work activity, the cost benefit analysis, and any actual
traffic concerns as work progresses.

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14
 Chapter 3

Pavement Patching & Repair

A roadway is defined as the paved or otherwise improved portion of a public right-of-way used
for vehicle travel. Roadway surfaces are classified as rigid (consisting of Portland Cement Concrete)
or flexible (consisting of asphaltic materials).Characteristics of a good roadway include a smooth
surface, good skid resistance, free of alligator cracks, pumping, pushing, wheel rutting, raveling, frost
heaving, and potholes.
Roadway maintenance must include a program to preserve these characteristics. Maintaining
pavement effectively includes minimizing expenses and traffic disruptions. Maintaining pavement is
an investment that protects road surfaces from costly renovation or reconstruction.
Preventive maintenance is more cost-effective than major repair work. Maintenance staff inspects
each section of roadway annually to detect and schedule repairs.
All maintenance activities should consider impact to drainage along roadways. Poor drainage can
lead to premature aging of the roadway surface and sub-grade, resulting in significant damage.

Maintenance of Flexible Pavements

Flexible pavement is referred to as asphaltic concrete pavement (ACP) or bituminous surface
treatment (BST). Flexible pavement develops strength from the tight interlocking of crushed rocks
with an asphalt material that binds the rock together. This mixture deflects when loaded by traffic
and exerts pressure on the sub grade. Because of this both the pavement and the sub grade must be
in good condition to avoid maintenance problems.

Load & Speed Restrictions

Maintenance staff regularly monitors roadway conditions during inclment weather. If the sub
grade lacks strength to carry prescribed loads due to excess moisture and/or thawing, weight
and speed restrictions can be imposed. . The County Engineer is responsible to direct emergency
restrictions based on reports from maintenance staff. Temporary restrictions can avoid unnecessary
stress, and help prevent permanent damage.
Restrictions should be no more severe or of longer duration than needed to protect the roadway.
The County Engineers always considers economic impact for road users before implementing temporary
restrictions. Damage caused by not using temporary restrictions on soft roadways can severely impact
maintenance budgets, and limit the ability to meet LOS targets.

Pavement Deficiencies
Damage and deterioration of pavements becomes apparent in a variety of ways. An overlay with
excess asphalt or poorly graded or inadequately fractured paving material may not have adequate
particle interlock, resulting in pushing, rutting, & humps. Poor sub grade drainage, heavy tonnage, and
accelerating or decelerating traffic can produce surface irregularities. Types of pavement deficiencies are
explained in detail below.
• Rutting is a surface depression within the wheel path. Rutting is usually a result of permanent
deformation of the pavement or sub grade. Turring is caused by heavy loads on roads that
lack sufficient strength to support loads. In some cases, rutting is also caused by studded tire
use. Wheel ruts can trap water and cause hydroplaning.
• Alligator cracking refers to the condition attained when isolated longitudinal cracks
interconnect to form a series of small polygons resembling alligator skin. Alligator cracking
is usually caused by poor drainage; poor mix design, or sub grade failure. Roadway surfaces
should be treated with a seal coat or overlaid with suitable material before water has an
opportunity to penetrate the surface and lead to alligator cracking. If it is neglected and
15
 alligator cracks appear, heavy traffic can push the surfacing rock into the wet soil beneath it.
This forces mud up through the asphalt surface (pumping) and causes permanent damage
that cannot be repaired by a seal or overlay. Spots where severe pumping has occurred often
need dug out, and the base rock, surfacing rock, and asphalt often need replaced.
• Longitudinal cracking follows a course that runs parallel to the center line. Longitudinal
cracks usually are created by natural causes or traffic loads.
• Transverse cracking follows a course that runs perpendicular to the center line. Transverse
cracks are created by surface shrinkage due to low temperatures, hardening of the asphalt,
or cracks in underlying pavement layers such as Portland Concrete slabs. Cracks may extend
partially or fully across the roadway.
• Potholes are voids in the roadway surface where pieces of the pavement have come loose.
When many potholes occur at the same location it may indicate fundamental problems
including inadequate drainage, pavement strength, or base/sub grade problems. When
potholes occur in isolated areas, no other treatment beyond repairing the individual
pothole Is usually required. Keep records of pothole locations which receive a temporary fix.
Records should be reviewed periodically to see if the area should be included in your annual
permanent fix program. The number of potholes appearing in wet or winter weather can
often indicate the effectiveness of permanent repairs.
• Raveling and pitting is characterized by the loss or loosening of surface aggregate particles.
Oxidized asphalt binder can cause raveling and pitting. In addition to oxidiezed binder’s poor
compaction, letting the mix get cold when paving, dirty aggregate, not enough asphalt in the
mix, overheating the mix during manufacture, or aging can also cause raveling and pitting.
Routine maintenance repairs should be made as soon as conditions permit and/or materials
are available. Repairs must be completed quickly to prevent a more serious condition and
prior to the onset of inclement weather.
Properly constructed open-grade pavements that allow water to drain through and out
the side don’t need to be sealed. Any pavement that is raveling must be sealed. Unsealed
pavements with raveling continue to ravel and ages and hardens faster than normal. This
condition can encourage loss or stripping of asphalt within the pavement. Timely sealing can
add significantly to the life of the pavement. Open-grade pavements should be fog-sealed on
a regular schedule developed by the area supervisor. Not sealing on a regular schedule leads
to premature failure of the open grade mat, and can create difficult maintenance challenges.
• Flushing (or bleeding) is free asphalt on the surface of the pavement. Flushing is caused by too
many fines in the mix, too few voids, too much asphalt in patches, or a chip seal that has lost
its rock. This type of distress often shows as a shiny, glass-like reflective surface. It is inherent to
unstable mixes and often results in other roadway surface distresses if not corrected.
Removing and replacing flushed or bleeding pavement areas is expensive, but can be the most
cost-effective method of repair. Thin overlays of flushed or bleeding areas frequently has the
“fat spot” show through in hot weather and exhibits the same characteristics as in the “before”
condition.
• Sags and humps are localized depressions or elevated areas of the pavement resulting from
settlement, pavement shoving, displacement due to sub-grade swelling, or displacement due
to tree roots. Sags and humps usually occur in isolated areas on the roadway surface.
• Edge raveling occurs when the pavement edge breaks. It is found mostly on roadways that
were constructed without curbs or paved shoulders.

Pavement Maintenance Techniques

• Patching — All flexible pavements require patching during its service life. Surface patching
should be performed to a standard established that considers resource availability and the
objective of retaining a smooth ride as long as possible. There are two principal methods of
repairing asphalt pavements:
1. Remove and replace the defective pavement and surfacing or base material.
16
 2. Cover the defective area with an overlay of a suitable material to renew the surface,
seal the defective area, and stabilize the affected pavement.
These repairs can be called ‘dig-outs’ or ‘overlays’ according to the method used.
• Patching with Base Repair — “Full–depth” patches are used to make permanent repairs
to pavement. Defective pavement and unstable surfacing materials are removed down to a
stable base. This can include removing some of the sub grade material. The excavated area
should extend 12 inches into the good pavement around the defective area.. Cut the edges
of the patch vertically and in straight lines to provide a good line for compaction. A pavement
saw provides a fast, neat cut in pavement patching.
After the cut is made and the defective pavement and/or base material is removed, level and
compact the base material. This makes an adequate foundation for the new asphalt concrete
material. Surfacing materials (gravel base, crushed surfacing) and pavement must always
be replaced in depths at least equal to the original design, or by additional depth of ACP
compacted in lifts of one to three inches. Applying a tack coat of asphalt to the vertical sides
of the hole assures a good bond and seal between old and new pavements.
Back-filling the hole with a hot plant-mix material such as HMA or cold patch provides the
best results for this type of repair. The asphalt should be compacted in lifts of no more than
three (3) inches thick to obtain optimum patch life. Small patch projects can be compacted
with a vibrating plate compactor. A roller works best on large patches. During hot weather
keep water on hand to help cool the mix between lifts. Standing water should not be allowed
on the mix between lifts.
After the completing the intermediate lifts of the patch, the surface lift can be completed. Be
sure the lift is compacted to be even and flush with the surrounding surface. This provides
a good riding surface. Some compaction occurs by traffic as the mix is further kneaded into
place. The patch should be cool to not leave surface marks before traffic is allowed on it.
Deeper patches require more cooling time. Plan accordingly to ensure proper cooling times.
• Potholes — All localized failures, including potholes, should be repaired as soon as possible.
Asphalt pre-mix (cold mix) should be available throughout the year to provide for quick
pothole repair. Fiber reinforced, and other specialized ‘winter mix’ have proven effective
during the winter. Using a propane torch to dry the holes and heat the mix can provide for
good compaction.
The use of asphalt ‘tack’ is highly recommended. A higher success rate can be achieved when
repairs are squared up and tack is added to the edge of the pothole.
Don’t use sand, clay, or other temporary patching material to patch or “pad” potholes or frost
boils. These methods usually cost more in the long run, and often leave unsafe conditions for
motorists. Asphalt pre-mix is the preferred method, even if it has to be replaced when final
repairs are made.
For permanent pothole patching proceed as follows:
• Remove the defective material down to a stable base
• Square off the edge of the hole vertically
• Dry the hole as much as possible (fiber reinforced mix often does well in wet holes).
• Tack the hole if possible
• Place and compact the mix
Compaction is important to make the repair permanent. Heat applied to the mix helps to
provide good compaction. If traffic picks fresh mix out of the hole, dust the finished patch
with roadside dirt. Permanent repairs are normally made with hot mix when available.
• Overlay Patches — When an area is too large to be economically repaired by hand with a
small crew an overlay patch is applied. The overlay patch is made with hot plant-mix asphalt
and sets quickly. Overplay patching requires a considerable investment in labor, equipment,
and materials.
Most overlay patches are applied where pavement failure or wear problems exist, rather than
17
 areas with base or sub-grade problems. Ruts, raveling, pitting, minor cracking, and oxidation
are typical failures where overlays are effective in quickly and permanently restoring surfaces.
To correct pavement rutting the mix should be placed in lifts to get uniform compaction.
This method of compaction helps prevent the rut from reflecting into the finished patch. A
rubber-tired roller is recommended to obtain proper compaction in wheel ruts. Steel wheel
rollers bridge the rut and very little compaction occurs. After ruts are filled, and it is decided to
overlay the entire lane, use a steel-wheel roller for compaction.
Applying overlay patches requires a considerable degree of skill, coordination, and planning.
All loose, broken asphalt must be removed and replaced. Deep ruts, depressions, or humps
should be repaired or pre-leveled in advance. Repairing these areas prior to the overlay
provides an even platform for new pavement. This helps ensure proper compaction. If wheel
path ruts are overlaid without pre leveling, the ruts are not compacted the same as the
thinner high spots are. Traffic wheel loads eventually compact the deeper new sections and
cause ruts to reappear. All areas should be tacked before patching to ensure a good bond and
minimize raveling in thin areas. The tack rate is 0.4 to 1.4 gallon per square yard of applied
tack (0.2 to 0.8 residual).
Be careful when repairing the roadway surface along unpaved shoulders. Widening over
thin gravel or dirt shoulders usually leads to cracking and failure, due to the lack of sufficient
top course material. If the paved roadway needs widened, be sure the shoulder is prepared
properly to support the anticipated loading.
• Spreader Box Patching — On small paving jobs it is often convenient and economical to use
a tow-behind paver, or spreader box. These pavers hook to the rear of the trucks hauling the
mix. Asphalt is dumped directly in the hopper of the paver.
As the towing vehicle moves ahead, the mix is struck off by an adjustable height blade (cutter bar
or screed) and is surface-finished by the screed. Starting the paving at full depth requires setting
the screed on blocks before filling the hopper. Keep the hopper uniformly full during paving to
ensure an even spread. Maintain an even towing speed to ensure a uniform spread thickness.
Cleaning equipment and tools daily helps ensure good patches. Clean-up is critical to keep
the spreader box operating efficiently. It is important that cold asphalt be prevented from
accumulating on the spreader. Asphalt release agent is the most common and effective
material used to clean tools and equipment.
The advantage of spreader box patching with hot plant-mix material is a smooth finished
surface, Several people are needed to operate a spreader box efficiently. Careful planning is
citical to make spreader box patching economical and cost-effective. The spreader boxes work
best when surface irregularities are pre-leveled, and when the equipment used is appropriate
for conditions. The entire surface should be tacked before pre-leveling and before starting the
spreader box patch.
Roll the hot plant-mix immediately after placing it. When the mix is allowed to cool below 180
degrees adequate compaction is not possible.
• Grader Patching — Road graders are a useful pavement-patching tool. Graders vary in size,
model, and capabilities.
One efficient way of blade patching is using two graders that face each other. This method
is quicker than the single blade method, and can help in getting the patch laid before the
mix gets cold. It keeps coarse mix away from the ends of the patches, makes smoother
approaches, and helps keep edges straight. Two-grader operations offer a good opportunity
to train inexperienced grader operators.
When it is not practical or economical to use other means hot plant-mix patching with
graders provides a good solution. Graders are for a good choice when leveling to eliminate
sharp depressions or sags and to lay a leveling course of pavement prior to placing finish
courses with asphalt spreader boxes. They are also good when placing a leveling course to
restore the roadway grade and shape when it cannot be done with a paver or spreader box.

18
 Tack all areas to be blade patched. Road graders with a long wheelbase and smooth-tread
tires are often used for spreading hot plant-mix asphalt in leveling operations. The roller must
follow the grader immediately after the mix is spread and while it is still hot.
Graders are not efficient at carrying large quantities of material over long distances. This
requires asphalt dumping to be carefully controlled for efficient operations. Make as few
passes as possible with the grader to reduce segregation of the material.
• Full Depth Patching or Milling — This method is commonly done prior to maintenance
overlays or used as a permanent patch. Failures are identified by our Pavement Management
System or by Road Maintenance staff, and are placed on an overlay program or a full depth-
patching list.
Typical defect identified include rutting, alligator cracking, longitudinal cracking, transverse
cracking, raveling and poor patchwork.
Failures happen because of heavy volumes of traffic, water entering the sub base, movement
in the earth or poor workmanship during renovation of a road surface. They also occur as a
result of poor mix design.
Full-depth patching requires traffic control, mix appropriate for different depths and widths
and for different plant locations, and trucks to haul away from the site and return with asphalt.
You also need a grader with an adjustable paving box on its blade or a Layton box. This allows
you to control your width and gives the job a smooth finish. You also need a five-ton asphalt
roller, a sweeper and your grinding or milling machine.
The grinding or milling machine requires a high level of maintenance. There are many moving
parts and they must be cleaned after every use. Water is an important factor while operating
a grinding or milling machine. Water serves as a lubricant fro the drum and teeth during the
process of grinding. Water also is important to help control dust.
Be sure to level the drum prior to the start of grinding or milling operations. This allows the operator
to set his depth of cut and grind-out, and allows for adjustments as you proceed. The current
machine has a 40–inch wide cut and depth can be adjusted up to 10 inches in one pass. You can
remove whatever width you desire, depending on the width of the failure in the pavement.
• Rolling Hot Mix Patches — In any job you should use the most effective tools for the job
at hand, including asphalt work. The use of a finish lute person on the patching crew is
recommended. The quality and ride of the patch is often much better due to their expertise.
To ensure quality product consider borrowing people from another road shop if necessary.
Patching is one of the most expensive operations done. It is essential to develop work
schedules that include the following:
• Desirable weather conditions
• Adequate staffing and
• Proper equipment
A ten ton or larger steel-wheeled roller is important to efficient asphalt patching operations.
A lighter vibratory roller is a poor substitute, and slows operations considerably. On larger
paving projects, use one roller for the breakdown rolling or initial compaction, and another to
finish rolling.
Patching operations should match the speed of the roller. When patching crews outpaces
the roller, it forces the rolling of mix that has cooled resulting in a poor quality patch that can
include cracking. Do not compact hot mix asphalt concrete at a temperature below 180o F. Use
care to ensure the mix is not hotter than 320o F. Rolling mix hotter than that causes pushing.
Compaction is an important phases of the operation. All asphalt concrete patches, small and
large, are compacted to consolidate materials. Properly compacted asphalt patches are tough
and dense and stand up to traffic and weather wear better than poorly compacted patches.
Rolling for compaction begins as soon as paving material is laid. Initial rolling, or breakdown,
provides the highest percentage of compaction of any rolling phase. It also offers the most
potential for material displacement at the edges. Make the initial breakdown pass at least four
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 inches away from the edges of the mat. A subsequent pass will level the edge.
Do not stop the roller or reverse direction on a hot mat. Do not turn on the mat while moving,
as this affects the ride of the patch.
Intermediate rolling further compacts and seals the surface. Finish rolling removes any roller
marks and other blemishes left by prior rolling.
Various roller types are used in asphalt compaction, including teel–wheeled, vibratory, and
pneumatic-tired rollers. Steel wheeled and vibratory rollers are used for all three phases of
asphalt rolling. Vibratory and rubber-tired rollers are not effective on thin lifts and are not
generally used in maintenance patching operations.
All rollers used in asphalt paving or patching operations should be:
• In good operating condition.
• Operated according to the manufacturer’s recommendations.
• Capable of reversing direction without backlash.
• Able to operate at speeds low enough to avoid displacement of the hot asphalt.
Do not use rollers producing pickup, washboard, uneven compaction, or other undesirable
effects. Do not go faster than three MPH while using vibratory rollers under vibration. Limit
speed to four MPH with steel-wheeled rollers, and five MPH with pneumatic tired rollers The
drive wheel of the roller should always be pulling the roller to prevent displacement and
pushing of the material. This is particularly important on steeper grades and in breakdown
rolling passes.

Effects of Traffic on a Patching Operation

Timing is critical while doing hot asphalt mix patching. Cold asphalt mix yields inferior patches.
Flaggers must avoid delaying asphalt trucks and paving equipment while hot mix patching. Don’t let
traffic drive on unrolled mix. A finished patch should be cool enough to hold your hand on before
traffic is allowed to drive normal speeds on it. A pilot car offers a big advantage for multiple patches
over an extended section of roadway by keeping traffic off of the new patch and ensuring traffic safety.
Use a third flagger to keep traffic off the unfinished mix and away from the maintenance equipment is
desirable. Traffic striping that is blacked out or covered should be remarked the same day.

Crack Sealing (or Pouring)

There are significant costs involved in filling cracks, both for materials and labor, the supervisor
needs to be aware of the nature, extent, and severity of the cracking problem and also of the next
scheduled contract for resurfacing. Crack sealing areas scheduled for reconstruction or resurfacing
is not recommended unless it is a part of those projects. Sealing minor cracks in when these types of
projects are not planned can extend the useful pavement life by several years.
Crack sealing prevents water from entering the sub grade and causing damage. Hot pour and cold
pour are the most common crack pouring materials used in highway maintenance. Each type uses different
techniques and equipment.
Over-poured crack sealing, especially on longitudinal cracks, can create safety hazards for motorcycles.This
is especially true on curves, or on wet surfaces.
• A Hot Pour Method uses blocks of material heated in specialized machines. These machines
are usually trailer mounted, oil jacketed units. Hot pours are used to repair distressed areas
that are not going to be removed and repaired prior to an overlay. It is the method most often
used to seal the joint between the edge of a concrete road surface and asphalt shoulders.
It is effective in large areas with large cracks. Cracks are usually routed out first. If they are
not routed clean and dry the area using compressed air prior to pouring. Hot pour sealing
requires a large crew and specialized equipment. Hot pour materials are extremely hot and
can cause severe burns. Use common sense and extreme care when loading machines or
applying material.
• A Cold Pour Method — uses a liquid material that does not require specialized equipment.

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 Cold pour is available in five to fifty-gallon containers. Once applied it requires only light
sanding before opening the road to traffic. Cold pours can be applied by one person.
Cold pour prevents water entry into the sub grade as well as hot pour material. It also
resists build up on bumps better than the hot material. Cold pour is excellent as tack for
small asphalt patches and pothole repairs. It greatly simplifies the problems of tack storage,
transporting, and application. Pothole patching crews should carry sealed five-gallon buckets
to use in their operation.
Cold pour is effective for hand pouring cracks around an isolated bridge drain or catch basin.
Use a piece of foam ‘backer rod’ poked into the crack before pouring. This serves as a bottom
for the material. Could pour material can be poured against rubber expansion joints without
melting them.

Maintenance of Rigid Pavements – Bridge Decks

Rigid pavements are referred to as Portland Cement Concrete (PCC) pavement . PCC pavement should
be patched with Portland Cement Concrete or any other Washington State Department of Transportation
approved patching material. Prepare and apply patching materials according to the manufacturer
instructions. If recommended by the patching material manufacturer, use a bonding agent.
Remove all loose material down to solid material of full–depth when repairing PCC surfaces. Use
a jackhammer or similar equipment, if needed. Square the repair area by concrete sawing The area
should be sand blasted, cleaned and dried before repair operations begin.
Delaminating occurs when a thin layer of surface concrete loses its bond with the underlying
concrete. Always check areas around the patch for delaminating. Tap the surface with a hammer and
listen for a hollow sound to identify delaminated areas.
Be sure to remove or neutralize rust when you encounter reinforcing steel. Coat exposed
reinforcing steel with a WSDOT approved product to inhibit rust and corrosion before applying a
patch. Keep traffic off newly patched areas as specified by the manufacturer until it gains sufficient
strength to support traffic.

Maintenance Overlay Paving

This operation is guided by the Pavement Management System (PMS) and does not replace or
substitute for proper road maintenance. Pavement management systems are useful tools that help
rate county roads and assist Maintenance Divisions develop budgets.
Prior to overlay paving the road section is prepared for the one-inch maintenance overlay by
grader patching, spreader box patching, pre-level patching, full depth patching, crack sealing or chip
sealing. Preparation improves the ride smoothness and extends the life of the road. Prep work can
eliminate about 90% of imperfections in the travel way mat. Maintenance overlays without proper
preparation do not accomplish this.
Planning is one of the most important elements of maintenance overlay operations. The
supervisor is responsible for developing a traffic control plan. The supervisor orders asphalt for
one-inch average compacted depth. To compute the amount needed multiply the road width
by the length by the depth. Be sure to consider plant location and mix design, trucks required
for transporting materials, as well as rollers, paving machine, oil distributor or other specialized
equipment needed. Take in account the amount of tack coat to bond the new pavement to the
prepared road.
Paving machines are high-maintenance pieces of equipment with many moving parts. These
parts require careful cleaning after every use. The machine has two major components, the tractor
and the screed. Settings need to be checked frequently, prior to and during the season, to ensure
optimum performance. The screed unit strikes off the mix to meet the thickness and smoothness
specifications and provides initial compaction to the mix. The screed unit connects to the tractor unit
by pivoting screed pull arms so the entire screed is permitted to float.
During operation different factors affect the performance of the tractor and the screed. These
factors include the trucks hauling the asphalt, proper loading at the plant, segregation during
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 loading, checking the mix before leaving the plant, retention of heat / tarp load if needed, backing
into paver or leaving, bumping the paver, holding truck brakes, leaving piles of mix on the grade
or pulling away from the paver and leaving the load on the grade. Without proper operation, these
factors can cause cold spots in the mat that show up in the final rolling or other deficiencies that
decrease the life of the overlay. Overuse of the release agent in the truck box can shorten mat life.
Other factors to consider while running the tractor and screed include the ability to maintain
speed of the paving machine and keeping the hopper full of product, as well as flow gate adjustment
with the head of material. Most (95 to 98%) paving deficiencies are created by improperly controlling
the head of material. Hold the volume size of the head of material +/- one inch.
Screed operation is an important operation around the paver. Look ahead to see how many
trucks are in front of the paver, and set paving speed accordingly. Always try to achieve non-stop
paving. Check and maintain “head of material”. Check asphalt yields to determine an average distance
per load. This helps you figure out the speed of the paver.
Read your mat. Your goal is for a blemish free mat. The mat should be free of lines, streaks, dragging
(tearing), segregation and or texture differential like crushing aggregate or having large voids.
Compaction of Hot-mix asphalt is extremely important. There are 2 primary objectives for roller
compaction; obtain desired density for maximum strength and durability and provide a smooth,
sealed impermeable riding surface. Compaction variables in a 1–inch overlay versus a 2–inch
construction overlay are not the same product. Most large paving contractors and the Asphalt
Institute do not recognize a thin overlay. Generally, a thin lift is when the asphalt is being placed at
1¼–inch non–compacted material. To avoid over–compacting or damaging the aggregate on a thin
overlay, less compacting force is used on thin lifts. Vibration can be used on thin lifts providing the
operator maintains the number of passes and rolling patterns established. Be careful not to turn the
drum when the compactor is stopped on a thin mat. This applies to mats of all thicknesses, but it is
especially important on thin mats because they tear or distort more easily. Remember, thin mats loose
heat rapidly. Be sure to consider weather factors during a thin overlay.
Breakdown compaction is the first step in the compaction process and should produce the
majority of target density in the mat. Breakdown compaction should begin at the highest possible
mix temperature without distorting the mat, and stay as close to the paving machine as possible.
Depending on mix design and mat thickness, this could be as high as 300 degrees. Once the mix
begins to cool, the viscosity of the asphalt cement rises and density may be harder to achieve.
Finish compaction improves the surface smoothness and should be done while the mix is still
warm enough to allow the removal of drum marks. Mix design plus temperatures and mat thickness
is an issue here. Depending on the mix design you could be doing your finish work between 180 to
210 degrees. Make sure you have someway to measure your mix temperature during finish rolling.
Shaded areas are also a concern during finish rolling.

Asphalt Emulsion Surface Treatment

Service life is greatly improved when preventive maintenance programs start early in life of a
pavement (1 to 3 years). Surface treatments can delay the costs of major reconstruction on aged
pavement. Asphalt emulsion surface treatments are excellent for preventing the development of early
pavement damage or distress. The surface treatment seals the pavement, retards the aging process and
prevents the old pavement from further hardening. Bituminous Surface Treatment (BST) is one way to
seal minor cracks and provide a renewed roadway suface. BST is also effective to repair a dry raveling
surface and provides a skid resistant surface.
• Fog seals may adequately seal pavement and prevent further raveling in instances with
very minor raveling.. Fog Seals are very light applications of diluted, quick breaking asphalt
emulsions. Asphalt materials used for fog seals include CSS-1 and STE-1 which are cationic
(positively charged) emulsions,, or HFE-100S-50% diluted which is an anionic (negatively
charged) emulsion. These products may require cover material (1/4 - 0) depending on the
surface and application rate. The decision whether to use a cationic or anionic formulation
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 is based on knowledge of the charge of the existing materials used as part of the pavement.
Like charged materials repel each other and opposites charged materials attract. Use
materials that attract each other to make a tight bond.
Asphalt emulsions used for fog seals are usually diluted 50% with water or other types of
cutbacks as prescribed by the manufacturer. The Fog Seals are applied at the rate of 0.1 to 0.2
gallons (of diluted material) per square yard, depending on the texture and porosity of the old
pavement. The application rate is determined by the amount of emulsion the old pavement
surface can absorb without becoming slippery. Traffic control may be required for up to two
hours, depending on location and volume of traffic.
• Sand seal — In instances of major raveling a sand seal may be needed to adequately seal
the surface and provide a quality surface. A sand seal is an application of liquid or emulsified
asphalt covered with fine aggregate. It is used to seal against air and water infiltration, or
improve skid resistance. Applications are 0.1 to 0.2 gallons of CRS-2 or CMS-2 per square yard
covered with ten pounds of 3/8 minus aggregate. Some regions have found 1/4 minus better
suited for sand seals.
• Aggregate (Chip) seal — When raveling is more advanced, an aggregate or chip seal may be
needed. In cases where raveling is allowed to progress to the point where the ride is affected,
a thin overlay, or pre-leveling followed by a chip seal, might be needed. An aggregate seal
is a single spray application, usually of a liquid or emulsified asphalt. Immediately following
is a single layer of aggregate of as uniform a gradation (size) as practicable. This type of
seal reduces the infiltration of air and water into the mat and may be used to improve skid
resistance of slippery pavements.
Chip seals are useful and can be applied in many different ways including full lane width,
partial lane width, short longitudinal sections or long sections.
A typical example of a BST uses application rates for CRS-2 or CRS-2P. Refer to the Standard
Specification Manual, section 5-02, 9-02, and 9-03.4 for additional information on Bituminous
Surface Treatment and materials.

Pavement Conditions for a Successful Project

Always examine the roadway surface prior to sealing. Use that examination to determine which
repair type is needed. Because a chip seal does not add to the structural integrity of pavement,
existing pavement must be structurally sound for long performance life. Existing pavements may
have to be repaired; patched, crack sealed and allowed to cure before a chip seal can be applied.
Always clean the existing roadway surface before starting the chip seal process.
Chip sealing does not correct surface irregularities since it follows the original profile of the
pavement. Chip seals cannot be used on pavements with more than 3/8” to 9/16” of rutting.
Aggregates in the ruts cannot be fully compacted. Cleaning loose aggregate from the rut with a
power broom dislodges aggregate from the non-rutted area. If the surface has light-to-moderate
bleeding, reduce the binder application rate. Don’t use a chip seal on pavements with a high severity
of bleeding.

Material Selection
• Asphalts and Emulsions — The two general types of asphalt for seal coating are liquid
asphalt and emulsified asphalt. Liquid asphalts are graded by viscosity. SC-Slow Cure–70,
MC-Medium Cure–70, RC-Rapid Cure–70, have the lowest viscosity. SC, MC, RC 3000 has the
highest viscosity. The type of solvent used to thin them also grades liquid asphalts: SC with
light oil, MC with kerosene, and RC with naphtha cutback. MC 3000, RC 3000, or RC 800 is the
liquid asphalts used for chip sealing. Emulsified asphalts are manufactured by suspending
asphalt particles in water with the aid of an emulsifying agent. Asphalts for Bituminous
Surface Treatment are listed in the Standard Specification Manual. (9-02)
• Common Types of Emulsions Used for Chip Seals — CRS–2 (Cationic Rapid Set Emulsion)
and CRS–2P are the most widely used emulsions. This emulsion runs into wheel ruts and

23
 down super elevated roadways if applied at rates above 0.4 gallons per square yard. CRS–2
and CRS–2P provides a good seal on low volume highways.
• Aggregate for bituminous surface treatment must conform to the requirements in the Standard
Specifications Manual 9.03.4 for grading and quality. The material must meet the requirements
for grading and quality when placed in hauling vehicles for delivery to the roadway. The
County Engineer or Road Superintendent determines the exact point of acceptance. The
finished product must be clean, uniform in quality, and free from wood, bark, roots, and other
contaminants. Crushed screenings must be substantially free from adherent coatings.
• Weather — The best time of year for a seal coat is during hot and dry weather before, and for
some weeks after, treatment. Specifications require air temperature in the shade to be at least
60o Fahrenheit before work begins. Asphalt cools to the temperature of the pavement surface
within one minute after application. Best results are achieved when BST treatments are
placed between May 15th and August 15th. Do not apply BST treatments when road surfaces
are wet, or when rain is forecast. When fresh seal gets wet, the combination of water and
traffic will result in loss of the cover aggregate.

Roadway Preparation
Road surfaces should be thoroughly cleaned prior to application of asphalt. Sweep roadway
surfaces before starting the job. Sweeping allows dust to be flushed with water or blown off the
roadway surface by traffic.
If patching is needed, allow time for the patch material to cure prior to sealing. Two weeks is
recommended for hot mix to cure. Allow six weeks at temperatures of 50o to 60o F for cold mix to
cure. To preserve the centerline location place flexible reflective markers prior to the seal. These can
also be used to indicate the beginning and end of no passing zones. Flexible reflective markers have
a removable cover so that they retain their reflectivity after the seal. They also function as guides for
the striper truck.

Equipment
Before beginning work examine all equipment and ensure it is in good working condition. Check
spreader boxes or aggregate spreaders to see they work properly. The roller operator should make
sure that each tire on the roller is equally inflated to correct pressure and that controls for steering,
starting, and stopping operate smoothly. All tires should be the same size. Check the water spray and
scraper system to ensure material does not bond to the tires.
• Distributor — Newer distributors use a ground speed control sensor and computer to
regulate material application rates. Set the computer to the desired rate and the application
will be correct even if the vehicle speed varies.
• Nozzle Size — The spray bar and nozzles are an important part of the distributor. The proper
quantity of asphalt must be spread uniformly on the road surface through the spray nozzles.
Correctly sized nozzles must be selected for the job conditions to achieve the best results.I If
nozzles are too large for the desired application pulsation of the spray may occur, resulting in
uneven longitudinal spreading of the asphalt.
Each equipment manufacturer has specific recommendations for the size of spray nozzles to
be used for different applications. Use the manufacturer’s recommendation when choosing the
correct nozzle size. All nozzles selected for use at any one time should have the same size opening.
• Proper Pressure — The spray bar must have a constant, uniform pressure along its entire
length for equal output from all nozzles. Be sure the spray bar and nozzles are CLEAN.
Although several methods are used to maintain pressure, distributors use gear-type pumps
to deliver asphalt to the spray bar. Variable pump speed on some distributors and by constant
pump speed and a pressure relief valve on others governs pressure. Each application should
be checked, as recommended by the manufacturer.
The correct pump speed or pressure is critical to the proper application of the asphalt. Low
pressure results in a non-uniform discharge/streaking of material from the individual nozzles.
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 High pressure, in addition to atomizing the asphalt, will distort the spray fan.
When a metering system is used, the manufacturer supplies the distributor with charts for
finding the proper pump speed for each application rate.
When a pressure relief valve is used, the pump runs at a constant speed and the pressure is
automatically held in the spray bar. The manufacturer supplies charts for determining the
discharge in gallons per minute for each size nozzle, the proper truck speeds for various
application rates, and the corrections for temperature-viscosity variations.
• Spray Bar Height — The most important adjustment that ensures uniformity of the asphalt
spread is the height of the spray bar above the pavement surface. Correct height must be
maintained during the entire application. Streaking results when the spray bar is too low or
too high.
The preset height above the pavement surface should not vary more than 1/2-inch. The bar
will not stay within this tolerance, however, unless the manufacturer or the operator takes
steps to ensure that it does. As the asphalt leaves the spray bar, the load lightens and the
springs raise the distributor. If there is an appreciable amount of deflection in the springs, the
spray bar can rise as much as 4 inches, resulting in an uneven application.
• Triple coverage is where any point on the roadway surface will receive overlapping
spray from the two adjoining nozzles.
• Double coverage involves the same procedure as above except that every other
nozzle is left open; the remaining ones are shut off. If the distributor has already been
checked for double coverage, increasing the spray bar height by 50 percent will give
triple coverage.
• Proper Nozzle Angle — Adjust nozzle–opening angles so the spray fans will not interfere
with each other. The nozzle angle will vary according to the make of the distributor. The angle
recommended by the Asphalt Institute, measured from the spray bar axis, is 15–30 degrees.
Manufacturers furnish special wrenches for setting nozzle angles. Using these wrenches is
recommended over visually set nozzles. It is extremely difficult to obtain a uniform spread
with visually set nozzles. All nozzles should be set at the same angle except for the cut-off
(end) nozzle. Manufacturers make a nozzle with ½ spray pattern for this purpose.
Inspect the edges of the nozzle openings for damage at the time the angle of the nozzle is set.
A nicked or otherwise damaged edge will produce a distorted fan of asphalt. Streaking occurs:
• When the asphalt is too cold.
• When the viscosity of the asphalt is too high.
• When the snivvies are not at the same angle.
• When the bar is too high.
• When the bar is too low.
• When the bar pressure is too high it cuts furrows because the snivves are too small
and/or there is too much pump pressure.
• When the bar varies in height from a full to an empty distributor, blocking or locking
against the overload springs will reduce or eliminate this variance in height.
• When the bar is too long and/or the snivy openings are too large for the pump
capacity, this results in narrow and fluttering fans. Smaller snivies and/or higher pump
capacity will correct this.
• If the pump pressure is too low it will create narrower spray fans and fluttering.
• If the distributor tank is allowed to run completely empty, an irregular pattern of
misses and fluttering will occur across the bar. For this reason, the shot should be
terminated while approximately 100 gallons are left in the distributor.

Cleaning the Distributor

Clean the distributor in an area determined by its characteristics that protect the environment.
Areas near waterways or with high seasonal water tables are not good locations for distributor

25
 cleaning. Cleaning areas may require all fluids to flow through an oil water separator and all tank
and bar cleaning agents to be barreled and labeled for disposal. Do not discharge or blow your
distributor bars in the ditch line, on rights-of-way, or on private property. Improper discharge could
result in a serious violation.

Traffic Control
Traffic control must be maintained throughout the work area. High-speed traffic over a fresh seal
coat displaces aggregate, causing bleeding of asphalt. Traffic should be allowed only in the lane not
being sealed. When work is completed, traffic speed should be maintained at less than 35 MPH until
the asphalt sets. Use warning signs, flag persons, and pilot cars as needed for traffic control. Route
trucks hauling aggregate to the aggregate spreader in a direction opposite of the seal coat operation.
This prevents loaded trucks being turned on freshly placed seal coat.
Some emulsions, such as High Floats, may require up to 24 hours of traffic control, or may need
traffic control until the first sweeping occurs. This usually occurs in areas of high volume traffic or in
areas where vehicle weight exceeds the normal load range.

Spreading Aggregate
Be sure all aggregate required for the planned spread is on-hand before starting. Dampen the
material, if needed, as described in the section on Material Selection. When the distributor moves
forward to spray asphalt, the aggregate spreader should follow immediately behind it. The asphalt
must be covered as soon as possible; otherwise the cooling of the asphalt will prevent good
adhesion between asphalt and aggregate. It is important that the aggregate be spread uniformly and
at the proper rate of one rock thickness. Marking the length that each truckload of aggregate should
cover aids in controlling distribution.

Chip spreader Calibration

The following is a step-by-step procedure on how to calibrate your chip spreader and calculate the
application rate.
1.Construct a one square yard shallow box or tarp, with shallow and narrow sides.
2.Place the box/tarp in the middle of the roadway a minimum of 50’ in front of the chip spreader.
3.Get the chip spreader up to speed and apply chips over the top of the box/tarp.
4.Remove the box/tarp with the chips from the road.
5.Find an accurate materials scale. If in the field, the scale must be leveled and checked.
6.Place the chips from the box/tarp in a small bucket and weigh the bucket with the chips.
7.Empty the chips out and weigh the empty bucket.
8.Subtract the weight of the empty bucket from the weight of the bucket with the chips.
9.Since you had a one-square yard box/tarp, the weight from Step 8 is your pounds per
square yard of chips.
10. Repeat the process at two to three gears and two to three RPM or speeds. You can then
develop a chart.
NOTE — The aggregate weight may vary a couple of pounds if the chips are wet.

Chip Spreader
Chip spreaders kick the aggregate backward or drop the aggregate straight down to reduce
aggregate rollover and reduce the degree to which the aggregate picks up on vehicle tires after
the section has been opened to traffic. The spreader is a variable width machine and calibrated
on pounds per square yard. Dump trucks work in combination with the chip spreader to achieve a
uniform application of aggregate.

Rolling
Rolling seats the aggregate in the asphalt and promotes the bond necessary to resist traffic
stresses. Pneumatic tired rollers should be used on all seal coat jobs to give uniform ground pressure
over the entire area to achieve proper embedment of the aggregate in the asphalt binder. Steel

26
 wheeled rollers tend to compact only high spots and can fracture soft aggregates.
Rolling should begin immediately after the aggregate has been distributed and should continue
until the aggregate is properly seated in the binder. Rolling should begin at the outer edge of the
treatment and proceed in a longitudinal direction, working toward the center of the road. Each trip
should overlap the previous trip by about one-half the width of the front wheels. Stop rolling as
soon as the asphalt has a definite set or hardening. This prevents the bond between the surface and
aggregate from being broken by the roller.
Operate rollers at slow speeds (4 to 6 mph) to set the rock, rather than displace it. The number of
rollers required for a seal coat project depends on the length of the operation. It takes two to four
passes of the roller to set the rock. Keep tire pressure at 45 psi or more.
Loose aggregate should be swept along the longitudinal joint and from the uncovered lane
prior to application of asphalt. Broom loose aggregate on a completed sealed surface as soon as
practicable, preferably during the cool part of the day. This can minimize flying rock problems.
Relying on traffic to seat the aggregate has been successful, if speed is controlled, but using
rollers gives better control and improves the chances for success.

Spreading of Fines or Choking–Optional

The need for applying fines will vary with the types of emulsions used and application rates.
Closely monitor application rates. The most common material used for choking is 3/8” to #10 or 1/4”
minus maintenance sand. In urban areas clean masonry sand can be used. Spreading these fines on a
seal helps fill the voids, key the stone, reduces the chances of bleeding, and stops the squeezing and
tracking of asphalt. The application of these fines, prior to or after the roller, depends on the types
of emulsions used and the location of the project. Fines application should not cover the coarse
aggregate but merely fill the voids. The spreading of fines could be achieved by using a Hopper
Sander with a mid mount spinner. Depending on the type of operation the vehicle may be placed
before or after the rollers.

Post–Seal Inspection
Check how the aggregate embedded into the asphalt a day or so after the construction of the seal
coat. Remove several of the largest stones and determine if the 50 percent to 70 percent embedment has
been obtained.
If an inadequate application of asphalt was applied, a fog seal can enrich and tie down the seal
rock. A diluted CSS-1 (usually 50/50) is applied at the rate of .1 to .2 gallons per square yard of the
dilution. (Application varies depending on pavement texture, local conditions, and traffic). No cover
aggregate is required. If a tighter seal is desired a sand or 1/4Ó-0 cover may follow. Traffic should be
controlled until the CSS-1 has cured.

The “Do” and “Do not” of Seal Coating

• Do turn spray nozzles so that fans are at proper angle to spray bar, so sprays do not touch or
merge.
• Do check bar height at start of each shot to determine ground–to–nozzle distance over the
entire bar length.
• Do check spraying pressure so as to give constant uniform spray. Pressure too high cause
spray to fog and distort, pressure too low causes spray to sag with heavy edges and
pronounced longitudinal streaking.
• Do heat asphalt to upper part of spraying temperature range to eliminate heavy edge that is
characteristic of all fan type sprays.
• Do keep spray bars in proper working order by regular cleaning and inspecting of strainers.
Clean spray bars after each day’s operation.
• Do keep aggregate stockpiles clean and free of contaminates.
• Do clean out tank thoroughly when changing asphalts from emulsified to cutback asphalts or
27
 from cationic to anionic emulsions.
• Do keep equipment on the same side of the roadway that the sealing operation is on, so
traffic flow is not impeded.
• Do cover shot as soon as possible and roll immediately to ensure a good bond.
• Do not use worn nozzles or ones that have mechanical imperfections.
• Do not heat asphalt material above maximum temperature range. This can cause fan spray
patterns to be uneven.
• Do not use asphalts that are too cold. Material will be too viscous and cause narrow spray fan.
Materials will not flow together.
• Do not try to seal a wet or dirty road surface.
• Do not try to seal coat if air or road surface is too cold.
• Do not seal when windy.
• Do not make shots too long before applying aggregate.
• Do not turn equipment on a fresh patch.
Stockpiled mixes made with MC or SC cutback asphalts should be allowed to cure out for a period
of time before the mix is used. Cure time varies depending on weather conditions but will normally
be approximately two weeks.

The “Do” and “Do not” Tips for Handling Emulsified Asphalts
• Do agitate emulsified asphalt when heating to eliminate or reduce skin formation. Agitation also
prevents the asphalt lying next to the heating chamber from becoming overheated and boiling.
• Do protect pumps, valves, and lines from freezing in winter. Drain pumps or fill them with
anti-freeze according to the manufacturer’s recommendations.
• Do blow out lines and leave plugs open when they are not in service.
• Do use pumps with proper clearances for handling emulsified asphalt. Tightly fitting pumps
can cause binding and seizing.
• Do use a mild heating method to apply heat to the pump packing or casing to free a seized
pump. Discourage the use of propane torches.
• Do warm the pump to about 150o F (65o C) to ease start-up.
• Do fill it with No. 1 fuel oil to ensure a free start-up when a pump is out of service, even for a
short period of time.
• Do check the compatibility of the water with the emulsion by testing in a flask before diluting
grades of emulsified asphalt, .
• Do use warm water, when possible, for diluting and always add the water slowly to the
emulsion (not the emulsion to the water).
• Do avoid repeated pumping and recycling. The viscosity may drop and air may become
entrained, causing the emulsion to be unstable.
• Do guard against mixing different classes, types and grades of emulsified asphalt in storage
tanks, transports, and distributors. If cationic and anionic emulsified asphalts are mixed, the
blend will break and separate into water and coagulated asphalt that is difficult to remove.
Always make a trial blend of the newly delivered emulsion and stored emulsions before
pumping off. It is hard to determine visually the difference between various emulsified
asphalts. Check the trial blend for compatibility.
• Do place inlet pipes and return lines at the bottom of tanks to prevent foaming.
• Do pump from the bottom of the tank to minimize contamination from skinning that may
have formed.
• Do remember that emulsions with the same grade designation can be very different
28
 chemically and in performance.
• Do haul emulsion in truck transports with baffle plates to prevent sloshing.
• Do mix emulsions that have been in prolonged storage. They may not be the proper
consistency, as emulsions tend to separate when stored for extended periods.
• Do not use tight-fitting pumps for pumping emulsified asphalt; they may “freeze”.
• Do not apply severe heat to pump packing glands or pump casings. The pump may be
damaged and the asphalt may become even harder.
• Do not dilute rapid-setting grades of emulsified asphalt with water. Medium and slow setting
grades may be diluted, but always add water slowly to the asphalt emulsion. Never add the
asphalt emulsion to a tank of water when diluting.
• Do not recirculate emulsified asphalts for too many cycles. They tend to lose viscosity when
subjected to pumping. Air bubbles may become entrained rendering the emulsion unstable.

29
30
 Chapter 4

Drainage
Water is the greatest natural destructive element that affects roadways. Controlling water on the
right of way requires a drainage system that effectively responds to the immediate environment. A
typical roadway drainage system includes ditches, gutters, drains, culverts, storm sewers, and other
drainage structures.
A drainage system is designed and constructed to collect and remove water from the highway
right of way. It must be properly maintained to:
• Permit the maximum use of the roadway
• Prevent damage to the highway structure
• Protect natural resources
• Protect abutting property from physical damage.
Drainage facilities should be maintained in the condition, and at the capacity, for which they
were designed and constructed. Inspections may be required during heavy storms and periods
of high runoff. Observe and record high water marks. Look for conditions that threaten damage
to the drainage facility or the roadway. Maintenance personnel must be alert to ensure all natural
watercourse channels crossing the right of way remain open. Always follow the Regional Road
Maintenance Program (RRMP) guidelines and Hydraulics Project Approval (HPA) requirements.

Drainage from Abutting Properties

Storm water is the only effluent allowed to be discharged on road rights of way. Population
growth, urban sprawl, and new regulations restrict how surface and subsurface drainage systems are
maintained. Regulations that affect drainage maintenance include:
• Endangered Species Act
• Storm water management guidelines
• Wetlands preservation
• Growth management
• Shorelines
• Irrigation limitations
Maintenance personnel who routinely patrol roadway sections must be trained and be able to
identify the types of direct drainage and sheet flow that may require a permit. These include new:
• Commercial developments such as shopping centers
• Subdivisions
• Industrial development
• Illicit discharge identification
Maintenance personnel report land use changes they observe to their supervisor. The supervisor
will forward this information to the appropriate department.

Ditches and Gutters

Open ditches should be routinely checked and maintained to the line, grade, depth and cross
section to which they were constructed. Where practical, non-standard ditches should be modified to
produce a relatively flat, shallow ditch to enhance motorist safety.
Vegetation in ditches often helps prevent erosion and treats storm water. Remove vegetation
only when flow is blocked or excess sediments have accumulated. Remove vegetation using “best
management practices” that minimize erosion and sediment escape to water bodies.
Excessive erosion of drainage ditches must be controlled and repaired. To control erosion use
ditch linings of loose or grouted rock and concrete or other energy dissipation methods. Check ditch
linings frequently and repaired when needed. Keep ditches and gutters free of litter and debris.
Repair cracks and breaks as needed.
31
 Use extra care when using chemicals for brush and grass control in open ditches. Herbicide
application is carefully controlled to prevent contamination to water or to adjacent areas where
environmental damage may result. Always follow product application instructions.
Watch for diversion ditches on top of cut slopes. These ditches prevent slope erosion by
intercepting surface drainage. Diversion ditches must be maintained to retain their diversion shape
and capability.
Material placed into the adjacent portions of the highway or disposal areas must not obstruct or
impair other roadside drainage areas. Do not use material that can cause sedimentation problems to
water bodies. Avoid causing erosion problems or loose unstable fills. Don’t use non-porous materials
such as clay. Non-porous materials become unstable when wet and trap water in the existing fill. Any
concerns about using surplus materials are directed to the area Road Supervisor.
Don’t blade ditch cleanings across roadway surfaces. Dirt and debris remaining on the pavement
after ditch cleaning operations must be swept from the pavement.
Avoid undercutting the roadway back slope or in slope. Undercutting weakens the slope and will
cause damaging slip-outs and other forms of slope erosion.

Rock Lined Ditches and Slope Benches

Keep rock lined ditches and slope benches clean. Remove large amounts of slough or rock fall, or
other slide material that effectively block the ditch or bench, as soon as possible.

Culverts
A culvert is a conduit or pipe used as an artificial channel under a roadway or embankment to
maintain flow from a natural channel or drainage ditch. Keep culverts clean for maximum operation
efficiency.
Water runoff, sedimentation and debris can increase when logging, land development activities,
farming practices, forest fires, or other changes occur upstream. Inspect culverts more frequently,
particularly after periods of high runoff, so corrective measures can be started if damage occurs.
Always inspect critical areas and the culvert inlets during major storms and flooding.
Proper maintenance to badly worn or broken culverts can minimize saturation damage to the roadbed.
Clean or flush culverts, with 50 percent or more constriction, to restore the culvert’s original
capacity. Use established BMP’s to minimize impact to fish during maintenance. Many of the larger
culverts in flowing streams are designed to accommodate fish life. Be sure to clear culverts of
obstructions that may be detrimental to fish passage.
Check culverts for scour around the inlet and outlet. Repair scoured areas with riprap or other
protection as needed. In some cases standing water is desirable at the inlet end of the culvert
to settle out sediment. Vegetation at culvert ends can be controlled by residual herbicides or
mechanical means. Be sure that vegetation control methods are accompanied by erosion and
sediment control features and practices. Be sure RRMP guidelines and HPA requirements are
followed.
Renew pavement markings that show the location of culverts annually. These markings are
critical for quickly locating culverts for both emergency and routine maintenance. Use permanent
pavement markings, such as thermoplastics, whenever possible..

Storm Sewers
Tight line storm sewer systems are maintained by SSWM. Pipe systems are used to convey storm
runoff normally handled by ditches. Storm sewers are often used in long, depressed roadways or
along curbed sections on urban roads. Water is collected through inlets, or catch basins and carried
by pipe to an outfall on a natural waterway.
Clean clogged pipes with high-pressure water jets. Additional service is required when tree roots
or broken pipes cause the clogging. Use flexible rotary cutters to remove roots intruding into a pipe.

32
 An insert liner at the location of a failure may repair a broken pipe. If a liner does not work the
failed pipe may have to be excavated for repairs. Always use methods that prevent erosion and
control sediment when cleaning lines. Debris or sediment can not be allowed to enter a water body.
Manholes are generally used where there is a change in profile or alignment and also at strategic
points in long, straight sections in order to provide access for cleaning the conduit. Use a vacuum
truck to inspect and clean inlets, catch basins, and manholes. Inspect systems during storms to
prevent grates from getting clogged with water-born debris. Regular sweeping operations help limit
the accumulation of leaves, paper, or other clogging debris that can get washed into the system.
Always make sure that the manhole and catch basin covers are flush with the finished pavement
elevations after paving operations.

Bank Protection
Many conditions may cause scour, undermining, or washout of roadway embankments or
drainage structures including storms, floods, or wave action. Most roadways are protected by
damage due to high water using a variety of methods. Methods include barbs, stone rip-rap, pile
revetments, retaining walls and cribs, rock and wire mesh (gabions), and vegetation.
Protective features should be inspected each spring. Additional inspections are advised during
major storms or extended periods of high water. Make repairs, when needed, with materials similar
to those in place. If possible take corrective measures to eliminate the direct cause of the damage. Be
sure to follow RRMP guidelines and HPA requirements.

33
34
 Chapter 5

Snow & Ice Control Procedures

Removing snow and ice from roads is a priority and takes precedence over other road work.
Roadways are plowed, sanded or de-iced as needed. Snow and ice removal operations are conducted
in accordance with KCPW Policy 26.01.100. This policy establishes a priority method to accomplish
snow and ice removal tasks.
Snow and ice removal operations provide motorists with a reasonably safe traveling surface.
These operations take time, and often require crews to return to primary routes before moving to
secondary priorities. There roads that have not been treated and motorist may need to limit travel, or
install chains or other traction devices to safely drive on them.

Preparing for Winter Operations

Effective winter operations begin well before winter. By November 1st of each year all equipment should
be ready for snow and ice operations. Equipment inspections are documented on the Snow Removal
Equipment Checklist (KCPW 2064) shown in Appendix B. The following items are visually inspected and
operationally tested as part of our annual inspection program for snow removal equipment:
• Brine trucks
• Snow plows, mooring pins and brackets
• Hydraulic fittings and hoses
• Internal controls in the cab of each vehicle
• Sander mounts and brackets
• Sander chains, conveyors and spinners
• Sander lights, hydraulic hoses and fittings
During the summer and fall you can prepare roads for effective winter operations by:
• Cleaning side ditches so they are free of obstruction or debris.
• Ensuring shoulders are smooth and flush with the pavement.
• Cleaning sand out from under guardrail.
Each Kitsap County Road Shop has maps showing priority routes for snow and ice operations.
Equipment operators need to become thoroughly familiar with these routes. Priority 1 routes are
marked in red, priority 2 routes are marked in blue. These maps are available at each road shop
before winter begins. Road Supervisors are responsible for ensuring employees know what is
expected of them. They must keep records documenting work directions given to crews and ensure
operators are adequately trained to operate equipment.
Each year all road crew staff are required to navigate an obstacle course designed to test their
driving skills. The test helps train them in safe operating techniques for loaders, trucks, plows, sanders
and salt brine application equipment.
Each sand and salt brine spreader is calibrated to make the spreads required at a reasonable
speed. Different drivers operate the same piece of sanding equipment. Drivers need to be familiar
with the unique specifications, or quirks, of each vehicle. A card, showing the truck speed or
tachometer reading and adjustment to the spreader to deliver specified spreads, is posted in each
vehicle. Variations from this calibrated rate may be necessary based on actual field conditions. Salt
brine spreaders are calibrated per manufacturer’s specifications contained in the operator’s manual
for each vehicle. Appendix B provides procedures for snow and ice operations.
Stockpile sand and salt before winter. Locate stockpiles on smooth surfaces. Stockpiles should be
set–up to allow work from the south side which provides maximum exposure to sunlight. Loaders
should be staged near the stockpiles and ready for operation.

Road Categories
County routes are assigned priority status in the Snow and Ice policy.
35
Special Criteria
Several criteria are used to assign priority to routes. The following list are some of the criteria
considered as priority routes are developed:
• Access to commercial areas and truck routes
• Commuter routes
• School bus routes
• Hospitals and other emergency services
• Proximity to population densities
• Curvature and grade of highway alignment
• Alignment with Kitsap Transit snow routes

Work on Kitsap County Roadways

This section provides general guidelines for snow and ice operations on County-maintained roads.
• Area of Responsibility—Snow and ice control is restricted to the County-maintained road
rights-of-way, including intersection with roads within County- maintained rights-of-way that
are maintained by other agencies
• Snow Control Operations—Snow control removes accumulated snow from the traveled way,
shoulders, and widened areas with plows. If snow removal is not possible because the snow is
compacted the accumulation is treated as an ice control operation.
• Ice Control Operations—Ice control consist of pretreating the road surface with anti-icing
chemicals or sand. Until compact snow and ice can be removed anti-icing chemicals or sand is
applied at bridges, curves, intersections, railroad crossings, steep grades, and isolated shaded
areas. Once thawing begins compact snow and ice is removed with plows.
• Operations Timing—Temperatures are usually at their highest between 11:00 a.m. and 3:00 p.m.
making compact snow and ice removal operations more effective. This is the best time to clear
surfaces of melting snow and ice, and to remove as much slush as possible prior to lower evening
temperatures. Road graders used to remove compact snow and ice are most effective during the
day. Using the warmer temperature window can make cleanup operations more efficient.

Anti-icing & Deicing Chemicals

Salt brine, at a ratio of 23.3% salt to water, is effective as an anti-icing application. Salt brine
is applied to locations where the Road Supervisor has determined will most benefit from the
application. Equipment used to spread salt brine is inspected, calibrated and field–tested prior to
November 1st of each year.
Effective winter storm operations are coordinated with weather forecasts. Forecasts help
determine the best time to apply anti-icing chemicals and assist in determining staffing needs. Kitsap
County uses an Accu-Weather forecast to estimate the onset of road surface ice. Maintenance crews
apply anti-icing treatments before the storm which helps make snow and ice removal more effective
after the storm passes. Appendix A contains Figures 5–1 through 5–5 which describe the different
winter weather events and appropriate snow and ice controls for each.
Each action is defined for a range of pavement temperatures and an associated air temperature
trend. For some events, the operation is dependent not only on the pavement temperature and
trend, but also upon the pavement surface or traffic condition at the time of the anti-icing action.
Most maintenance actions involve Sodium Chloride applications in a dry solid, liquid, or pre-wetted
solid form. Application rates or “spread rates” are given for Sodium Chloride (NaCl) and are to be
used appropriately. These are suggested values and should be adjusted, when warranted, to increase
effectiveness or efficiency. Application rates in volumetric units (gal/lane/mi) are calculated from dry
chemical rates. Comments and notes are given in each table where appropriate to further guide the
field maintenance personnel in their anti-icing operations. Procedures related to salt brine mixing
and production are listed in Appendix C.

Anti-icing Terms
The information below defines common terms used in anti-icing operations
36
 • Black Ice—Popular term for a thin coating of clear, bubble-free, homogeneous ice that forms
on pavement at temperatures at or slightly above 32o F. When the temperature is below the
freezing-point of water and road surfaces are sufficiently cool, small slightly super cooled
water droplets deposit on the surface and coalesce (flow together) before freezing
• Level of Service Coordination. Effective snow and ice operations require coordination
between adjacent areas. This ensures changes in level of service on continuous sections of
roadway are avoided.
• Tandem Plowing—Tandem plowing can be used to remove snow from multilane roadways.
Be careful and ensure snow is not thrown into the path of oncoming vehicles or onto a
roadway below the roadway being plowed.
• Spinner Shut-off—In most cases spinner assemblies are used to distribute sand. Operator’s
should turn the spinner off temporarily when meeting oncoming traffic. It may be necessary
to temporarily stop sanding to allow traffic backed up behind equipment to pass.
• Railroad Crossings—Do not leave snow windrows on a railroad grade crossing. Raise, or
otherwise adjust the blade, before reaching the crossing to prevent damage to the crossing
and/or equipment. Avoid conflicts between snow removal operations and approaching
railway traffic. Do not sand railroad crossings.
• Widening—Shoulders are often plowed along with the traffic lanes, or immediately after the
storm is over. Clear shoulders provides storage space for additional snow, makes the road
safer for motorists, helps prevent drifting, decreases the likelihood of damage to the roadbed
from moisture infiltration, and minimizes excessive runoff onto the pavement. Perform
shoulder plowing in the direction of travel. Always establish proper traffic control if plowing
against traffic is necessary.

Work on Roads Not Maintained by Kitsap County

Snow and ice control operations for other governmental agencies may be authorized as long
as costs are reimbursed by the requesting agency. The Road Superintendent or an authorized
representative develops working agreements that show the work to be performed and ensure
reimbursement for associated costs. Work of this type is secondary to snow and ice removal from
County-maintained roads.
Maintenance on private approaches, including any portion located within the road right-of-way, is the
responsibility of the property owner. Kitsap County does not remove snow or ice from private driveways.
Snow and ice control activities may deposit windrows on private approaches. Kitsap County does
not assume responsibility for the removal or clearance of such material. Employees involved in snow
control operations are expected to be sensitive, considerate, and courteous to the impact that snow
and ice control operations may cause to private property. Mailbox turnouts on the shoulders may be
plowed as a part of shoulder widening operation.

Abandoned or Illegally Parked Vehicles

Kitsap County Public Works Policy 25.13.01 does not restrict parking during snow and ice removal
operations. It does allow, in accordance with RCW 46.55.085, local law enforcement to impound
abandoned or illegally parked vehicles after documented attempts to notify the owner. This process
usually requires several days. If a vehicle is determined to be a hazard to snow and ice control
operations, law enforcement agencies can arrange for immediate removal.

Closures
Winter storms can create conditions so severe that snow and ice control operations are
ineffective. Temporary road restrictions or closures may be the only safe alternative when this
happens. The County Engineer or his designated representative may temporarily prohibit or restrict
traffic on any county roadway during snow and ice removal operations.
When a road is closed or restricted:
• The area Supervisor, Assistant Supervisor, Road Superintendent or the County Engineer
37
 notifies the Public Communications Manager (PCM) and/or designee. The PCM or
designee notifies CENCOM, the media, and other pertinent agencies. Maintenance crews
set traffic control devices warning motorists of the closure.
• Advance warning should be place in locations that prevent motorists from entering and
becoming stranded in the closed section.
• When the closure or restriction is removed notify The PCM or designee. The PCM or designee
will notify the appropriate agencies that the closure or restriction has been removed.

Emergency Assistance
Emergency roadside assistance is limited to actions that safeguard life and property. Employees
may render emergency assistance to motorists when requested. Vehicles that slid off the road may
be pulled onto the roadway if the vehicle is drivable. The motorist must provide a tow chain or
cable hookup and disconnect. This kind of assistance is typically permissible only when snow or ice
conditions are reasonably under control and when private towing trucks are not available.
It may be necessary occasionally for an employee to exercise judgment as to whether a motorist
is capable of driving his vehicle. Sometimes it appears that the motorist is inebriated or otherwise
unsuited to drive. In these situations notify law enforcement agencies by radio or other available
means as soon as possible. Employees are required to notify the Kitsap 1 and the Traffic Investigator
about any accidents that occur on the roadway.
Never tow any vehicle that may be unable to proceed because of lack of power or traction, except
when the vehicle blocks the traveled way. In this instance, the stalled vehicle may be towed a sufficient
distance to clear the normally traveled portion of the roadway to allow the safe passage of other
vehicles. Employees may not accept compensation of any kind for this or any other type of assistance.
County policy prohibits non-employees as passengers in county-owned vehicles. Any exception
to this policy must be approved by the Road Superintendent, County Engineer or the Director.
Helping a motorists stranded during a blizzard is an example of the type of exception to this policy
that may be permitted.

Precautions
Use care to prevent damage to signs, mailbox posts, signposts, and other roadside
appurtenances. Trucks must be operated at moderate speeds when removing snow, especially when
slush exists. Operators must be aware of their surroundings during snow and ice control operations.
Stop or slow down to allow traffic to pass when vehicles queue behind equipment. Avoid plowing
slush or snow at high speeds. Plowing slush at high speeds can deposit slush on signs making them
illegible. Plowing snow at high speeds causes excessive snow cloud making travel hazardous.
When plowing overpasses, passing, or being overtaken by other traffic avoid throwing snow onto
windshields and obstructing the vision of other drivers.
Be aware of cars parked adjacent to the roadway. Even though they may be illegally parked take
reasonable care to avoid damaging the vehicles during snow and ice control operations.
Use rubber bits on snowplows when possible to avoid destroying raised traffic buttons. Rubber
bits are most effective in slushy snow or in snow that has not been compacted by traffic.

Procedures
Procedures for mounting snow and ice control equipment, loading materials, and the snow
removal equipment check list (KCPW 2064) are found in Appendix B. Procedures for mixing and
loading salt brine are found in Appendix C.

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 Chapter 6

Street Sweeping
Purpose
Road sweeping is an important element in our maintenance program. Roads are swept to remove
sediment and debris to provide a safe driving area, to maintain maximum traction, to protect the
environment and to protect stormwater conveyance systems.

Procedure
Sweeping activities use the same work safety zone procedures used for any work done on or
near travel lanes. Traffic control is established if needed. A mechanical or regenerative air self–
loading street sweeper is used to remove sediment and debris from the pavement surface. The
broom operator makes passes in the direction of normal traffic flow, working from the center line
towards the edge of pavement. Proper technique is used to avoid depositing material being swept
into drainage structures and drainage courses. Waste materials collected are hauled to a designated
processing site, and disposed of or reused in accordance with established procedures. When visible
dust is generated an on-board water system, or dust control support from a water truck is used to
avoid fugitive discharges. If dust cannot be controlled sweeping operations cease and the supervisor
is notified.

Request for Sweeping

Residents often call to request sweeping specific roads, particularly to remove sand after winter
storms. Sweeping activities follow the same procedures outlined in PW 25.01.02 POL Snow and Ice
Control. The Road Shop Supervisor deviates from that policy at their discretion.

Water-Quality Street Sweeping Operations Plan

We developed a street sweeping operational plan focused on pollutant removal and water-
quality enhancement by working with our Surface and Stormwater Management Program (SSWM).
Traditionally, street sweeping has focused mainly on aesthetics and safety. Conventional street
sweepers use rotating brooms as the primary methods to remove litter, street grit, organic debris
and debris from accidents or vehicle wear. This type of sweeper is not designed to remove the fine
sediment particles that associated with road-vehicle pollutants including metals and petroleum
hydrocarbons.
Newer street sweepers are designed to collect debris and larger sediment particles, and are also
capable of removing fine sediment from paved surfaces. This prevents sediments and associated
pollutants from entering the stormwater system and the receiving waters downstream. These
newer sweepers include regenerative-air and vacuum type sweepers. The high-efficiency sweepers
still use brooms for collecting larger debris, but use high-pressure air to loosen very fine sediment
from pavement surfaces. A vacuum–assisted filter system collects the fine material and attached
pollutants. Kitsap County Department of Public Works has two high-efficiency sweepers.
Developing and implementing a water-quality (WQ) focused street-sweeping program is part of a
comprehensive effort to reduce pollutant loading from roads and other impervious surfaces shown
to be significant source areas for urban stormwater pollution. Under the National Pollution Discharge
Elimination System (NPDES) permit that governs pollution prevention, jurisdictions are required to
reduce pollutant loading from streets using best management practices (BMP). SSWM operates and
maintains numerous stormwater treatment facilities as part of this overall effort to reduce pollutant
loading. Engineered facilities are not 100% effective and the coverage of developed areas is limited
based on available space and treatment technology. Using high-efficiency street sweepers to
remove pollutants from roads surfaces reducea pollution near its source and meets NPDES permit
requirements. This WQ street-sweeping program is the first line of defense in protecting Kitsap
streams, wetlands, lakes and Puget Sound.
39
Pollution Loading Potential
Current scientific research indicates that pollutant loading from roads is, in large part, due to
motor-vehicle use and pollutant loading is correlated with the following factors:
• Traffic levels and type of traffic
• Surrounding land use activity
• Proximity to receiving waters
Traffic is one of the most influential factor in determining pollutant loading potential. Traffic levels
are measured by the average daily traffic (ADT) counts. Higher ADT levels generally mean higher
pollution loading potential. The ADT determs the priority for water quality street sweeping. Roads
with an ADT greater than 10,000 are considered to be “high” priority. Roads with an ADT between
5,000 and 10,000 are considered “medium-high” priority. Roads with an ADT betwen 3,000 and
5,000 are considered “medium” priority. Roads with an ADT between 1,000 and 3,000 are considered
“medium-low” priority. Roads with an ADT of less than 1,000 are considered “low” priority. All Kitsap
roads were first ranked based on their ADT.
We also consider the surrounding land use in setting priorities. Roads in industrial and
commercial areas are given a greater pollution–potential weighting than residential roads. Roads in
urban areas are weighted more than rural roads for pollution potential.
The proximity of the road to natural receiving waters is also considered when setting priorities
because it is more likely that road runoff will reach these water bodies without encountering
treatment or the opportunity to be filtered by contact with native soil and vegetation. Therefore,
roads with multiple stream crossings and shoreline roads are ranked higher for pollution potential.

Water Quality Street-Sweeping Operations

Based on the overall pollutant-loading-potential analysis, the high-efficiency sweepers are
designated for service in Central Kitsap (Silverdale) and in North Kitsap area. High pollutant-loading
potential roads are swept more frequently than lower ranked roads. Kitsap County Street Sweeping
Route Map shows street–sweeping routes and road pollution potential classifications.
All designated street-sweeping routes are swept at least once per month during July, August,
and September. Some roads are swept on a biweekly basis as indicated on the map. During the rest
of the year designated water quality street sweeping roads are swept annually or semiannually or
when conditions warrant additional sweeping. Water quality street-sweeping schedule is part of our
overall road maintenance program. Urban roads in non–commercial and non–industrialized areas
are routinely swept semiannually, or as conditions warrant. See Figure 6.1 for a representation of
the street sweeping route map. A large-format map is posted at each road shops and is available in
interactive format on the Public Works’ Intranet under “Shared Documents.”

Street-Sweeping Waste Management

Material collected during street sweeping operations is considered solid waste (WAC 173-350
Solid Waste Handling Standards and Kitsap County Health District #SHW 2008-01 Street Waste
Management in Kitsap County). Solid waste can only be stored in approved facilities (WAC 173-350-
320). Facilities used to store solid waste for more than three months must meet design standards
including sealed surface (e.g. concrete or asphalt), run–on and run–off controls, and odor control.
Storage facilities must have official records including engineering drawings, annual reports,
operating plans, lists of sources of material, and a contaminant sampling and analysis plan.
Kitsap County treats street sweeping material as solid waste and stores the waste temporarily
in designated areas at road maintenance shops. The waste is sampled in accordance with approved
sampling plan and is removed to the waste transfer station monthly for disposal in an approved
landfill. Street sweeping materials stored at designated sites for three months or more is stored and
handled in accordance with WAC 173-350-320.
Road Maintenance staff maintains records of the cumulative weight of street waste transferred to
the landfill on an annual basis and reports that quantity to SSWM for NPDES reporting.

40
Street-Sweeping Waste Monitoring
Staff from the SSWM water quality monitoring team collect representative samples of street
sweeping waste following Kitsap County Health District requirements (KCHD 1998 and Olsen
2010). Sampling is conducted monthly at each storage facility to meet Ecology’s (Ecology 2005)
recommended sample frequency shown below.
Recommended Sampling Frequency for Street Waste Solids
Cubic Yards of Solids Minimum Number of Samples
0 – 100................................................................................................................................ 3
101 – 500........................................................................................................................... 5
501 – 1000......................................................................................................................... 7
1001 – 2000....................................................................................................................10
>2000..................................................10 + 1 for each additional 500 cubic yards
Subsequent sampling is conducted quarterly at each storage area. Data is submitted to
both Waste Management and Ecology to meet disposal permit and NPDES permit requirements
respectively. Street-sweeping waste is analyzed for the chemical constituents listed below:
Recommended Street Waste Solids Chemical Analyses
Chemical Constituent Analytical Method
NWTPH-DX............................................................................................. Ecology (1997)
PAHs..................................................................................................................EPA 8270C
Total Metals RCRA 8 +Cu, Ni, Zn..............................................................EPA 6010B
Mercury........................................................................................................... EPA 7471A
TOC...................................................................................................................... EPA 9060
PSD..................................................................................................................ASTM D422
SSWM staff calculates pollutant load removal from street-sweeping operations based on tons of
material disposed and the average of sampling outlined above. This is reported to WA-DOE annually.

41
 Figure 6.1 — Kitsap County Street Sweeping Plan

FOULWEAT

SKUNK BAY RD NE
HER
BLUFF
RD NE
Kitsap County
NE AD MI RALTY WAY
NE TWI N SPITS RD

NE WHI DBEY DR
SHOR

BENCHMARK AVE NE
EVIEW

HOOD
DR
NE

CANA
L DR
NE

NE

WAUKEENA PL NE
POIN

PL NE
T NO
POIN
T RD

TINKER
DOE

HANSV
RD
NE CANAL LN

NE

ILLE
BUCK
BRANT

DR
RD

NE
NE
RD

FAWN
BAY
PL

NE
NE KEY

NE BUCK LAKE R D
ST

RD
NE
TEEL

NE
LN

OLYMPIC VIEW RD NE
LN
CEDAR
NE
K LN

NE
HEMLOC
NE NE
DR
KEY
VISTA
RD
WILLOW
NE

NE
NE G UST HALVOR RD

A BLVD
Street Sweeping Plan
NE PONDERO SA
DR
NE PONDERO SA BLVD

MADRON
TAMA

THORS RD NE
NE CEDAR

RAC
NE CT
SPRU

K
CE

DR
DR

NE
NE 360TH ST

NE O HMAN RD
NE BRIDG E VI EW PL

PILOT POINT RD NE
BODINE RD NE
BRIDGE VIEW DR NE

HANSVILLE RD NE
NE CLIFF SIDE RD
NE EGLO N RD

EGLON RD NE
OLD
HANSVIL
LE RD
Silver Creek

NE
ST

HOFFMAN RD NE
SHIN
NE WHEELER

E
DR
NE SOUT

NE
H POWER
NE CARVER DR

NE
DR

E WAY
BRIDG
SOUTH

SUNRISE BEACH CT NE
LITTLE
NE BABCO CK ST NE ECOLO GY RD

NE
SUNRISE BEACH DR
BOSTO
NE
LN
IC
BALT

N RD
NE
NE LITTLE BOSTON RD
NE DELANEY RD

GAMBLE PL NE

PARCELLS RD NE
DR NE
NE SUNSET ST

SCENIC
BROWNLEE PL NE
RASH RD NE
NE SUNSET WAY
NE
VALLE
Y ST
NE

NE
DR FALKNER

DR
CH RD NE

IC
BEA

SCEN
VIEW
DR
NE NE 288TH ST

NE
RD

NE
BAY

KINM
LE
GAMB

AN
RD
NW PARK ST NE
PARK ST NE
BLAK
EWOO
NW WESLEY WAY D CT

NE BERRY ST
BEHAM ST NW

NE
FIRWOOD RD NE

AVE

MCINTOSH LOOP NE
LOFALL CT NW
NW LO FALL RD NE LO FALL RD

RIDGE
NE G AMBLEWOO D RD

ANCHOR

RESOURCE
BAYWOOD DR NE

SERENE DR NE
NE ST PETERS RD

WOODSIDE RD NE
PL NW

BALMORAL PL NE
NW COMYN RD

LINDVOG RD NE
RD NE
HILL

NE

NE
KER
NW
State Highway 104

CIR
WOODPEC

CIR
MULH

DOW
NE SHORTY CAMPBELL RD

EN
OLLA

MEA

FRODES
BOR
ND

LOFALL RD NW

FIRWOOD RD NE
BLVD

WEAVER AVE NW

DER
WAY

OHIO AVE NE
NE

HIGHLAND RD NE

BAR
EDG

BER
EWA

CUT
TER

OFF
BLVD
NW RUSSELL ST

RD
NW

RITTER LN NE
NW KI MBALL ST

NE
MILLER BAY RD NE
TYTLER RD NE
NW LUTES RD
NW CIRCLE DR N

ANSELL RD NW
NE

NE
NW CIRCLE ST AVE

TUCKERMAN AVE NE
IA

BLVD
Y NW

MONTERA LOOP NE

BARRETT RD NE
LVAN

WEST 1ST ST NE
NE

TON
NSY

WA
AVE NE

HING
MARSHALL LN NE
PEN OIS
NE EAS

ER

JAMES LN NE

DULAY RD NE

WAS
ILLIN EAS T

NE
T 3RD
2ND
ST

LEYMAN LN NE
PIO

CANYON RD NW
ST

DENTON RD NW
NE MI NDER RD

NE WEST KINGSTON RD

WAGHORN RD NW
NE CRAWFORD DR

NW VAA RD

CHRIS LN NE
NE STEVENS UHLER RD

307

NORMAN RD NE
NW
SUZA

SOUTH
NNE

ay
CT

hw
Hig
NW LASSIE LN

te
MASON RD NW

Sta

KINGS
NE
PORT GAMBLE RD NE

KIMRE PL NE

TAREE DR NE
NW PI ONEER HILL RD

HILLBEND LN
JOHNSON RD NW

TON
NW KEKAMEK DR

MADURA DR NE
VINLAND

RD
NW NASSAU CT
NE SAWDUST HILL RD NE

NW
NW EMPIRE ST NE O RSETH RD BRIG

ALDO RD NW

VINLAND

STOT TLEMEYER RD NE
TER NW
ANTI

NE
BRIXTON NE O RSETH RD NE
PL NW
CT
NE J EFFERSO N POI NT RD

VW

NE
NE O LIVE DR

NW
ARC
NW BURMI KCA CT

ADIA

RD
NW WEED LN NE RO VA RD

CT

EY
NE SOUT H VI LLA DR

RYEN DR NW
NW LO MA ST

LL
VIKING WAY NW
NW LAKENESS RD

VA
ADAMS RD NW

SEATTER RD NE
BIG
NW ORI LLA ST
NE AR NESS RD

DR
NW THOMPSO N RD

NE GUNDERSON RD

HORSE
PARNELL PL NW

JEFFE
RHODODENDRON LN NW

NE WHITE
NW COLEMAN CT

RSON
IND

POINT
WOODWARD WAY NW

IAN

RD
FOSS RD NE NE I VERSO N RD

NE
NE TULIN RD

OLA

VETERAN ST NE
NE SEAWIND AVE

NW

SEA
NE KLABO R D

APOLLO
FINN

VISTA
RD
HILL

WAVECREST AVE NE

DR NE
CLEAR CREEK RD NW

RD

NE
NE BEACHWOOD
AVE

NE
NE J AMES WAY

SEACREST AVE N E

PRESIDENT POINT RD NE
NE SID PRIC E RD

STOT TLEMEYER RD NE

VIRGINIA PL NE
NE HARBORVI EW DR

ORCA DR NE
NW RUDE RD

HOWARD AVE NE
NE MARIE PL

JEFFERSON BEACH RD NE
Sta

VIRGINIA AVE NE
GALA WAY NE
te
NW BACK FORTY LN

LIT TLE VALLEY RD NE

Hig
NE LINCO LN RD E

NE LINCOLN RD

hw
ay

DIVISION ST NE
KINGSTON
30

NACHANT DR NE
GERALDCLIFF DR NE
5

CHIE
RD NE
NE MI DWAY AVE DR

AMMON LN NW

F
NE PHILIP

ST NE
SEAL
NE PHILIP

KITSAP ST NE
PUGH
NE PARK AVE

WILDWOOD ST NE
PL

TH
NE DO UGLAS DR

COLUM
NE LO UGHREY AVE

DR
PL
NE ECKERN

NE
NE SEA VI EW AVE NE HARRIS AVE
NE PAUL DR

BIA
NE SEA VI EW AVE

ST
NE SHORE DR STEPHEN DR NE

NE
PL
NW CEDAR LN PAUL
NE

NE PARISH LN
NW DOVE GLEN LN

NE
AVE

VIEW
NW LI BERTY RD
ESSEX

DIVISION AVE NE

TER
NE MI DDLE ST

WIDME RD NE

NE
Poulsbo NE NEWTON ST
NE NELSO N ST
NE BELL ST

NE PROSPECT ST

SOUNDVIEW BLVD NE
NE WI NFRED ST

PARK BLVD NE
NE PLUM ST

ANGELINE AVE NE
NE MAPLE ST

BROCKTON AVE NE

AUGUSTA AVE NE

HARRIS AVE NE
DIVISION AVE NE
NE G ENEVA ST
NE PINE ST

NE
NOLL RD NE

E AVE
NE CENTER ST

1ST AVE NE
NW

5TH AVE NE
NE FI R ST NE FI R ST

ANGELIN
SHER
MAN NE PEAR ST
HILL NE SOUT H ST
RD

NE KEDROS DR

ay 3

T NE

PURVES AVE NE
HC
Highw

BAYWATC
NW PALAU DR

JOHNSON RD NE
State
Naval Base Kitsap

NE
NE TO TTEN RD

Bjorgen Creek
NW HERRIED RD

NE
SOUTH
WAY
Bangor
NE HENDERICKSO N RD

PETERSON
HAL

FINLEY RD NE

E AVENUE
LMA
N
RD

SEMINOLE RD NE

SUQUAMISH
NW

SCANDIA LN NW

ANGELIN
WAY NE
NW BO GARD RD

VIKING WAY NW

RD
NW SCANDIA RD

OW
NE SYLTE R D

BALZ
NE
DELATE RD NE

NE
NE LAURA
CT NE LAURA LOO P

CHIPP
NE J ACO BSON RD

RD NE
THORPE RD NE

SKOOKUM RD NE

EWA
PEARSON RD NE
NE

NORUM

CT

CAND
SCANDIA RD NW

NE
RD

SUNS
POINT
NE

Y LOOP
OLYMPI

NW
RD

ET
A

PL

PEARSON

ST
WILL
C VIEW

SIE

NE

ARROWHEAD PL NE
TUK NE

CAS
NW CLO SSER DR
VINCENT RD NW CT

ORWEILER LN NW
DY
RD

NW VI RGINI A LOO P RD
CAN
NW

COX AVE NW

NE
LEVIN RD NE
NW JUPI TER TRL

RD
HOOK
NW ORWEI LER RD

ORWEILER RD NW

SANDY
VIRG INIA PO INT RD NE

PL

CENTRAL VALLEY RD NW

VIRGINIA LOOP RD NE
KATY
NW
NE G RANDVIEW BLVD

COX RD NW
RD

NW

LARM

ST
N NE PACIFI C AVE
OLYMPIC VIEW LOOP RD NW

DOCK
LEVI

CEDAR
State Highway 308 NE POULSBO AVE

RD

NE
NE
WILCOX NW LUO TO CT NE HARVARD AVE
RD NW

GROVE
NW
NE FI R ST

RD
IN
CT

DR NE
RD NE
LEV
NW PIPER
State
Highw

SALTAIR
ay 308
NE TAG HOLM RD

AVE NE
KES HAWK

NE
NW OLYMPI C VI EW CT

PL
L
TRE
NW MOUNTAI N VI EW RD

NW
WOODCREST LOOP
Clear Creek

NW ILLI CH RD
NW
PAGE RD NW

THOMAS DR

NW SHADOW GLEN BLVD NW NE AN NA RD

PL

HILLCREST ST NW
NW NE TRAIL WAY
P

RIDGELANE
IGHT
LOO
TWIL
NOR
CON
LESTER RD NW

DR NW
NW

GRAYWOLF PL NE
LAKEHIL

HUNT
KEGLEY RD NW

NW

L CIR

RD
NW MELODY LN
ROCKY RIDGE RD

NE MT MYSTERY LOOP

LEY

LAKE
SILVERHILL

PL
NW

ND
NW
SPIR

LAKERIDGE

ISLA

LAKEVIEW AVE NW
IT
RIDG
NW SUNDE RD

NW
PL NW

E
DR
WEST RIDGE

SOUTH KEYPORT RD NE
CIR NW

NW
DR NW

NW
DR

ELM AVE NW
DOGWOOD AVE
LAKE

SHORE
AVANTE
DR NW

NW HOO D CANAL FARMS RD

AVE

LAKE
NW TRIGGER AVE
NW
PLATEAU

SPOHN RD NE
OLD MILITARY RD NE
CIR NW
Y NW

NW GUSTAFSO N RD
WA

RIDGEPOINT CIR NW
CLEAR CREEK CT NW

D NW
IOKA WAY N W

NW IO KA DR
ALE
OLD FRONTIER RD NW

SCHOLD RD NW

RIDGEPOINT

NW WESTGATE RD
RD

P BLV

NW PADDI NGTON CT
DR NW
VE
IVY LN NW

BRIAN LN NW

NW FLI NTWOO D CT
QUAIL RUN DR NW
SIL

GETO

NW LUQ UASIT TR L

OGLE
NW HOSMAN CIR NW WALKER RD
NE WALKER RD

RD
BRIAN
NE
BROWNSVILLE HWY NE
NW SI GURD HANSON RD

LN
RID

Crouch Creek

NE
SCHO LD RD NW
Sta
te
NW

WHA NE MADISON RD
Hig
KITSAP MALL BLVD NW

RD
NW AIRPARK CT RF
JETTY PL NW

AVE

hw
PL NW

AQUI
PL
NW

HILL ay
PEONY

NW
LOBELIA

TULI

ERSON

LA
303
BOARDWALK PL

NW AILERO N CT
IMPASSE

PL
P
PL

NW AND

NE
PL
NW

NW
NW
DER

NW CONTACT CT NW
NE FERN
RYF

BAR NW CALYPSO
GLEN

NW MYHRE RD
CIR
IELD

TLE
PL NW

RD
NW

TT
NW

Hoot Creek
DR
WILLAMETTE MERIDIAN RD N W

CT
CIR

AVE NW
HILLSBORO DR
ORCHID

LEEWAY
CCO

CROCUS
NW RANDALL WAY
SIRO
RD

NW HIG HLAND CT
MANLE

NE PAULSON RD
E

NW APEX RD
WAD

PL NW

ASHLEY CIR NW RD
ECHO

FRONTIER PL NW
NW
Y RD

ORTIS
NE
VALLEY

NW WILKES ST
NW

ASHLEY DR NW

NW NW HOG AN LN
SID
RD

UHINCK
NELS NELSON RD NW
NW

DR
RD NW

LN ENCHANTME
POPLARS AVE NW

NW CHENA RD
NT AVE
RHODA NW
LEVIN

NW
PRIDDY VISTA RD NW

BLAINE AVE NW
NW

CT NE MARINA VI STA CT
Barker Creek

AM
T RD

DRE

NW BUCKLIN HILL RD
Y POIN

NW NE HI LSTAD RD
NW WHISPER
ST
MISER

DR NW

NW BUCKLI N CT
NW

NIKA TRL NW

SILVERDALE LOOP RD NW

OLSON RD NW
NW PIONEER RD

NE G LUDS POND ST
RD
NW

SHORE

NW MAPLE LN
CH

CASCADE PL NW

NW
SCENIC BEACH RD

I BEA

ST JOHNS PL NE
DRAGO CT

WITHERS PL

NW BI G BIRD DR NW CASCADE ST
MIAM

KARI LN NW ONEIDA CIR NW

BAY
SUNSET LN NW

NW SHO NTEL CT NW MUNSO N ST

k

DR NW SI LVER ST
OLD MILITARY RD NE
SESAME ST NW

STEELE CREEK LOOP NE

Cree

EY NW CARLTO N ST
NW

NELS NELSON RD NW

SHELL NW LO WELL ST
NW LO WELL ST NW YO UNG PL
HILLRISE

NW
DR

NW
MARTIN AVE NW
LL LOOP

NW PALMER LN NE
NW HUCKLE

NW BYRON ST D
CT

R
E
Beef

UTAH
BLAK

CT NE

RD

NE TO WNE RD NOK
NE WATSON CT
HONEYHI

ST
NE

ROA
NE STRAND

NE
TOWNE RD NE

NW DONCEE DR
NW

NW SELBO RD
ROY RD
DICKEY PL NW

NW KNUTE ANDERSON RD
Little

NW SO LNAE PL
KAROLENA PL NE
NW

NE SHADYBROOK
k

SANDY RD NE

CT
5TH AVE NE

NW BRI DLE RIDG E PL

Y RD

Cree

NW

CIR NE

NE FO STER RD
WASHINGT
WENATCHEE PL NW

Bainbridge Island
DICKEY RD NW

NW FIRWAY
NW

PL

LN NE O PAL CT
BESSIE

NW JOELS CT
NW

NW WALG REN DR
PL

BENDER

NE LO MBARD CT
BA

ICICLE
rson

N PL

NW 82ND ST LN
ON AVE

KNUTE LN NW NW WILDWOOD
RD
TIETO

NW FRANCI S DR NE CO CO CT
R CREEK
HICKORY ST NE

NW NEWBERRY HILL RD
IS

6TH AVE NE
CENTRAL VALLEY RD NE

NE

NW BERNARD
Ande

BARKE NE REDBUD
DR

KASTER DR NE

ST NW LN
AV

NW SEAVIEW

NE WI NSTO N DR
ST

NW NEWBERRY LN
NW

NE VALLEY O AK DR
OAK PARK PL NW

NE CO NIFER DR
AMETHYST LOOP

PL NW

OXBOW AVE NE

DR NE WI NTERS RD
NW

Y NW

NW DISHMAN RD NW CAI TLI N ST NE COTTONWOOD

DIANE CT NE
NW ELDORADO BLVD

UNIVERSITY POINT CIR NE

BLVD

SUCIA
NW

RY
PL

EME

NW FAIRGROUNDS RD
RD NW

ST
ON

NE FAIRGROUNDS RD
NW
DRAG

WA

NE LOYOLA
NW KEARNEY RD

NE

NE JOHN CARLSON RD
LN NW

TRACYTON BLVD NW

NW KLAHO WYA TRL

O PL

NW NORTHWO ODS ST
WAY
COBI PL NW
SNAP
NW

MONAC

TIBARDIS RD NW
LARSON

BRIDG E PL NE
TYEE

BRIDLE
TRICA AVE NE
GREVENA AVE NE

MORNING VIEW
CHICO

VALE NE GOLDEN
VARSITY LN NE

BLVD
BLACKBIRD DR NE

NE KNIG HTS CT ROD AVE

NW
NW LONDONDERRY NW
SEA

NW
ER PL LOOP
LY RD

THASOS AVE NE

STAV
TAYN
PROVOST

WINDFLOW
CT IC NE
NE
ZOEY PL

NW 73RD ST NAVAJO TRL NE

IS
NW MYLES PL
NW LN NE 73RD ST
S

BAY
WEMBLY AVE

AVE NE
NW FIRGLADE DR
BEC

WI NTERBER RY PL NW
PARKDALE DR NW

NE 72ND ST
NW ISKRA BLVD LAZY

RD
CT
NW

NE REGAL NE ECHO DR
NW

E TRL
K HOL

NW FOX RUN
DR

NE MARWOO D DR NE HYAK WAY

NE

CANO
LIVERPOOL CT NE
TROY LN NE

NW RYDAN CT
ORRFELT

T LN

NE
K HW

STAMPEDE BLVD NW

CORFU BLVD NE
MON

THEBES ST NE

NE BENTLEY DR
NE AR ROWHEAD
SKYVIEW

TREE

DR
OLD MILITARY RD NE
HOLLAND RD NW
SEABEC

NE O CASTA ST
NE
Y NW

PL NW

ILLAHEE RD NE

ETON
NW LN
JOHNSON RD NE

BRAEMAR AEGEAN BLVD NE

Creek

GRACELAND RD NE

DR NE ATHENS
WAY NE 3RD ST
NW
NW WRANG LER CT NE MELIA LN
NE MCWILLIAMS RD NE CLARK ST
EAST BLVD NE

DAR NW 64TH ST
LING
JAGGER PL NE
Big Beef

REST PL NE

RD

NW COREY CT
NE
LENEA DR NW

RD
PL

LER CT
St

MS
TA
SUNSET AVE NE

SCHUY NE 1ST ST
NW
NORA ST NW

NW
ELDORADO PL NW

REGAT
NW

ILLIA
av

EL NW BRO OKWOO D LN
CAMINO
MCW NE WI SE ST
DR

BLVD NE RI MROCK DR
is

NE
LENEA

ek

NE TERI CT
Cr

OLIVE AVE NE

MADRONA AVE NE

CT NE DAWN RD
r Cre

NE WOODS
ee

NW HOLMBERG ST
FERN AVE NE
PINE RD NE
k

SUNRISE TER NE
she

NE FU SO N RD
JOHNSON ST NW

NE VENA ST
NE VENA AVE
Mo

NW MERIDITH
ST NE FR ANKLI N AVE
BUNKER ST NW

NW JOHNSON WAY
ALMIRA DR NE

NW NICHO LS AVE
NAOMI ST NW

SANDRA LN NE
MAY ST NW

NE RO OSEVELT ST
ERLANDS POINT RD NW

NW TRACY AVE
NW

NW RIDDELL RD
G
SSIN

NE RIDDELL RD
CRO
F
BEE
BIG

NW
TRL
k

RN
ee

NW
ELKHO RD NW NE WI NDERMERE DR
NE NO BLES LN

Y RD
AVE
e Cr

M RANCH TRL NE CALHOUN ST

ON
NW

KELLU VIEW DAVID DR

E MATHE

CANY

LL
LAKE NE CLEMENS ST
TANDA AVE

ROBINSON RD

NW NE NO RMANDY DR
yc

NW DOLLY VARDEN LN
PINE AVE NE

DYES INLET RD NW

HO
NE CHERYL ST
CIRCLE
WS
LN NW
Bo

NW LI NDEN LN
KITT
NE ROSWELL
DR
NW

NW BREEZE WAY

NW
Y NW DR
HAW
CHUM

RD

HOPE
NW PAUL BENJAMIN
LN
SILVER

WAY

NW MARKS RD ST
BOUNDARY TRL NW

K
NW WILDCAT LAKE

NE
REDW
BROOK

NW HITE CENTER RD DR NE PINECONE DR

SAGEBRUSH LN NW

NW
LN NW

NW
NE
PETERSVILLE RD NE
CIRCL
VIEW DR NW
ING

NW SYMES RD
NE PINEWOO D DR
DR
ROCKY POINT RD NW
TRL

FIR
E DR

NW SYMING TON PKWY NE IVY RD

SCHULTZ RD NW
CAMP LN NW

NW
NW

NW

NE CADY ST
HARBEL DR NE
NW

NE 40TH PL
OLD SAWMILL PL NW
DR

RD
AUSTIN
RUN

DYES INLET RD
NW

RN

LAKEHURST DR NW

TR
COHO

GHO

OLYMPUS DR NE
R RUN

NW
DR
LON

HEIDER DR NE

WAY
A
NW

AC

NE SYLVAN WAY
OTTE

THAT
NW

k
YT

NE BAHIA

k
CLASSIC AVE NE

Cree
FOREST DR NE
RD

eck cat Cree

NW GOLF CLUB
H LAKE

ON

HI LL RD
Seab Wild
VIEWCREST DR NE

RIDGEVIEW DR NE
NW

VISTA

NE FERNWOO D CT
TAHUYE

NE DENNY ST
BE

NW CHREY LN
DR
PERRY AVE NE

NE FR ANKLI N ST
KE WAY

NW 29TH ST
HILLSIDE DR NE
AC

PARKLANE DR NE
NW

H
NW

NE 30TH ST
DR

WAY NW
NGE

RD
RD

NW COUNTRY LN

NE BARNETT ST NE BARNETT ST
ORA

POIN
HER

VINCENT

T
STOP

TRENTON AVE NE

GLO
NORTHLA

k
NW

Chi KEEL AVE NE

CHRI

VER

Cree co Cre NE HELM ST

Lost
LN
RIDGEWAY DR NW

ek
E
E

NW DAVI D RD NW RIDGEWAY PL
S RD
RD NW

RD
JONE

CH
LAKEHURST DR NW

NE BONAIR PL
PETER HAGEN

CHUR
N

NW
WYN

NELLI NE CENTER ST
NE STONE WAY
Kit
TA
RD

sa
NW
NE BOWEN ST
p Cr
RICH
CLOWARD WAY NW

NW
LN NE HAYTON ST
ee NW
COVE

R LEBERS PHINN
k
JACKSON DR NW

SPU EY
TEKIU RD NW

BAY
k
LN E

LITA DR
E SPR ING HILL RD
NEL
ee
NW
Cr
CORBET DR NW

RD ne
LLY Mi E LEIGHTO N AVE

K HO
18TH ST

Tin
RD

BEC
17TH ST
BERT HA AVE NW
NW HINTZVILLE

SEA E HI LLDALE RD
NE
MORGAN RD NW

NW
BLVD

NW
EN

OLD
JACOBS

HOL
LY
HILL
KIMBLE RD E

NW MORG AN LN
RD
NW

son Creek
AY
KINGSW

KITSAP LAKE RD NW
NW
LEW

Bremerton
Ta
DR
IS

Bridge
RD

HARLOW DR
EH

Manette
hu
NW

TAHUY

State Highway 310 E BEAVER CREEK RD

An
ya

Dicker

NW ONE MILE RD
de
RD
E BLAISDELL
La

PRICE
rs
NW

on
TAHUYEH
FERN

ke

Cr
LN

ee
LN

W TAHUYEH NW BURWELL ST
Beaver
W

k
LN HAR
State Highway 304
PL W Y
KING

DORA AVE

DR
W ED LOW
RD
SWA

State Highway 304

KING TWE
SARANN AVE E

DR
W

ALLAN 1ST ST
PETER HAGEN RD

W
RIVERVIEW DR W

BROAD ST W

SUNNYHILL RD W

AVE

W KI TSAP LAKE RD
Creek
S DORA

NEVADA ST E
FARMER DELL RD E
IDA ST W

E HI LLCREST DR
W N ST
CHARLOTTE AVE W

E MO NTANA ST
W ARSENAL
SKYLARK DR W

WAY E I DAHO ST
W M ST

W L ST E DAKOTA ST
W WERNER RD
Gold Creek W LO XI E EAGANS BLVD
r E WYOMI NG ST
E
E

MOUNTAIN VIEW RD

W J ST E CARAWAY RD
ive
OPDAL RD E
DR
BREMERTON BLVD W

R
W I ST
VIRGINIA AVE E

W PREBLE ST

ya
S NATIONAL AVE

S MARION AVE

W G ST
H

hu
CEDAR ST E

W G ST
2ND AVE E
LEWIS RD W

E DANIELS LOO P

Ta
AC

W F ST W F ST AVE
MARTIN AVE E

S SUMMIT
W E ST W E ST
E MANDERS WAY
W

E MAIN ST
BE
RD

W D ST
E

COLCHE

E FI R ST
CH

AVE

SPRING ST E
BEA

VALLEY AVE E

W C ST
E
RON

E MAPLE ST
N

W MADRO NA ST
STO

MAD
RLE
DEWATTO RD W

LAUREL PL
CHA

B ST
W

ALASKA AVE E
W

E CHESTER RD
RAMA

SALAL ST E
BLVD

E SITKA
ion RD

VISTA RAMA DR
DR
ALL
k

STER

E BAN CROFT RD
ee

E
MCC

E CRI CKET LN
CT
Mi EEK

Cr

E CENTER ST
E AGUILAR
CALIFORNIA AVE E

E MANCHESTER CT

BAY ST
E LIDSTROM HILL RD CT
E CO LLINS RD
E

E CO LLINS RD
CR
ss

RD E

DR

W CAMP SU NDOWN
LIDSTROM RD E
AHLSTR

RD E PATRI CIA ST
W DAVI S ST
E

BABY DOLL RD E

TIMBER TRAIL
D AVE
LD

2ND AVE W

CT
3RD AVE W
Heins

RETSIL RD E

E WASHING TON ST E RAINTREE LN

OM
FRONT AVE W

ONS

E
ARNOL

KLONDIKE TRL E
RD

PERU AVE E

E RAMBLEWOOD ST
GO

WOODS RD E
o River

E COMM

E I LLINO IS ST
E

STEAMBOAT LO OP E
NO

E VAN BUREN ST
RD E

E 1ST ST
E
E
Creek

AVE

PUGET DR
RICKY CT E
E

E 2ND ST E HARRISON ST
RTH

HENRY HANSON
RIDGECREST DR W

OLNEY AVE
ARNOLD
DIAGO

MAPLE AVE E

SE

E 3RD ST
KENT AVE W

E POLK AVE
Dewatt

NAL

E 4TH ST
E TAYLOR ST
M

E O RCHARD LN
DR
DR

E
AVE
KELP PL E
TIDEPOOL PL E
IS

VIKING ST W

State
W

E FILLMORE ST
PUGET DR
RD

KAZAC PL SE

TUFTS
Highw
AN
SIO

SE TRUMAN ST
ay 166
STM

ER
LIDSTROM RD SE

SE FO SS RD
HOR

BULMAN RD SE

SE GRANT ST
SE
N

SE

NEBRASKA ST SE

ST
CALIFORNIA AVE SE

SE CLEVELAND ST
WOODS RD SE
RD

RD
BABY DOLL RD SE

N HEIGHTS
HE
ALASKA AVE SE
RUSSELL AVE SE

TEXAS PL SE
WHITTIER AVE SE

SADDLE CLUB RD SE

W SHERMA
WARNER AVE SE
W

MARLIN DR SE
OLNEY AVE SE

SE KANSAS ST
LC

SOUT
H MISSI
CO
Panthe

State Highway 166

SE MILE HILL DR
ON
ROOSEVELT AVE SE

Port Orchard
RD SE LEG RAND ST
W
ek

BARTOL
AT Z
RD
SE
el Cre

W
KARCHER RD SE

YUKON HARBOR RD
k

SE MAPLE ST
r Creek

SE
Cree

FIRCREST DR SE

W BELFAIR VALLEY RD
SE PI NE TREE DR

ek
SE DOWNING
DR SE

PAN PL

st Cre
Haz

THE
LL RD

R SE FIR ST
Gor
SE

SE
PONDEROSA

LAK
Bear

TAMARA
TIGER MISSION RD W

SE
JEFFERSON

N AVE

SE GARFIELD ST
y 166
E
THORSON

RD CK
DR
AVE

W W JARSTAD DR
Highwa
State
EVERGREE

LINCOLN
JOSLIN AVE SE

SW CO OK RD
SHAWN ST SW
DIVISION AVE W

W MCKENNA FALLS RD
RD W

MITCHE

AVE SE

PINE TREE DR SE

State Highway
16
SE

W FRONE DR
SE SE
DR

PARKWOOD DR SE

TIGER
LUND AVE SE

SE
WHITE CEDAR DR SE

RED SPRUCE

AVE DR
E

A
W

LAKE
ETT

LN

BASSWOOD CT SE

DR

ING
Y RD

RD RON
GILL

OOD

OR
ASPEN ST SE

W W PLEASANT ST HARD MAD

SE

REG
FEIGLE

LODGEPOLE

BASSW

GARFIELD AVE SE

SE
Y PL
HAROLD DR SE

MCG

LN
W ALDER ST
DR SE

SE
MCKINLE

SE AR
LINCOLN
SE

SW HANSO N RD
DR

CED
AVE
JACKSON AVE SE

CATALPA
DR SE

SE

RD
SE CORNELL
SE FRO G POND RD
Ha
SEIFORD AVE SE

SE BAY ST
HOOVER AVE SE

SE CASTLEWO OD DR

ze
RD

SE JO HN ST
SE CONI FER PARK DR
l Cr
WILKINSON RD W

HARVEY ST SE

SE LUND AVE
MARJORIE LN SE

SE EMPRESS CT SE BERRY ST SE BERRY ST

r

KE

ee
ve

SE BU CKING HAM SE CAMBRIDG E RD

DR SE SAXON CT

k k
Ri

HINKLEY RD SE
LA
VILLA CT SE

CT
ee
BALSAM BLVD SE

SE

SW CLAI R RD
SE GALEEL
CHASE RD SE
ion

Cr
SE VALLAI R CT
DR

ANDERSON RD SE
RD W

T ER

NG
Un

rry
HARRIS RD SE
ee

PHILLIPS RD SE
r

MINS
n Rive
MINARD

ANDERSON HILL RD SW

be
LIESEK
h Cr
rk

LO
WEST

DR
VICTORY DR SW

SE OLYMPIAD
on
DURAND PL SE

SE BERG ER LN

Sweeping Schedule
Fo

RD SE
MENZIES RD SE

SE BEAN RD
E LN

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