Please review the following bullet points that will help in insuring that the construction process moves forward as smooth as possible.

• During the construction period any work crew member can assist citizens.
• Citizens will have access to their drive at all times.
• Please do not park along the street during the designated time period. Vehicles will be towed, if necessary, to complete the work.
• Please trim any landscaping and keep all debris out of the road/gutter during this time.
• Drive slowly if you accidentally enter a freshly treated area. (5 mph)
• Keep children and pets out of treated areas to avoid tracking into houses.
• Please refrain from using lawn sprinklers, washing cars, etc. on day of treatment. The pavement must be dry.
• Rain or unforeseeable conditions may delay work until the following day.
• Remember, any crew member can assist you during actual construction.

Step 1: Concrete Flatwork 

Concrete repairs are performed about a month before repaving is scheduled to begin. These repairs include fixing damaged curb and gutter and upgrading curb ramps to the newest standards. Curb and gutter that is cracked or settled to where it is holding water may be marked for removal and replacement. 

The Street Improvements Project is also one of the main ways we meet ADA compliance. Over 100 curb ramps a year are upgraded to the newest standards helping make our sidewalk network accessible for all users.

Step 2: Asphalt Milling/Utility Adjustments

Pavement milling is used to remove the existing asphalt before repaving. Removing the existing asphalt provides a fresh surface for the new pavement by removing existing distresses. There may be some uneven surfaces in the street after the contractor performs milling operations. However, this will be resolved with the emergence of a new asphalt surface.

Utility adjustments to water valve boxes and manholes may be necessary prior to performing the resurfacing operations on a project. These adjustments are normally fairly simply and take only a matter of hours. More complex adjustments can take up to several days to complete. The adjustment can normally be accomplished without interruption of service to the property owners. However, If a situation arises that requires us to temporarily interrupt water or sewer service, we will provide proper notifications to the property owners.

Step 3: Patching and Paving

Patching may be utilized as a standalone repair or in conjunction with resurfacing or other surface treatments. Patching isolated areas on otherwise healthy streets gives us the opportunity to correct problems before they cause further damage to the street. Patching a small area on a street can eliminate severe cracking or a pothole and bring the street up to a higher standard. Patching is a great way to extend the life of the entire street and reduce the need for costly resurfacing in the near future. Furthermore, patching may be used in conjunction with resurfacing or other surface treatments so that underlying problems do not cause damage and reappear after resurfacing or other surface treatments have been applied.

Street repaving or resurfacing provides a new layer of asphalt surface on the street to protect the underlying road structure and improve the quality of the ride. Prior to resurfacing some streets, a tar-like tack coat material is applied. This tar-like material seeps into the cracks of the underlying pavement, sealing the existing pavement and helping in bonding the new surface course.

Planned for 2027: Rejuvenator

Rejuvenator is a penetrating sealer that simply replaces the vital ingredients that have been lost from the asphalt over time due to exposure to the suns UV rays and wet weather. This application can extend the life expectancy of roads. Extending the life of the roadway helps reduce future costs and tax dollars needed for paving.

When applied on newer pavements, this product helps to protect the asphalt from damage due to exposure to the elements. Everyone understands that we would not buy a new car and never perform an oil change on it. Oil changes are considered part of the preventive maintenance for your car to make it last for many years. Asphalt roads are really not any different. Without timely preventive maintenance, an asphalt road will deteriorate faster than necessary.

The maintenance treatment being provided on your street will help the Town of Cary protect one of its largest assets and give you a road that will provide years of additional service.

The rejuvenator is sprayed onto the asphalt surface and has a pink tint. The pink dye disappears as the rejuvenator penetrates into the pavement. After the rejuvenator has penetrated, a light dusting of sand is applied for added traction. The sand is removed within 48 hours. Material tracked onto concrete areas should weather off in three weeks or so, leaving no stain.

Cary is committed to doing what is necessary to efficiently maintain our infrastructure and works to be cost effective by rehabilitating and resurfacing our streets during the early stages of cracking and deterioration. There are approximately 525 miles of Cary maintained roadway within the town’s limits that are surveyed each year.

The annual Street Improvements Project includes maintenance patching, ADA curb ramp replacements, curb and gutter repair, pavement marking restoration, and asphalt resurfacing of streets rated 72 and below in the highest priority neighborhoods. This project will help maintain the integrity of the Town's road system, prevent further deterioration, and reduce long-term repair costs. By improving the condition of our street system, this project will contribute to a better overall driving experience for residents and visitors.

Pavement Condition Survey

Every year, a private consultant is employed to perform a pavement condition survey. They conduct a visual survey of the streets maintained by Cary following the methodology and approach in the latest NCDOT Pavement Condition Survey (PCS) Manual as developed by the Institute for Transportation Research and Education (ITRE). The information gathered includes various pavement defects like rutting, raveling, patching, and multiple types of cracking. Street segments are given a pavement condition rating (PCR) from 100-0, with 100 being a newly paved street. The data is foundation of our street maintenance program and used to determine if streets are candidates for resurfacing, rejuvenating, crack sealing, and/or patching.

Once the worst streets are identified, streets that are in the same area that are rated in poor condition or worse area also captured for repaving. We continue up the ratings and associated neighborhood streets until the budget is exhausted. This neighborhood approach to street repaving improves aesthetics of the community since construction traffic does not have to drive over newly repaved streets year after year, improved service to residents, and increased efficiency for contractors leading to more competitive construction pricing.

Starting with the adoption of the 11^th Edition of the Manual on Uniform Traffic Control Devices (MUTCD), published by the U.S. Department of Transportation, Cary has incorporated an assessment of the retro-reflectivity of pavement markings into the pavement condition survey. Retro-reflectivity is the feature of pavement markings and traffic signs that causes them to really “pop” at night. When a car’s headlights hit the markings, the light is reflected back, highlighting the markings to the driver’s eye. As pavement markings age, retro-reflectivity can degrade so Cary measures the current level to determine if the pavement markings should be scheduled for maintenance. Cary’s program mirrors the requirements of the MUTCD in assessing higher volume roads posted at 35 mph or higher.

The map below includes our latest pavement condition data. A legend can be accessed by clicking the "Layers" icon which is next to the magnifying glass within the map. More information on the pavement condition survey process can be found below in the Pavement Condition Ratings section.