Ohio winters can take a real toll on the roads, but Green is hoping to create better roads with better maintenance moving forward.

Ohio winters can take a real toll on the roads, but Green is hoping to create better roads with better maintenance moving forward.

“It is just continues pavement maintenance, we have some deferred pavement maintenance that we are trying to get caught up on,” Green Service Director Paul Oberdorfer said. “The last two winters have put us back in a deferred maintenance.”


In 2012, all roads in Green were inspected and each road was rated on a 100-point system. The inspections looked at a number of factors including surface condition and different kinds of cracks. The rating resulted in the city having a pavement condition rating in the low 70s.

“You always want to maintain or gain points corresponding to your paving program and maintenance activities,” Oberdorfer said.

A second round of inspections will take place this spring and the system pavement condition rating will be updated based on these inspections. Once this information is obtained, the city plans to zero-in on the paving program for the next five years moving forward.

Oberdorfer said the city took a six-year look ahead with the past rating, but that is being altered some because of the last two harsh winters.

“It’s a fluid system,” Oberdorfer said. “We are never looking at the same five years and then saying this is exactly what we are going to do for five years, it is looking five years ahead and using that as a gauge to address what is most important first.”


Residential resurfacing is an area the city is hoping to work on as the residential resurfacing program started up again last year. Work was done in four subdivisions last year with two of them being completely done. The other two being 40 percent completed.

Contracted resurfacing is being done on the primary and secondary roads while in-house staff works in residential subdivisions. Pavement maintenance is being done to the residential subdivisions as an inch and half of asphalt is being added as a surface treatment. The city is also crack filling and making partial and full depth repairs to the road in subdivisions.

By adding asphalt and making maintenance repairs, eight to 10 years of pavement life are being added to residential streets. Oberdorfer said this is not reconstruction as reconstruction is going in and milling off the old asphalt and resurfacing.

“Milling is way more effective and you can get 20 years out of it in a residential. Unfortunately, the cost – if you do a mill and fill project – that really limits the ability to stretch our resources,” Oberdorfer said. “So in trying to ensure that right now until we have the program put together and taking a long-term look at it, this is like more of a stopgap.”

Oberdorfer said there always is a demand to create better roads and the city is working to follow up with further maintenance. Everywhere the city resurfaced last year will be crack-filled this year to help maintain the life of the road.

The city is using different technology along with its durapatcher to make repairs to residential subdivisions. Some repairs have been made to concert streets in Raintree this year as the city plans to launch a pilot project this fall on Boettler Oaks. The plan is to mill the concrete surface and then put asphalt on top.

Repairing Boettler Oaks this way will cost one tenth of what it would cost to reconstruct the entire street. Estimated cost is $150,000 to mill the surface and add asphalt compared to $1.5 million to completely reconstruct the street. Reconstruction would make the road last 25 to 30 years, but this repair by the city is expected to last 15 years.

“Any of the new subdivisions that are going in, we only use concrete for the entrance and then curb and gutters section on each side of the road with asphalt in the middle,” Oberdorfer said.

This year, the city has another aggressive paving schedule ahead.

The service department is hoping to find a third-party company to truck in asphalt because the department is limited to what it can haul with their trucks.

“That is one of the things that keep our costs-per-square-yard high,” Oberdorfer said. “Basically, keeping the paving train moving, the faster it goes, the cheaper it is.”

Deputy Director of Public Service Nick Molnar said it is difficult to get trucking companies to haul asphalt for the city because they normally like to work for those doing larger jobs like ODOT. Third-party trucks can normally haul 20 to 25 tons of asphalt compared to city trucks can haul eight to 10 tons.

This year, pavement repairs are planned for Mayfair Lakes with a pavement overlay. The same process is planned in Meadow Wood, but the city won’t be on all streets, just the deficient primary collectors. The amount of work in square yardage this year will be very close to last year. An aggressive strip patching schedule is also planned.

Green resident Kurt Leibensperger is one of many who is concerned about the condition of residential streets. Leibensperger lives in Mayfair Lakes, one of the neighborhoods that will see repairs this year.

 “The city has agreed to resurface the roads in our neighborhood, sometime in June or July,” Leibensperger said. “They’ve actually been way more responsive than in the past. “


One of the biggest challenges the service department deals with when it comes to snow and ice is parked cars.

“It is difficult, when you have a plow and you are trying to concentrate and be safe, to maneuver around vehicles parked on the road when there is an event, so it was a challenge for us,” Molnar said.

Another challenge this winter was where to store the snow at dead ends and cul-de-sacs. This past winter the city replaced or repaired more than 134 mailboxes, which is above the average of 85 per year.

“Typically, (plow drivers) are not hitting the mailbox, it is just the wet heavy snow knocks it over,” Oberdorfer said.

“It is not the speed of the truck either; it is the velocity of anything no matter of what speed you are going with snow that heavy it is going to knock over any object in its way,” Molnar said.

The city fixes or replaces any mailboxes damages unless it is a custom mailbox, which the homeowner can submit a claim for.


Currently, service department employees are working four 10-hour days. The storm water and highway division staff was split up into two 10- to 12-man crews. One crew is working Monday through Thursday, while the other crew works Tuesday through Friday.

The change frees up equipment, allows for better flexibility and helps productivity.

“From a response perspective, that gives us an additional 10 hours of coverage during the week,” Oberdorfer said.

Big jobs will be done on Tuesdays, Wednesdays and Thursdays when the full staff is in with smaller jobs such as ditch cleaning, road mowing and street sweeping done on Mondays and Wednesday. These shifts also allow the entire staff to either be on storm water or paying one day.

“It is a better way of doing business,” Molnar said.


City of Green Engineer Paul Pickett said Green is a growing city and that results in adding capacity to the roads. He said the capacity issue begins at the intersections and projects tend to lag behind the demand.

“I would love to do twice as many projects if we could afford it,” Pickett said. “Plus just how much can the public endure.”

Pickett said two- and four-lane roads are still working in parts of the city and expects it to remain this way in certain locations even with the growth in the future. The problem areas are the intersections as the city works to add turn lanes and convert some intersections to roundabouts.

The push for more roundabouts in the city is solely behind safety and creating a better functioning intersection. Roundabouts have less land area as they don’t require long strips of land to be acquired to construct turn lanes like a normal intersection.

Pickett said roundabouts require drivers to lower their speed and pay extra attention entering the circle. He also expects the generation growing up now to be more familiar with roundabouts in the future because they will grow up with them.

An additional reason the city has decided on several roundabouts for Massillon Roads because of right-of-way impacts. Widening Massillon Road and adding extra lanes would be more costly because of all the land that would need to be acquired to add extra lanes.

The city tries to plan ahead for infrastructure projects, but Pickett said it tends to be more of a reactive process.

“We can do all the planning we want, but somewhat have to more reactive to what is happening,” Pickett said.

He also said the city works with developers when there are planned infrastructure projects near a new development. An example of this was having the wall at Heritage Crossing on Graybill Road built back in anticipation for an additional turn lane being added to Graybill Road this summer.

Hiring consultants for projects is something Pickett feels is effective and is the best way to go about it.

“We don’t have a crystal clear view of land development,” Pickett said. “So it is logical to hire consultants because consultants have people trained in certain areas that we could never match in-house.”