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Road Information
Current State of Streets:
We often get the question, where is my street on the list to get paved? Quite frankly, we’ve never had a list of all the city streets that needed to be paved. We’ve generally paved the streets that were the worst when the funds were available. We typically apply for grants to pave the larger volume roadways with recent projects including Springfield Pike, Compton Road, and Vermont Avenue. These grant funds have historically been granted from the Ohio Public Works Commission (OPWC) but recently we obtained a grant from Southwest Ohio Regional Transit Authority SORTA) for the Compton Road project and also received SORTA funds for Reily Road. These grants typically require a 30% to 50% match, therefore, a significant portion of the funds we can use for paving would go toward the match on these grant funded projects. Funding for the smaller “local” streets typically comes from the gasoline taxes you pay at the pump, that we allow to accumulate to a point where we can afford to pave a specific street. Additionally, if we have an underground water main that needs to be replaced, we can combine the replacement with a street repaving project to save time and money. An example of this would be Clark Avenue, which was completely redone in 2021. We also replaced the water main on the Vermont Avenue reconstruction project.
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An example of ravelling. This is generally an age-related distress as the asphalt binder oxidizes over time. Could also be attributable to a poor asphalt mix and/or construction methods during paving
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An example of alligator cracking. This is caused by fatigue failure of the surface from repeated traffic loading. It is most often caused by an inadequate subsurface support (base asphalt layers, moisture in subgrade, etc) but could also be from poor construction practices (faulty compaction, poor asphalt mix, etc).
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An example of a road patch. This was most likely the result of an underground utility repair. For pavement evaluation purposes, any patch is considered a defect/distress.
How did we assess our roads?
It is obvious that our streets are in a state of decline; however, to really get an accurate assessment of the roadways, an inspection with defined criteria of the types and degree of distresses in the pavement, must be performed on all the streets. The Pavement Management Group (PMG) was hired to perform the assessment using an inspection tool that incorporates American Society for Testing and Materials (ASTM) standards for quantifying the condition of the roads. To put it simply, they score each roadway segment with a score of 0 to 100 with 100 being a newly paved roadway. The “score” referenced above is called the Pavement Condition Index (PCI) and essentially summarizes the distresses on the roadways. PCI scores below 20 are considered “failed”. The average PCI of Wyoming roadways is 61, which is considered “fair”. You can view your road's PCI score here.
PCI Explanation
The PCI score can be used to develop paving plans by linking specific treatments to a given PCI. For example, one could assume a crack seal treatment would be applicable for roads in the 85 to 90 PCI range whereas once the PCI score drops into the 60s that road is going to require some type of mill and overlay. The recommended treatment plans can be assigned unit costs to then determine total costs for the roadway system and/or develop budgeting plans to address the pavements. To provide a better visual of what some PCI’s look like on streets, here are a few videos of streets and their respective PCI scores.
| Road | PCI Score | Video Link |
| Compton Hills Drive | PCI 25 (Very Poor) | Compton Hills Drive Example |
| Oak Avenue (Burns to Crosley) | PCI 44 (Poor) | Oak Avenue Example |
| Oliver Road (Springfield Pike to Brooks) | PCI 68 (Good) | Oliver Road Example |
| Pendery Avenue (Burns to Crosley) | PCI 88 (Very Good) | Pendery Avenue Example |
Part of the work done by PMG includes a video for every street segment in the City. A PCI Map of Wyoming is available if you click on the link.
To view the PCI Report created by PMG: Pavement Management Final Project Report (PDF).
It should be noted that the roadways are inspected in segments, typically between intersections, and a PCI is assigned to each segment. For the purposes of our discussion, we have looked at this data and averaged the PCI for the entire street since that is how most of our streets would be treated (the entire street vs. a particular segment). There are only a few exceptions to this.