Ohio_05_2010 by Construction Equipment Guide

OHIO STATE SUPPLEMENT

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Vol. XV • No. 5

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Your Ohio Connection: Ed Bryden, Strongsville, OH • 1-800-810-7640

Type-A Contract Awarded for Landslide Repairs By Linda J. Hutchinson CEG CORRESPONDENT

On Feb. 10 Stable Construction Company (SCC) of Painesville, OH, was staging equipment to begin a soil nailing and rock scaling project to stabilize a landslide in northeast Ohio when the emergency call came in. This was to be the company’s first project with the Ohio Department of Transportation (ODOT). Jack Hiller, vice president and construction manager of SCC quickly mobilized a crew and its equipment was relocated to a rock slide on U.S. Route 35E, about six mi. east of the Ross County/Jackson County line near Caves Road in southern Ohio. This second slide had occurred at 4:00 a.m. and had toppled boulders onto a tractortrailer rig causing extensive damage to the fuel tank, fuel lines, and axles. “It took a while to clean up because of the fuel spilled on the ice and snow,” said Kathleen Fuller, ODOT district 9 public information officer. The driver was not injured. Contract pricing was already in place for the first project enabling ODOT to issue a Type-A emergency contract to begin work at the U.S. 35E site on Feb. 17, according to Hiller. “We’re a union shop,” said Hiller. Pricing is somewhat standardized according to the height, rate of slope and length of the rock wall or hillside to be repaired. He estimated the overall cost for the emergency repairs to be about $45,000.

Stable Construction Company uses soil nailing for its emergency stabilizing of the rock slope on U.S. Route 35E in southern Ohio.

The scope-of-work includes repairs to “the ledge and hillside adjacent to U.S. 35 following a rock slide that occurred between the 6 and 7-mi. markers of the route’s eastbound lanes,” according to an ODOT press release. ODOT’s engineers and geologists determined that other rocks or boulders along the hillside may be unstable and should be removed. “Our team of construction engineers and highway management staff have been working as quickly as possible to expedite this project and restore the route to two lanes of traffic, and we are pleased that the contrac-

tors will begin working immediately,” said James A. Brushart, ODOT district 9 director. The amount of rain that has fallen across Ohio this winter, along with near recordbreaking snowfalls, are thought to be the cause of the landslide. “We’ve had freezing and thawing in the past few weeks, and that’s usually when we see slips like this happen,” said Fuller. According to SCC’s President Hiller, soil nailing has been in use in various parts of the United States and around the world since the 1950s. The process involves drilling into soft soil, or soft rock such as shale or sandstone,

until the drill reaches into the harder rock below. Then an epoxy rebar is inserted into the drilled hole and the hole is pumped full of a non-shrinking grout. A staggered pattern of soil nailing holes are drilled up to 25 ft. (7.6 m) apart to stabilize the softer top layer of rocks that are often loosened by soil erosion or the kinds of freeze-thaw patterns Ohio has experienced much of this winter. “It’s a quick repair,” said Hiller. “We can usually do a 300 ft. slope in two to three days. The process is non-invasive and there is no excavation required. Unless the area will be covered with a wire mesh drape, there is no grubbing involved.” Grubbing is the removal of trees and other vegetation along a hillside or cliff. The U.S. 35E repair involves approximately 500 ft. (152 m) of slope that reaches vertically about 100 ft. (30.5 m). The repair calls for them to incorporate both soil nailing and rock scaling. To accomplish the scaling operation, Hiller’s five-person crew staged their tool trailer at the base of the slope and brought in a rented air compressor and generator. “A standard four to five person crew climbs to the top of the slope, with a foreman-operator and laborer on the ground at the bottom,” said Hiller. When the crew has reached the top, they tie themselves off and then rappel down the face of the slope using a spud bar and other hand tools to chink away at the loose rocks. When there is enough room under or around see LANDSLIDE page 6

ODOT Begins Construction on New West 77th Street Bridge The Ohio Department of Transportation (ODOT) began a $1.5 million project to replace the aging West 77th Street Bridge over the Greater Cleveland Region Transit Authority (GCRTA) and Norfolk Southern Railroad tracks in the city of Cleveland Jan. 11. Crews closed the W. 77th Street Bridge between Wakefield and Madison Avenues. Over the next several months, West 77th Street will remain closed as crews work to construct shelters to protect the GCRTA tracks below, demolish the existing bridge and construct a new, two lane bridge. This design also will include a sidewalk for pedestrians on each side.

Traffic will be detoured via West 74th Street. The bridge is schedule to be completed and open to the public in June 2011. During construction, motorists will notice signs at this construction site, announcing “Putting America to Work: Project Funded by the American Recovery and Reinvestment Act.” Similar orange-and-green signs have been erected when work begins at stimulus-funded projects across Ohio. As of the end of November 2009, ODOT and its local transportation partners have awarded construction contracts on 180 stimulus-funded projects, worth $472 million. These

projects include major interstate upgrades, bridge modernizations, and local roadway improvements. In addition, investments also have been made in the state’s urban and rural transit agencies — with the purchase of new buses and the start of construction on new transit facilities — and in the state’s airports. All companies awarded ODOT contracts funded by Recovery Act resources are required to post any new job opportunities at www.OhioMeansJobs.com, an online source to match job seekers with employment openings across the state.

Page 2 • March 6, 2010 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

Wood • Hamilton • Stark • Henry • Greene • Knox • Franklin • Clermont • Crawford • Union • Cuyahoga • Brown • Licking • Medina •Ohio... Williams • Harrison • Adams • Mercer • Butler • Clark • Ashtabula • Sandusky • Portage • Athens • Logan • Lake • Erie • Wyandot • Warren • Fairfield • Miami • Paulding • Darke • Muskingum • Ottawa • Holmes • Jefferson • Trumbull • Summit • Washington • Van Vert • Licking • Wood • Hamilton • Stark • Henry • Greene • Knox • Franklin • Clermont • Crawford • Union • Cuyahoga • Brown • Licking • Medina • Williams • Harrison • Adams • Mercer • Butler • Clark • Ashtabula • Sandusky • Portage • Athens • Logan • Lake

‘Buckeye State’ Highway Lettings

The Ohio State Department of Transportation received bids for transportation-related improvement projects. The following is a list of some of the projects let. Project No: 091116 Type: Relocation. Location: HAM-US-50-18.79. State Estimate: $5,620,000. Contractors and Bid Amounts: • Great Lakes Construction Co., Hinckley, Ohio — $3,861,678. • Sunesis Construction Co., West Chester, Ohio — $4,007,056. • John R. Jurgensen Co., Cincinnati, Ohio — $4,882,614. Completion Date: June 30, 2011. Project No: 090495 Type: Two lane resurfacing. Location: WAY-SR-301/539-0.00/12.78. State Estimate: $1,255,000. Contractors and Bid Amounts: • Kokosing Construction Co. Inc., Columbus, Ohio — $1,149,902. • Shelly & Sands Inc., Zanesville, Ohio — $1,180,691. • Burton Scot Contractors LLC, Newbury, Ohio — $1,225,000. • Karvo Paving Co., Cuyahoga Falls, Ohio — $1,288,444. Completion Date: Aug. 31, 2010. Project No: 090498 Type: Slide repair. Location: BRO-US-52-16.16. State Estimate: $1,512,000. Contractors and Bid Amounts: • Sunesis Construction Co., West Chester, Ohio — $1,106,072. • Shelly & Sands Inc., Zanesville, Ohio — $1,128,212. • Alan Stone Co. Inc., Cutler, Ohio — $1,137,721. • Prus Construction Co., Cincinnati, Ohio — $1,174,620. • Ford Development Corp DBA Trend Construction, Cincinnati, Ohio — $1,178,272. • Kokosing Construction Co. Inc., Columbus, Ohio — $1,192,747. • DGM Inc., Beaver, Ohio — $1,245,406. • Brayman Construction Corp., Saxonburg, Pa. — $1,475,890. • RC Construction Co. and Son Inc., Cutler, Ohio — $1,479,237. • John R. Jurgensen Co., Cincinnati, Ohio — $1,481,913. Completion Date: Aug. 31, 2010. Project No: 090500 Type: Bridge repair. Location: MAH-SR-193/422-0.46/1.85. State Estimate: $12,445,000. Contractors and Bid Amounts: • A.P. O’Horo Co., Youngstown, Ohio — $10,577,000.

• J.D. Williamson Construction Co. Inc., Tallmadge, Ohio — $10,912,068. • Great Lakes Construction Co., Hinckley, Ohio — $11,512,054. • Perk Co. Inc., Cleveland, Ohio — $11,624,724. Completion Date: Aug. 31, 2011. Project No: 090507 Type: Two lane resurfacing. Location: COL-US-30-18.98. State Estimate: $1,753,000. Contractors and Bid Amounts: • Shelly Co., Thornville, Ohio — $1,539,730. • Central-Allied Enterprises Inc., Canton, Ohio — $1,556,102. • Superior Paving & Materials Inc., North Canton, Ohio — $1,560,344. • Karvo Paving Co., Cuyahoga Falls, Ohio — $1,615,583. • Shelly & Sands Inc., Zanesville, Ohio — $1,746,934. Completion Date: Aug. 31, 2010. Project No: 091121 Type: Two lane resurfacing. Location: WAR-CR-C.R.15-0.00 and various locations. State Estimate: $2,542,000. Contractors and Bid Amounts: • John R. Jurgensen Co., Cincinnati, Ohio —

$1,892,256. • Barrett Paving Materials Inc., Cincinnati, Ohio — $2,045,190. Completion Date: June 30, 2010. Project No: 090513 Type: Bikeways. Location: FRA-LR-SCIOTO Trail Hilltop Connector. State Estimate: $2,245,000. Contractors and Bid Amounts: • Double Z Construction Co., Columbus, Ohio — $2,315,730. • Mosser Construction Inc., Fremont, Ohio — $2,431,591. • Shaw & Holter Inc., Lancaster, Ohio — $2,659,302. • Shelly & Sands Inc., Zanesville, Ohio — $2,669,149. • Complete General Construction Co., Columbus, Ohio — $2,685,049. • Righter Co. Inc., Columbus, Ohio — $2,702,319. • Eagle Bridge Co., Sidney, Ohio — $2,776,185. • Baker Concrete Construction Co., Monroe, Ohio — $2,786,531. • Ahern & Associates Inc., South Charleston, W.Va. — $2,855,097. • Becdir Construction Co., Berlin Center, Ohio — $3,054,073. Completion Date: June 30, 2011.

Construction Equipment Guide • Ohio State Supplement • www.constructionequipmentguide.com • March 6, 2010 • Page 3

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Page 4 • March 6, 2010 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

ODOT Meets Ohio’s Multi-Modal Transportation Needs Unveiling the state’s key two-year transportation initiatives and an overview of the historic investments currently being made in Ohio’s multi-modal system, the Ohio Department of Transportation (ODOT) Jan. 6 released its 2010-2011 Business Plan by highlighting a “faster and smarter” way to advance the state’s major transportation projects. The 2010-2011 business plan also projects a reduction in ODOT’s long-term programming deficit by $2 billion through better management and planning, new federal funding, and lower-than-expected inflation. “During this biennium, ODOT is delivering on time, on budget, and at the highest level of quality, the largest construction program in Ohio history — 30 percent larger than at any other time — with personnel levels at a 30 year low,” said ODOT Director Jolene M. Molitoris, noting that with federal stimulus funding and ODOT’s dedicated federal and state gas tax dollars combined, the department is investing more than $4 billion into capital and construction projects over the next two state fiscal years. In the plan, ODOT details the actions taken over the past year to transform the department into a “21st Century ODOT to meet Ohio’s 21st Century multi-modal transportation needs.” Those actions include the creation of a new ODOT Office of Maritime, which advocates for Ohio’s 716 mi. of navigable waterway and is leading the U.S. Maritime Administration’s Interstate 90/Marine Highway Corridor Program and the Ohio River “Marine One” Corridor. Other changes include a new Office of Innovation, Partnership and Energy charged with exploring and implementing new transportation technologies, policies, and publicprivate partnerships; a first-ever ODOT Economic Development Liaison focused on connecting transportation investment and business development opportunities across the state; and a new Division of Equal Opportunity at the forefront of the department’s efforts to promote diversity, eliminate discrimination, and encourage more disadvantaged and minority businesses to do work with the state. With this new Business Plan, the state’s Transportation Review Advisory Council (TRAC) will pursue what it calls new “FAST TRAC” procedures to quickly advance major new transportation projects that are economic drivers and have statewide or regional significance. The members of the TRAC — the ninemember independent council that assists ODOT in selecting the state’s largest transportation investments — called for this regulatory reform to “cut red tape” and capitalize on the lessons learned during ODOT’s expedited project development process

under the American Recovery and Reinvestment Act. To support this FAST TRAC initiative, ODOT will designate $100 million over the biennium and a total of $400 million in the financial plan. In the coming months, the TRAC also will establish criteria to determine how these FAST TRAC major projects (capacity-adding projects more than $5 million in cost) advance to construction quickly, including those projects that simply need state approval and not state funding. “Because of the lessons ODOT learned from the Recovery Act, working faster, more collaboratively, transparently, and multimodally have become the norm not the exception,” Molitoris added. Among the other initiatives unveiled in the business plan is ODOT’s “Target: Zero” — a renewed focus on safety in the workplace, on construction sites, and with the traveling public to assure zero tolerance for any safety hazard. On Ohio’s highways, ODOT’s increased safety efforts — combined with reduced traveling by motorists — have already resulted in 16 percent fewer fatalities through the end of November 2009. Under the plan, ODOT will establish an annual goal of reducing employee injury and equipment incidents by 20 percent and reducing total crashes on Ohio’s roadways by 5 percent. Over the next two years, ODOT plans to use new technology to increase safety, including piloted use of new edge line and

centerline rumble stripes that reflect oncoming headlights, use of reflective back plates on traffic signals — designed to make stop lights easier to see, and increased use of cable barriers to prevent cross-median crashes. ODOT also is committing to “Go with Green” by implementing new environmentally-sensitive practices in its operations. In 2009, ODOT’s highway maintenance crews reduced spraying of herbicides by 98 percent and ODOT’s snow plows earned the state’s first “Ohio Green Fleets” certifications by reducing diesel emissions and using alternative fuels. Over the next two years, ODOT plans to upgrade many of the department’s traffic control devices with LED technology — replacing old incandescent signal lights — which will use less energy (a 90 percent power reduction at a traffic signal) and improve reliability. ODOT’s 2010-2011 business plan also offers a review of the department’s high ethics and accountability standards, a strong financial plan for the biennium, and the departments’ performance and quality assurance measurements. “For the first time, we also put in writing our commitment to those we serve: Ohio’s citizens and businesses,” said Molitoris. “With the gravity of the challenges facing our state and its transportation system, only by working together as a team — focused on our mission and our commitments with integrity — can ODOT succeed.”

In the previous 2008-2009 business plan, the department revealed that the cumulative effects of high construction cost inflation and past over-programming, along with other factors, created a forecasted deficit of $3.5 billion through the year 2015. During the past two years of the Strickland administration, ODOT has cut the projected shortfall by $2 billion through 2017 — a 57 percent reduction in just two years. Among the cost-cutting practices, ODOT reduced operating expenses by operating at 95 percent of anticipated costs. This effort will continue through 2017, saving the department $400 million. ODOT reduced un-bid emergency contracts and costly change orders on major construction projects, producing at least $250 million in savings through 2017. The department experienced lower-than-expected construction cost inflation, which helped to reduce costs. And by making smart Recovery Act investments, ODOT was able to advance the completion of important “ready to go” projects and provide an additional half-billion dollars toward future financial planning. The 2010-2011 business plan also stresses the importance of securing a vibrant federal transportation authorization bill for the next five years. “Federal funding aimed at developing a safe, efficient, multi-modal transportation system will help position Ohio to compete in the global economy,” commented Molitoris.

Construction Equipment Guide • Ohio State Supplement • www.constructionequipmentguide.com • March 6, 2010 • Page 5

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Page 6 • March 6, 2010 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

Emergency Contract Issued by ODOT to Repair Landslide LANDSLIDE from page 1

a loosened rock, an EPDM rubber (ethylene propylene diene monomer) bag is slipped into the space and a hose running to the air compressor is hooked up to inflate the bag which then slips the rock up and out of place, causing the rock to fall to the ground below. “These are the same types of bags used by first responders to extricate accident victims from cars. We’re extremely safety conscious and hold a safety meeting each morning. We replace the rappelling ropes every two to three days, more often if they get wet,” Hiller said. ODOT closed the eastbound lane of the highway a few minutes after 8:00 a.m. in order for crews seen working their way down the slope could safely dislodge the rocks and boulders. A mini-track hoe was parked nearby to load the debris onto trucks for removal from the site. As soon as the larger rocks are removed, lane closures on the eastbound lanes will be intermittent. The westbound lanes have not been affected. Hiller expects all work to be completed by the end of February. On-Going Problem on State Route 97 Hiller’s crew will then move back to the SR 97 slide site, which has been an on-going problem for ODOT since 2008. ODOT and the Ohio Department of Natural Resources (ODNR) have been working together to correct an unstable roadside rock slide along SR 97, west of its intersection with

SR 3 in Ashland County in northeastern Ohio since the summer of 2008. The slide occurred within the confines of the Mohican Memorial State Forest, according to an ODOT press release. Work was originally scheduled to begin Feb. 15, but was put on hold until SCC could complete emergency repairs on U.S. Route 35E in southern Ohio’s Jackson County. SCC will be stabilizing the rock slope along SR 97 using the same process of soil nailing and rock scaling of the shale and sandstone cliff face that was used in the emergency repairs in Jackson County. In addition, they will be grubbing the slope and anchoring a specialized high-strength wire mesh drape across the slope to contain any future falling rock into a catchment area. SCC also will perform maintenance along U.S. 36 in Coshocton County. According to ODOT’s press release the total bid amount was $508,854, with the SR 97 portion estimated at $435,736. The work is expected to take 21 to 24 days to complete. No work will be performed in the State Park or in the river below. After the trees on the slope face are removed, the soil nailing and rock scaling will be performed. After this process, additional soil nails will be installed to anchor the wire mesh drape. The drape is environmentally friendly, according to both ODOT and Hiller, and will allow vegetation to grow through and around it. The drape will be approximately 70 ft. (21.3

m) high and approximately 460 ft. (140 m) across the face of the cliff. Anchor soil nails will be installed in a staggered pattern every 25 ft. across the top of the slope and will extend an additional 25 ft. farther up the cliff face. ODOT defined the project: “SR 97 runs tightly between a large outcropping of weathered shale and sandstone formation and the State Scenic Clear Fork of the Mohican River. The sandstone has been undermined by erosion and natural weathering of the underlying shale, causing rock debris to fall into the eastbound roadway ditch and onto the roadway. These rock falls create an unsafe condition for the traveling public and have been a significant problem in the past.” ODOT has estimated that it will require 1.707 acre (.69 ha) of right-of-way from the state forest land to allow for anchoring for the drape. Work is expected to be completed well ahead of the April 1 deadline mandated to protect the federally endangered Indiana bat during its mating season. While these are the first two projects SCC has contracted with ODOT, Hiller was quick to point out that the soil nailing system has been in place for 60 years, and is utilized in places such as the rocky shorelines of the Pacific Northwest and in New York, Pennsylvania, and Maine. This system, along with mine grouting is used heavily in Pennsylvania. SCC has done several projects in the Muskingum area to shore up the mines under I-70. “Holes are drilled and then pumped full of grout,” Hiller said. “SCC prefers to be unique in this niche market.” For additional information visit, www.dot.state.oh.us

Ohio Explores Ways to Fund New Passenger Train System By Matt Leingang ASSOCIATED PRESS WRITER

COLUMBUS, Ohio (AP) Ohio will find a way to pay for a new passenger train system without increasing the state tax burden, transportation officials said Jan. 28, a day after winning a $400 million federal stimulus grant that adds the state to the national rail plan. Gov. Ted Strickland touted the train project as a jobs builder, something that would create up to 11,000 positions in construction, engineering and spin-off economic development around new train stations. Thirteen passenger rail corridors in 31 states will receive grants, which are funded by the economic recovery act enacted last year. Ohio’s train project, which calls for a 79mph startup service connecting Cleveland, Columbus, Dayton and Cincinnati, will lay the foundation for a higher-speed system that eventually will branch off to the Midwest and East Coast, reducing traffic on state highways, Strickland said at a news conference with U.S. Labor Secretary Hilda Solis. Not much was mentioned about Ohio’s cost to keep the trains running. Amtrak estimated that Ohio is looking at a $17 million annual operating subsidy. The state has many options to line up funding before trains begin operations in

2012, said Matt Dietrich, executive director of the Ohio Rail Development Commission, the state agency overseeing the project. In its October application for stimulus funding, the agency said the Ohio Department of Transportation has room in its budget to provide about $8 million, and the rest could be covered through other means, such as train advertising, food and beverage services and federal grants. Gas tax money can’t be used. The Ohio Constitution requires revenue from the state’s 28-cent-per-gallon gasoline tax to be used only on highway projects. State Sen. Tom Patton, a Republican from Strongsville who is chairman of the Senate’s Highways and Transportation Committee, said he’d support the train project as long as it doesn’t create a drag on taxpayers. But he’s also critical of spending money on passenger trains at a time when transit agencies in Cleveland and other cities are cutting back on bus services that draw many more riders. “I worry that our priorities are misdirected,” Patton said. Amtrak released a study in September predicting that a restored service in Ohio would draw 478,000 riders in its first year and has the demographics needed for successful operations, including population density and a concentration of colleges and universities. Depending on how quickly the stimulus

money arrives, construction on parts of the project could begin this spring, said Stu Nicholson, a spokesman with the state rail commission. New tracks will need to be laid on parts of the 255-mi. route and upgrades will need to be made to bridges and road crossings to improve safety. The $400 million stimulus grant is less than the $564 million that the state requested in its application. But Nicholson said the grant will be enough to provide an attractive rail service. The project still calls for five train sets that

will make three daily stops in each city, Nicholson said. Ohio has one more big stimulus application waiting for a decision in Washington. The state sponsored a private company’s bid for $8.7 million to make passenger trains that would run on the national rail network. U.S. Railcar LLC, which in June bought the assets of a shuttered Colorado railcar company, seeks to build a $14 million factory in suburban Columbus that would make diesel-fueled passenger cars and employ about 160 people.

Ohio Gets Federal Approval for Stimulus Road Projects COLUMBUS, Ohio (AP) The federal government has approved the final highway projects getting stimulus money in Ohio. The Ohio Department of Transportation said Feb. 24 that it received final authorization on more than $935 million in state and local projects. Under stimulus guidelines, states had until March 1 to get all of their projects approved. Those that failed to meet the deadline will have their leftover money

reallocated to other states. Ohio has about 395 stimulus-funded projects for highways, airports and railroad development. Work began last year, but the construction industry expects payouts to peak in 2010. The state’s largest stimulus project is a $400 million bridge for Interstate 90 in Cleveland. The project is getting $85 million in stimulus funds.

Construction Equipment Guide • Ohio State Supplement • www.constructionequipmentguide.com • March 6, 2010 • Page 7

Stimulus Work in Small Town Creates Damage, Costs By Mary Beth Lane THE COLUMBUS DISPATCH

MURRAY CITY, Ohio (AP) Murray City, a former coalmining community, got $665,000 in federal stimulus money to replace waterlines, but it might have to request more government money to repair roads destroyed during the work. The replacement of the rusted and leaking cast-iron waterlines built in the late 1930s is the good news. The bad news is that the construction has reduced the roads in the steeply hilled Hocking County village to swaths of dirt and mud, rendering some all but impassable without a four-wheeldrive vehicle. Worse, there might not be enough stimulus money left when the project is completed to restore the roads. Total cost of the road repairs is unknown. These are the unintended consequences of a project that the villagers requested. The nearly $1.2 million project combines stimulus money with about $524,000 from a no-interest state loan.

“I know you have to tear up to fix up, but I am hoping that they will be able to complete everything and that we will be satisfied with the results.” S h a ro n K o o n Murray City Mayor

“This is quite a project for us,” said Sharon Koon, mayor of the village of about 450 people and a post office, beauty shop, carryout and funeral home. “I know you have to tear up to fix up, but I am hoping that they will be able to complete everything and that we will be satisfied with the results.” The project, which includes a $942,000 contract awarded to M. Campbell Contracting Co. of Doylestown in northeastern Ohio, has an additional $95,000 built in to cover contingencies. That would be used to rebuild the roads, said Gary Silcott, senior associate with Stantec Consulting Services Inc. of Logan, which is being paid about $150,000 to design the project and supervise construction. The $95,000 might not be enough to restore all the roads, however, and the village might have to seek a state grant to finish the repairs, Silcott said. The contract requires the construction company to repair only the roads that were dug up to install the new waterlines, Silcott said. Additional roads were chewed up by heavy equipment and by “exploratory digging” in spots where, it turned out, construction workers found no existing waterlines, Silcott said. That has happened probably a half-dozen times, he said. No one could find a map showing the existing waterlines, so the engineering firm and the contractor have to rely on a village worker and the recollections of villagers to trace the route as they go. “It’s like trying to find a needle in a haystack,” Silcott said. Villagers blame the contractor for the road damage.

Contractor Mark Campbell blamed the village streets. “I will not be responsible for roads that were not built under any construction standards, that are substandard to begin with,” he said. Silcott and Campbell said village streets were in poor shape before work started in October. Cemetery Hill is paved with 1.5 in. of asphalt, the bare minimum, Silcott said. Most village streets, he said, are chip and seal: coated with a thin layer of gravel and asphalt mix. The contract requires Campbell to repair and repave road sections that were dug up to install the waterlines, and no more than that, he said.

For now, villagers make do. Residents along Brick Hill park at the bottom and walk because their vehicles can’t handle the mud and potholes. Danny Six is one of the few who can mount the hill because his pickup truck has four-wheel-drive. His daughter, Brittany, said her Chevrolet Cavalier can’t. “I have to park my car, put on my big old Rocky boots and trot on up the hill,” she said. While the Sixes await a return to paved roads, the digging and pipe-laying continue. The project, including road repairs, is scheduled for completion by the end of May, but Campbell predicted it will take longer.

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