Transportation Performance Charts

Upon request, the COT will grade and shape gravel alleys and repair potholes in paved alleyways. There are, however, several alleyways in the city which have been maintained by the city as alleys over the course of the years. These areas are also eligible for the maintenance service. Alley repairs are captured by total square footage required to repair the identified discrepancy. The previous condition of the alley determines the material that will be used to remedy any and all discrepancies.

Cut out repairs are in response to issues identified by Water, Wastewater, and Stormwater departments. After the aforementioned departments complete their fixes and density is taken, the exact measurements are sent over to the Transportation and Stormwater Services department for asphalt restoration. Cut out repairs are captured by reporting the amount of tons used to repair each cut out. Specifically, repairs are separately graphed by each of the three departments that initiate the paving request. The City of Tampa repairs all cut outs performed on asphalt roads.

Delaminations are pavement distresses between layers of asphalt which often are mistaken for potholes. The difference between the two is the depth of the discrepancy. Potholes are voids that exceed all layers of asphalt resulting in an exposed sub base (usually white). Delamination’s can also be very deep, but they do not exceed the depth of the total asphalt Right Of Way. Delamination’s repairs are captured and reported by total square footage required to repair the identified discrepancy.

Edge of Pavement repairs are roadway discrepancies that exist on the edge of pavement or (shoulder) of an asphalt Right of Way. Similar to potholes, they often vary in size but they do expose the sub base at times. Edge of Pavement discrepancies are commonly associated with abrupt drop-offs, which can cause significant damage to traversing vehicles. Edge of pavement repairs are captured and reported by total square footage required to repair the identified discrepancy.

There are approximately 41 miles of brick streets within the city; along with historical significance, they have many benefits. They help absorb stormwater runoff, have amazing longevity, are extremely durable and act as a natural traffic calming device-deterring vehicles from speeding. Brick streets do require some repair. Brick street repairs are driven mostly by citizen requests and utility work beneath the street, which require resetting of the bricks. Response time for a repair is usually within 14 days. The City’s new PIPES program will also play a big role in brick street restoration, as new pipe is installed under the street, the brick will be re-laid lasting another 80 years.

There are approximately 851 miles of sidewalk and 2000 miles of curb within the city limits. Repairs are driven mainly by citizen requests. Repair volumes are tied to annual funding with a goal to address each request by the end of the city’s fiscal year. This year’s performance target is 16,800 feet. Along with repairs, the City works with a concrete grinding contractor. Sidewalk joint grinding is a cost effective method of leveling trip hazards and substantially reducing injuries to citizens from trip and fall accidents by grinding down the uneven joints between sidewalk panels. Sidewalk and curb repairs enhance pedestrian safety, mobility and promote healthier communities.

Nuisance Ponding refers to stagnant pools of water that do not dry in a 48-hour period. These stagnant pools of water are usually caused by improperly graded roads and deterioration of roads. Ponding issues are resolved by removing and replacing the existing asphalt, leveling it to proper grade, thus providing positive water flow. Successful ponding repairs are described as repairs that have a positive flow of water that do not leave pools of water that remain more than 24 hours. Nuisance Ponding repairs are captured and reported by number of repairs performed each month. The City of Tampa will attempt to repair two Nuisance Ponding issues per month.

There are approximately 7,000 potholes patched each year within the City. The City’s performance standard is to repair potholes no longer than three business days after notification. This work is done to enhance driving safety and reduce personal property damage.

There are approximately 1,212 miles of City-owned roadways. Projects are scheduled each year for design and resurfacing in accordance with approved funding levels. Resurfacing roadways enhances safety and the level of service for the traveling public.

There are approximately 410 lane-miles of pavement markings within the City. The performance target is 60 lane-miles (5 lane-miles per month). The bulk of this work is done by contract during a five-month period, so monthly totals over the year will vary. The contracted work is typically completed in the dryer months of September to March. Pavement markings are refurbished to provide good reflective qualities for night time driving. The visual qualities of pavement markings have a direct relationship on the frequency of vehicle, pedestrian and bicycle crashes that are the leading cause for fatalities, severe injuries and property damage. Refurbishing is done to enhance public safety.

There are approximately 85,000 traffic signs within the City. The performance target for inspection and possible replacement of these signs is 8,500 per year (700 per month). They are inspected on a routine basis and replaced if found to be damaged, vandalized, or foliage covered. This is done to ensure that traffic signs have good reflective qualities for nighttime driving. The visual quality of traffic signs have a direct relationship on the frequency of vehicle, pedestrian and bicycle crashes that are the leading cause for fatalities, severe injuries and property damage. Signs are replaced to enhance public safety.

Asphalt trail repairs are identified and repaired on a case by case basis. Assessment of the requested repair will take place before being added to the list of locations that require attention. Once trails are selected for repair, the asphalt will be removed and replaced. Due to the variance of size and length of these repairs, a timeline will be assigned at the time of repair. Trail repairs are captured by documenting the square footage of asphalt used to repair the discrepancy along with reporting the complete linear footage of the repair.