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Street Preservation

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Streets deteriorate as they age. Bend has a pavement management strategy to maximize cost effectiveness of preservation and maintenance.

Regular preventive maintenance extends the life of a street and costs less over time. Every $1 spent on preservation saves $5 for rehabilitation or $12 for reconstruction. Different types of preventative maintenance.


2020 Street Preservation Projects

Download a printable version of the 2020 Street Preservation Projects map.

3-Year Conceptual Street Preservation Projects Map (2021 & 2022 Areas subject to change)

Pot Hole repair information and reporting.


Street Priority needs and Pavement Preservation

With 5.2 Million Dollars approved by City Council in the 2016/2017 budget, this video highlights various projects that were performed in the summer of 2016.

Seasonal Street Maintenance Programs

Warmer weather means street maintenance season work. This video highlights paving, landscaping and sidewalk projects.

Did you Know?

Street lines need to be repainted each year on all the major streets throughout the City of Bend. Temperatures must be high and weather must be dry.


Phase 1 – Prep work

Proper preparation work done prior to paving will maximize the life of a chip seal, pre-level, or overlay street maintenance project. Depending upon the project and conditions, prep work can include patching or replacement of deteriorated pavement, filling of cracks, grading of the shoulders to expose the edge of asphalt, utility prep, and any other work necessary to prepare the roadway surface for paving.

Phase 2 – Grinding and Paving

Before overlay paving begins, crews will perform pavement grinding. After grinding, the road surfaces will be rough for a short time until the smooth new overlay paving portion of the project can be completed.

Paving work requires numerous pieces of heavy equipment to haul, place and roll the asphalt. Due to the nature of paving and the amount of equipment needed, the work zone can be quite lengthy and cause significant traffic delays and/or detours during construction hours.

Phase 3 - Traffic Markings and Other Work

In the days following the paving, crews will be on site to perform work such as installing traffic markings, sweeping gravel, and adjusting utility valves and manhole covers. Drivers can expect delays during these activities but these delays are generally much shorter than those experienced during the grinding and paving phase.


  • Normal construction hours: Monday - Friday 7:00 a.m. to 4:00 p.m.
  • Night work: Sunday 7:00 p.m. to Friday 6:00 a.m.

Please Note: Work may be performed outside normal construction hours as necessary.


Please keep children and pets away from the work zone. Please use caution around work zones, note reduced speed limits and expect delays. Using alternate routes is recommended.


Crack Seal

The specialized placement of specialized materials into cracks in existing pavement surfaces to prevent intrusion of water and incompressive material. Crack seal provides a simple cost effective way to extend the service life of existing roadways and “keeping good roads good”. Crack seal is not an effective treatment for severely distressed asphalt surfaces.

Slurry Seal

The application of a mixture of water, asphalt emulsion, aggregate (small crushed rock), and additives to an existing pavement surface. Roads selected for slurry seals generally have low to moderate distress and narrow crack widths. Slurry seal applications seal the cracks, restore flexibility to the pavement surface, provide a deep rich black pavement surface color, and help preserve the underlying pavement.

Chip Seal

The application special protective wearing surface to an existing pavement. A dump truck full of chips (crushed and coated rock) locks onto a chip spreader and is pulled backwards. A thin layer of liquid asphalt is sprayed down in front of the chip spreader by a distributor. The spreader follows the distributor when the oil is at the correct temperature. The chips spread over the oil are then compacted by rollers and the excess chips are removed by sweepers. Chip seal is used to keep water from penetrating the road structure by sealing the existing cracks. Chip sealing also provides a highly skid-resistant surface, particularly on wet pavements.


The paving of a second layer of asphalt over existing asphalt. Severely distressed or cracked areas may need to removed and patched prior to overlay. Overlays are a popular approach to pavement preservation because of their ability to provide improved ride quality, reduce existing pavement distresses, maintain surface geometrics, reduce noise levels, and provide long lasting service. Overlays can add significant structure to existing asphalt roadways. This treatment costs significantly more than slurry or chip seals.


The existing surface of asphalt is milled (the mechanic removal of asphalt) to a predetermined depth. After the asphalt removal a new layer of fresh asphalt is paved back in place of the old asphalt. Milling and paving depths are selected based on existing pavement thicknesses and types of surface distresses.

Full Depth Reclaimation

A pavement rehabilitation technique in which the full flexible pavement section and a predetermined portion of the underlying materials are uniformly pulverized and blended together to produce a homogeneous stabilized base course. The base can be injected with concrete to harden the existing base course. At this time the surface asphalt or concrete may be constructed to a predetermined thickness as needed. This typically used where pavements or subgrade bases are failing or severely deteriorated. FDR’s are the most expensive pavement preservation technique other than complete full reconstruction.


We need your input. Drivers are often the first to see problems on our roadways. If a problem exists, please complete a Citizen Service Request or call (541) 317-3000.

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