55B - RESO - M2 PAVEMENT - Laserfiche WebLink

Home Browse Search

M OCTA Pavement Management Plan Agency Submittal Pavement condition inspections are performed biennially for both the arterial and local networks. Figure E-1 shows a comparison of the Pavement Condition Index (PCI) distribution between the 2016 and the 2018 inspections. The PCI is a numerical value ranging from 0 for deteriorated pavement with virtually no remaining life to 100 for new or recently rehabilitated pavement. Generally, the PCI value is expressed as an area - weighted PCI Kim) to provide a more representative value. A PCI value is computed for each street section based on the pavement distresses found within that section during an inspection. Inspections provide the data utilized in analysis and surface treatment recommendations for each street section; however, the PCI values shall be utilized for planning purposes in determining the surface treatment types and are not intended to replace sound engineering judgment. In general, the City's strategies involve the utilization of surface seals, such as crack sealing or slurry sealing for preventive maintenance and rehabilitation (M&R) of streets in "Good" condition and major M&R plans typically consist of overlays, such as thin overlays, for "Fair" condition streets; resurfacing, such as structural overlays or cold -in-place recycling (CIR), for "Poor" condition streets,- and treets;and reconstruction, such as cement -treated base (CTB) or full depth reconstruction (FDR), for "Very Poor" condition streets. A fully -integrated PMP has had a positive effect on improving the City's entire pavement network by developing efficient M&R strategies and analyzing the effect of various funding alternatives on the pavement conditions. The strategies include forecasting optimal time for M&R needs, providing cost-effective alternatives for halting the deterioration of existing pavement, improving the overall condition of the entire pavement network, and reducing the backlog of M&R work over the next seven years. To carry forward one of the City's main objectives in providing a safe, reliable, efficient, and comfortable driving environment, this PMP report analyzes various M&R strategies, the effect of the City's existing Capital Improvement Program (CIP) funding on the street pavement system, and projected funding to both maintain and improve existing PCI,„, over a seven-year plan. With existing funding of approximately $59.3 million for the entire pavement network over the seven-year period from Fiscal Year (FY) 2018/19 through FY 2024/25, the entire pavement network existing PClaw of 78 is projected to decrease by 10 percent to 70 at the end of the seven-year cycle under existing funding levels. Individually, the arterial and local networks are projected to experience a similar decrease in existing PClaw, 15 percent and 10 percent, respectively. Furthermore, the backlog for the entire pavement network is projected to increase by 89 percent from $146.4 million in the first year to $276.4 million in the seventh year. If the existing PClaw of 78 were to be maintained at the end of the seven-year cycle, a total of $103.2 million in additional funds calculated at about $14.7 million annually would be required; thus providing for a total alternative funding level of just over $162.5 million through FY 2024/25. The additional funding would be applied to both the arterial and local networks at 46.7 percent ($48.2 million) and 53.3 percent ($55 million), respectively. Furthermore, with this additional funding, the backlog for the entire pavement network is projected to diminish by 3 percent from $146.4 million in the first year to $141.8 million in the seventh year. If the existing PClaw were to be improved by 1 point to 79 at the end of the seven-year cycle, a total of $120.6 million in additional funds calculated at about $17.2 million annually would be required; thus providing for a total alternative funding level of over $179.9 million through FY 2024/25. The additional funding would be applied to both the arterial and local networks at 46.4 percent ($55.9 million) and 53.6 percent ($64.7 million), respectively. Furthermore, with this additional funding, the backlog for the entire pavement network is projected to diminish by 18percent from $146.4 million currently to $119.9 million in the seventh year. Page 14 55B-147