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Executive Summary <br />Pavement condition inspections are performed biennially for both the arterial and local networks. <br />Figure E-1 shows a comparison of the Pavement Condition Index (PCI) distribution between the <br />2020, 2022 and 2024 inspections. The PCI is a numerical value ranging from 0 for deteriorated <br />pavement with virtually no remaining life to 100 for new or recently rehabilitated pavement. <br />Generally, the PCI value is expressed as an area -weighted PCI (PCIaW) to provide a more <br />representative value. A PCI value is computed for each street section based on the pavement <br />distresses found within that section during an inspection. Inspections provide the data utilized in <br />analysis and surface treatment recommendations for each street section; however, the PCI values <br />shall be utilized for planning purposes in determining the surface treatment types and are not <br />intended to replace sound engineering judgment. In general, the City's strategies involve the <br />utilization of surface seals, such as crack sealing or slurry sealing for preventive maintenance and <br />rehabilitation (M&R) of streets in "Good" condition and major M&R plans typically consist of <br />overlays, such as thin overlays, for "Fair" condition streets; resurfacing, such as structural <br />overlays or cold -in -place recycling (CIR), for "Poor" condition streets; and reconstruction, such as <br />cement -treated base (CTB) or full depth reconstruction (FDR), for "Very Poor" condition streets. <br />A fully integrated PMP has had a positive effect on improving the City's entire pavement network <br />by developing efficient M&R strategies and analyzing the effect of various funding alternatives on <br />the pavement conditions. The strategies include forecasting optimal time for M&R needs, <br />providing cost-effective alternatives for halting the deterioration of existing pavement, improving <br />the overall condition of the entire pavement network, and reducing the backlog of M&R work over <br />the next seven years. To carry forward one of the City's main objectives in providing a safe, <br />reliable, efficient, and comfortable driving environment, this PMP report analyzes various M&R <br />strategies, the effect of the City's existing Capital Improvement Program (CIP) funding on the <br />street pavement system, and projected funding to both maintain and improve existing PCIaW over <br />a seven-year plan. <br />With existing funding of just under $114 million for the entire pavement network over the seven- <br />year period from Fiscal Year (FY) 2024/25 through FY 2030/31, the entire pavement network <br />existing PCIaW of 75.5 is projected to decrease by one (1) percent to 75.2 at the end of the seven- <br />year cycle under existing funding levels. Individually, the arterial and local networks are projected <br />to experience a positive and negative result in existing PCIaW, one (1) percent arterial increase <br />and three (3) percent local decrease. Furthermore, the backlog for the entire pavement network <br />is projected to increase by 20 percent from $314.1 million in the first year to $376.7 million in the <br />seventh year. <br />If the existing PCIaW of 75.5 were to be maintained at the end of the seven-year cycle, a total of <br />$9.1 million in additional funds calculated at about $1.3 million annually would be required; thus <br />providing for a total alternative funding level of just over $122.8 million through FY 2028/29. The <br />additional funding would be applied to both the arterial and local networks at 73 percent ($6.6 <br />million) and 27 percent ($2.5 million), respectively. Furthermore, with this additional funding, the <br />backlog for the entire pavement network is projected to increase by 16 percent from $314.9 million <br />in the first year to $365.0 million in the seventh year. <br />City of Santa Ana 2024 Pavement Management Program E-2 <br />