Item 33 - Measure M2 Funding Eligibility 2024 Renewal (Revised)

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City of Santa Ana 2024 Pavement Management Program 4-4-1 4.0 MAINTENANCE AND REHABILITATION STRATEGIES With 454 miles and 4,174 street sections, the City develops a comprehensive, fully-integrated PMP utilizing the inventory data along with the inspection information, M&R options and their associated costs, and predictions about future pavement condition from StreetSaver to determine optimal time for maintenance and rehabilitation needs. Due to limited available fiscal resources, the City needs to perform cost-effective M&R strategies to maintain the pavement networks. Additionally, pavement preservation, which is an important aspect of the PMP considering the limited funding, will be included in the overall decision-making process. 4.1 TREATMENT TYPES AND ASSOCIATED COSTS The pavement preservation and M&R considerations utilized by the City are categorized into localized, global and major M&R. Localized M&R can be applied as a stop-gap measure or a preventive measure, including routine maintenance such as crack-filling and pothole repairs. Global M&R, which is cost effective when applied as a preventive measure, are methods applied to the entire pavement sections to slow the rate of deterioration and improve current PCI, including applying slurry seal to the existing pavement surface. Major M&R, which is often economically applicable to deteriorated pavements, pavements deteriorating at a rapid rate, and pavements subjected to a change in traffic loading, refer to methods correcting or improving structural and functional requirements, including cold-milling and overlay, cold-in-place recycling, cement treated base, and/or full depth reconstruction. The City currently utilizes the following M&R treatment methods: • Crack Seal – Crack Seal is applicable for newer pavements with cracks beginning to form. Since water is the most destructive element to a roadway pavement, this treatment utilizes asphalt materials bonding to the crack walls to restrict water penetration into the underlying base and sub-base layers to reduce further pavement deterioration. This preventive M&R treatment, which will extend the pavement life by three to five years, saves money by delaying the expense of major reconstructive pavement work. • Slurry Seal – Slurry Seal, which applies to pavement with minimal surface distress, such as minor/low severity cracks, provides a new wearing surface to extend the pavement life. This treatment is a mix blend of high-quality crushed aggregates (sand-like), asphalt emulsion, water and mineral fillers, spreading over the entire pavement surface. The layer of slurry seal (ranging from 1/8” to 3/8” thick) prevents further oxidization and water from further deteriorating the asphalt concrete surface and subgrade, corrects raveling, and improves skid resistance. • Thin Overlay – Thin Overlay is a maintenance overlay applicable to pavement with moderate cracking where preventive M&R is no longer effective. This treatment involves partially milling or grinding the edge of shoulder (typically 6 feet), sealing the cracks to retard reflective cracking, and placing a thin layer of hot-mixed asphalt concrete (up to two inches for streets in both arterial and local networks) over the existing pavement surface. The thin layer of AC improves the skid resistance and roadway’s performance, and corrects the crown and drainage features.