2024-020 - Pavement Managmenet Plan for Measure M2 Program

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Executive Summary 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 2020, 2022 and 2024 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 (PCIaW) 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 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 PCIaW over a seven-year plan. With existing funding of just under $139 million for the entire pavement network over the seven- year period from Fiscal Year (FY) 2024/25 through FY 2030/31, the entire pavement network existing PCIaW of 76.3 is projected to decrease by one (1) percent to 75.2 at the end of the seven- year cycle under existing funding levels. Individually, the arterial and local networks are projected to experience a negative result in existing PCIaW, three (3) percent arterial decrease and one (1) percent local decrease. Furthermore, the backlog for the entire pavement network is projected to increase by 58 percent from $285.2 million in the first year to $453.4 million in the seventh year. If the existing PCIaW of 76.3 were to be maintained at the end of the seven-year cycle, a total of $1.7 million in additional funds calculated at about $237,000 annually would be required; thus providing for a total alternative funding level of just over $140.4 million through FY 2030/31. The additional funding would be applied to both the arterial and local networks at 62 percent ($12.5 million) and 38 percent ($7.5 million), respectively. Furthermore, with this additional funding, the backlog for the entire pavement network is projected to increase by 56 percent from $285.2 million in the first year to $446.1 million in the seventh year. If the existing PCIaW were to be improved by two (2) points to 78.3 at the end of the seven-year cycle, a total of $3.6 million in additional funds calculated at about $508,400 annually would be City of Santa Ana 2024 Pavement Management Program E-1-2