HomeMy WebLinkAboutSS4 - Pavement Management Program UpdateCITY OF NEWPORT BEACH
CITY COUNCIL STAFF REPORT
Agenda Item No. ss4
September 8, 2009
TO: HONORABLE MAYOR AND MEMBERS OF THE CITY COUNCIL
FROM: Public Works Department
Andy Tran, P.E.
949 - 644 -3315 or atran @newportbeachca.gov
SUBJECT: PAVEMENT MANAGEMENT PROGRAM UPDATE —STUDY SESSION
Recommendation:
Receive and file the updated Pavement Management Program Report prepared by
Bucknam and Associates.
Discussion:
The City's current Pavement Management Program (PMP) was developed in 1997 by
Berryman & Henigar. The purpose of a PMP is to provide planning and management
tools that continually assess existing pavement conditions, predict future pavement
conditions and forecast pavement maintenance and rehabilitation needs for budgeting
capital improvement projects. The Orange County Transportation Authority (OCTA) also
requires local agencies to have a value -based PMP system and submit a PMP report
every other year in order to maintain eligibility for Measure M Turnback funds. Since the
original inception of the City's PMP in 1997, City staff has been performing pavement
inspections and updating the PMP database with inspection findings. In an effort to review
accuracy and ensure reliability of the program, the City entered into a Professional
Services Agreement with Bucknam & Associates on September 23, 2008 to field review all
streets in the City and update the City's PMP.
This PMP update study was recently completed. Pavement quantity, distress categories,
and severity have been collected and input into the City's MicroPAVER database.
MicroPAVER is a pavement management software used by the majority of local agencies
in Orange County. Street pavement conditions are then computed and assigned a
Pavement Condition Index (PCI). The PCI is a pavement condition rating that ranges from
0 to 100 with 100 being excellent. This new study analyzed all City streets and alleys and
broke them down into separate classifications, namely Arterials /Collectors, Residentials,
and Alleys. Additionally, pavement types, such as asphalt concrete (AC) and Portland
Cement Concrete (PCC), were also separated due to different deterioration rates and
pavement rehabilitation methods.
After inputting the new data from the field inspections and running the program, the current
citywide average PCI for all streets is 76.0. Although we are currently slightly below our
benchmark goal of maintaining a citywide average PCI of 80 or above, a PCI of 76.0 still
correlates to a "Very Good" overall condition rating as shown in Table 1 below. The
Pavement Management Program Update
September 8, 2009
Page 2
current average PCIs for Arterials/Collectors and Residential streets are 82.1 and 72.0,
respectively. Table 1 below summarizes the current pavement conditions for all existing
streets.
Table 1: Current Street Pavement Condition Summary
86-100
Excellent
Is
31.7
C lecr
i 1110
0.5
31.3 1.4
64.9
27%
71-85
Very Good
36.8
0.4
79.2
1.3
117.7
48%
56-70
Good
6.8
0.0
22.9
1.5
31.2
13%
41-55
Fair
3.2
0.0
7.,7
3.7
14.6
6%
26-40
Poor
0.4
0.0
3.3
2.0
5.7
2%
11-25
Very Poor
0.0
0.0
0.9
5.3
6.2
3%
0-10
Failed
0.0
0.0
0.2
2t5
EL
2.7
1%
Total
78.9
0.9
145.5
17.7
1 243.0
100%
As stated above, alleys were also field inspected as part of this PIMP update. Table 2
below summarizes the existing alley pavement conditions. The citywide average PCI for
the alley network is 71.5, which also correlates to a'Very Good" condition rating.
Table 2: Current Alley Pavement Condition Summary
HIM A
ka
86-100
a)ti n
Excellent
ji
?X -- 1 111 1 111111
0.3 7.8
8.1
28%
71-85
Very Good
0.6
11.1
11.7
41%
56-70
Good
0.6
3.0
3.6
13%
41-55
Fair
1.4
0.5
1.9
7%
26-40
Poor
1.8
0.1
1.9
7%
11-25
Very Poor
1.4
0.1
1.5
5%
0-10
T Failed
0.1
0.0
0.1
0%-
Total
6.2
22.6
28.8
100%
There are several common pavement rehabilitation strategies. Pavement sections with a
high PCI (85 to 100) are addressed with minimal preventative or stop gap measures such
as filling cracks and potholes. Residential asphalt concrete streets with a PCI ranging
from 65 to 85 are typically slurry sealed to prolong the life of the pavement. Asphalt
concrete pavement sections with a PCI ranging from 30 to 65 usually require an AC
overlay. Pavement sections with a PCI below 30 are in poor to failing condition and will
most likely require full depth removal and reconstruction.
PCIs are also used to forecast pavement rehabilitation capital improvement projects.
Aside from the PCI, there are several other factors to consider such as funding availability
and timing of other improvement projects (water, sewer and utilities, etc.), which may
significantly impact the pavement.
Pavement Management Program Update
September 8, 2009
Page 3
Another component of this updated Pavement Management Program is the projection of
required funding needed to improve the City's pavement network and meet the City's PCI
benchmark goal. In order to achieve and maintain a citywide average PCI of 80 or above,
an estimated annual budget of $3.85 million per fiscal year will be needed for each of the
next seven fiscal years. This budget is consistent with our recent annual funding
appropriations of approximately $3.75 million per year for street rehabilitation projects.
Staff anticipates receiving $1.5 million from State Gas Tax and $1.6 million from the
Orange County Measure M Turnback funds totaling $3.1 million per fiscal year. This
results in a shortfall of $750,000 per fiscal year assuming State and regional sources
remain stable. Some of this shortfall may potentially be addressed with other funding
sources such as Transportation and Circulation funds, Traffic Congestion Relief funds,
Orange County Measure M Competitive funds, and Federal Grant funds. Additionally,
General Fund may be needed to make up the difference and will be evaluated during the
annual budget process.
In addition to this supplemental funding need to bring our asphalt street pavement up to
the desired goal, replacement of concrete streets and alleys need to be considered. Of
the annual $5 million General Fund Capital Improvement Program appropriations, staff
would recommend directing approximately $1.5 million to reconstruct concrete streets and
$500,000 to reconstruct concrete alleys for the next several years to address some of the
poor to failing concrete pavement. Staff would make this a part of the annual CIP budget
process to compete against other proposed CIP projects.
Environmental Review:
The updated PMP report is not subjected to California Environmental Quality Act
(CEQA) review.
Public Notice:
Not required.
Funding Availability:
Funding will be identified with each future project.
Prepared by:
�2iovL -/
Andy Tra , P.E.
Senior Civil Engineer
Submitted by:
QL k�
Stephen G. Badum
Public Works Director
Attachments: PMP Report - Executive Summary (June 2009)
FINAL REPORT
CITYW1D
PA VEMENT MA
FISCAL
City of Newport Beac
June 25". 2009
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City of Newport Beach Page 1
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
SECTION I
EXECUTIVE SUMMARY
2009 UPDATE OF PAVEMENT MANAGEMENT PROGRAM
As the City of Newport Beach continues to show growth with its population, demographics,
infrastructure, and maintenance needs, the street network has been running parallel as new developments
increase the size of Newport Beach's pavement infrastructure. As growth continues within the City and
regionally, wear and tear on the infrastructure will occur at an ever increasing rate. Pavement aging
through annual weathering and increased usage, compounded with the increased cost of performing
maintenance add to the yearly operational maintenance of the pavement network. System sustainability
can only be achieved through proactive scheduling and the implementation of cost - efficient pavement
applications.
The City of Newport Beach developed its Pavement Management Program (PMP) over the past ten years
with the use of a pavement management software program (MicroPAVER). In 2008, Bucknam &
Associates was contracted to thoroughly assess how the PMP was managed on an annual basis, update the
City's MicroPAVER PMP segmentation, establish a link between MicroPAVER and the City's
Geographic Information System (GIS) and perform a citywide pavement condition survey. Once
Bucknam & Associates completed these tasks the updated MicroPAVER PMP was implemented within
the City. This is essential to the City in that the data residing with MicroPAVER assists Public Works
and Maintenance staff in capturing competitive funding for its arterial highway system as well as cost -
effectively manages the residential network through proactive maintenance and scheduling.
As the City identified the need for updating PMP with 2008 -09 conditional data and maintenance
tracking, the necessity for establishing a solid and reliable capital improvement program based on the
Bucknam & Associates findings and recommendations was immediate.
Our team surveyed all arterial, collector, residential and alley streets to assist the City in complying with
Orange County Transportation Authority (OCTA) requirements as well as update of the City's PMP with
accurate street measurements and conditional data. Additionally, we established the City's unique
Pavement Management — GIS layer that will further assist the City in analyzing pavement conditions and
other attribute information that resides in the MicroPAVER database. Pavement data within
MicroPAVER can now be represented through the City's GIS intranet system. With these initial key
work efforts completed our team began the development of the Newport Beach PMP capital improvement
program (CIP).
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City of Newport Beach Page
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
Buckram & Associates met with City staff where strategic pavement planning, pertinent pavement
information and all city maintenance practices were discussed in order to generate a CIP report that
identified recommendations and opportunities for improvement in the current operating and maintenance
efforts put forth by the City. The result of these work efforts is this report. In the upcoming years as the
City continues to build upon this study through future inspections and maintenance efforts, Newport
Beach pavement data will continue to provide reliable data to enhance the PMP through detailed funding
analysis, City specific budgetary reporting and level of service reporting.
The Newport Beach PMP has been developed to assist City personnel by providing current data on the
City's street network and to develop cost - effective maintenance strategies to maintain a desirable level of
pavement performance on a network scale, while optimizing the expenditure of limited fiscal resources.
As the City seeks to move forward with the PMP, key questions will be answered by reviewing the
pavement information readily available within our report as well as the MicroPAVER database.
Specifically, our findings and recommendations provide Public Works administrators, managers and field
personnel with:
• the present condition status of the pavement network (arterial, collector, and residential
streets), as a whole and of any grouping or individual component within the City;
• weighted pavement condition index (PCI) values for all streets within the City;
• a ranked list ofall streets, or segments ofstreets, by condition within the network;
• rehabtlitation/inaintenance needs of each street segment by year;
• an optimized priority maintenance and rehabilitation program based on cost/benefit analysis
and various levels offunding;
• optimum annual pavement expenditure levels for pavement maintenance for the next seven
(7) years;
• prediction of the life -cycle performance of the City's pavement network and each individual
street section;
• updated PMP data to assist the City with GASB 34 compliance; and
• pavement condition data and analysis presented through the City's GIS intranet
Pavement is a dynamic structure where deterioration is constantly occurring; thus the pavement
management system needs to be updated on a regular basis to reflect these changes in pavement
conditions, pavement maintenance histories, and maintenance strategies based upon budgetary,
constraints. This report reflects our findings and recommendations for the PMP and the current state of
the City's pavement network. Furthermore, we have recommended detailed funding and maintenance
strategies for the arterial/collector and residential networks for next seven (7) years.
Yc iron a Asfacbles I � *w^
City of Newport Beach Page 3
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
FINDINGS AND RECOMMENDATIONS
Through our assessment of historical maintenance performed within the City and through our discussions
with City staff the conditional data found across the network clearly shows that the City has applied
strong, preventative maintenance strategies over the past decade. Pavement management involves
frequent preventative maintenance; as pavement deteriorates through heavy traffic impacts, weathering
and time, preventative maintenances (such as slurry seal, stop gap, etc.) have limited benefits. More
aggressive maintenance applications have to be used. Our study has shown that key overlay projects will
be needed over the next seven years to maintain the network's high level of condition.
Within this report we have indicated "backlog or deferred" maintenance results. These budgetary
amounts demonstrate the remaining amount of slurry, overlay and reconstruction maintenance that could
not be addressed within a specific functional class or area of the City within that given year. Deferred
maintenance occurs when there is not ample funding applied to a functional class or area and specific
pavement section maintenance has to be deferred to a later year. This maintenance then has to be
addressed in the following fiscal year(s) or through the next cycle of areatzone maintenance which could
be five to six years later.
Through our analysis of the Newport Beach PMP we have found and recommend the following items
which should be considered as a proactive approach to the PMP and future management of the program;
Arterials / Collectors
The actual workload requirements identified indicate that the Arterial street network is currently in "very
good" condition. To maintain this condition, it is critical that preventive maintenance and overlay
activities are funded at the levels identified in Table 3 and the reports in Section IV to maintain a very
good network weighted average PCI value.
Our arterial/collector findings for conditional data and recommendations for revenue expenditures are
shown below:
• The Arterial/Collector network has a weighted PCI of 82.1;
• Currently, 9% of the arterial network (7.2 miles) qualify for overlay /reconstruction maintenance;
• Arterial maintenance projects should focus on maintaining the current weighted PCI over the next
seven years at an average of 80 or above (See Section I page 13);
• Develop a proactive fiscal and planned approach to identify arterial overlay projects based on the
deterioration modeling within MicroPAVER;
• Maintain arterial revenues at the levels shown within the Section IV Forecasted Maintenance
Report for a minimum of seven years to generate the results identified within this report.
• Reassess/reschedule the arterial rehabilitation program every two years to improve on budget
forecasts for 2011 -12 and beyond to ensure the results shown in Table 3;
City of Newport Beach page q
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
• Perform pavement inspections on the arterial network every two years to build a solid planning
model within MicroPAVER to track PCI deterioration.
• Current $1.6 million/yr budget is ample enough to maintain the arterial weighted PCI at a level of
80 through seven years, additionally, the deferred backlog decreases from $3.7 million to $3
million within seven years.
We have analyzed the City's Water Master Plan schedule (2009 -2016) and how it impacts potential
arterial street maintenance projects. We have taken specific projects into consideration and adjusted the
street maintenance schedule (Section IV) to coincide with the Water Master Plan schedule.
Residential
• The Residential network has a weighted PCI of 72;
• Currently, 24% of the residential network (39.7 miles) qualify for overlay /reconstruction
maintenance (based on 2008 Buckram & Associates inspections);
• City staff should continue to focus pavement maintenance within individual residential areas to
maintain or increase the residential weighted average PCI over the next seven years; additionally,
allow for projects outside designated residential areas;
• Use the projected citywide overlay /reconstruction program as a guideline for maintenance
(Section IV)
• Redistribute area cycle to create a more proactive seven year maintenance cycle as well as a
balanced square footage throughout each area
• Current $1.5 million/yr budget is not ample for increasing residential weighted PCI to a level of
80, additionally, the deferred backlog increase from $12 million to $19 million within seven
years.
• Increase residential expenditures to an average of $2,148,000/yr or higher for a minimum of
seven years to proactively reduce the high amount of unfunded maintenance that resides within
each planned area as well as reach a weighted PCI over 80.
• Develop an aggressive fiscal and planning approach to reduce the amount of deferred residential
maintenance
• Recommended $2,148,000 annual expenditures for seven years increases the residential weighted
PCI to 80 and reduces the deferred backlog from $12 million to $4.2 million.
• Perform residential inspections every three years (i.e. one -third of the City each year) in order to
develop strong and accurate MicroPAVER PCI deterioration and reporting
Wctnam B AUOCb1M 41AW —�
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City of Newport Beach rage 5
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
The actual workload requirements identified indicate that the residential street network is currently in
"very good" condition. The $1.5 million/yr that is applied within a residential area each year is not ample
enough to address every section within that area. Additional revenues are needed to stabilize the
residential slurry and rehab program for the next seven years. As stated above, we recommend that the
residential budget be maintained at a level of $2,148,000/yr or higher over the next seven years to ensure
the results found in Table 5. To maintain the residential condition, it is critical that preventive
maintenance, slurry seal and overlay activities are funded at the proper levels, as shown in the Section IV
reports, to maintain a very good network weighted average PCI (i.e. 80). At a minimum, we
recommended that the City follow this schedule in order that future pavement deterioration studies can
analyze the progress of each individual pavement section in the network.
The funding requirements presented are generated in the form of individual projects, as outlined in the
Forecasted Maintenance Reports (Section IV). While the project listings outlined in the Forecasted
Maintenance Reports are the recommendations generated through our analysis and the PMS, final project
recommendations should be weighed against the actual approach the City wishes to utilize in scheduling
the workloads for contracting purposes.
We have analyzed the City's Water Master Plan schedule (2009 -2016) and how it impacts potential
residential street maintenance projects. We have taken specific projects into consideration and adjusted
the street maintenance schedule (Section IV) to coincide with the Water Master Plan schedule.
A110rt�b PffgCbih ��'�'�_
City of Newport Beach page 6
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
CITY'S PAVEMENT NETWORK
The City of Newport Beach is responsible for maintaining 47,390,895 square feet of AC and PCC
pavement within its jurisdiction; there are 243 miles of maintained streets within the network (alley
network is separate). The City maintains "split" sections along its arterial and collector streets due to
pavement management survey methodologies. This in turn adds to the total mileage for each unique
functional class. The City's current GIS centerline file maintains the total of 228 centerline miles for
Newport Beach.
The Arterials and Collectors consist of 79.8 section miles and 18,123,525 SF of pavement. The
Residential streets consist of 163.2 centerline miles and 28,482,666 SF of pavement. Additionally, the
alley network consists of 28.8 centerline miles and 2,128,560 SF of pavement.
Newport Beach Classification Summary (SF)
Alley, 2,128,560,
4%
Arterial,
14,849,907, 30%
4OWN
Collector,
3,273,618, 7%
Residential,
28,482,666, 59%
■Arterial
❑ Coll ecor
Figure 1
■Residential
■ Alley
The City's pavement network is broken down into manageable groups that have similar characteristics,
such as pavement rank, surface type and maintenance areas. Pavement segments are identified by their
branch and section numbers. Pavement "branches" that have a common usage, such as Jamboree Road
defines a "branch" within MicroPAVER. Pavement "sections" are pavement segments within the defined
branch that have consistent pavement rankings, construction/maintenance histories and use.
Representative inspection samples are then selected and visually surveyed to locate distress data. This
data is used to calculate the pavement sections Pavement Condition Index (PCI) which includes distress
type, extent of the distress and its severity.
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City of Newport Beach Page 7
2008 -09 Citywide Pavement Management Program
Final Report - June 25, 2009 Section I
The PCI is a condition rating that ranges from 100 (pavement section that is in perfect condition) to 0 for
a section that has structurally failed and deteriorated dramatically. Weighted average PCI of a given area
= pavement section PCI x its area / by the total square footage of the given area. Table I summarizes the
section conditions found within the Newport Beach network by rank.
CURRENT NEWPORT BEACH PAVEMENT CONDITIONS
The weighted average PCI for the City of Newport Beach Arterial and Collector streets is 82.1
The weighted average PCI for the City of Newport Beach Residential streets is 72.0
The overall condition of the City's network is "Very Good" with a weighted average PCI of 76.0 based
on the surface area of each segment. The distribution of the City's overall pavement network is shown in
Section lI of this report (Condition Distribution).
As identified by the City staff, the strategies for the Arterial and Residential streets are to:
"Maintain the street maintenance standard at a average Pavement Condition Index of 80"
As shown in the table below, a large majority of segments are distributed through Excellent to Good
condition categories. This is continuous through each defined functional class within the pavement
management network with the exception of Residential streets. There are ample residential sections that
reside in the Good to Very Poor range of condition; these sections should be considered high priority
section and/or planning areas for maintenance in the next several years.
ARTERIAVCOLLECTOR RFSIOFNTIAI
PCI Range Condition
AC PCC AC PCC
Total
%of Network
86 -100
Excellent (86 -100)
31.7
0.5
31.3
1.4
64.9
71 -85
Very Good (71-85)
36.8
0.4
79.2
1.3
117.7
75%
56 -70
Good (56 -70)
6.8
0.0
22.9
1.5
31.2
41 -55
Fair (41 -55)
3.2
0.0
7.7
3.7
14.6
19%
26 -40
Poor 26-40)
0.4
0.0
3.3
2.0
5.7
11 -25
Very Poor 11 -25)
0.0
0.0
0.9
5.3
6.2
6%
0.10 1
Failed (0 -10)
1 o.0 1
0.0
1 0.2
1 2.5
2.7
78.9 0.9 145.5 17.7 243.0
Table 1- Condition Distribution by Mileage for All Ranks & Surface Types
City of Newport Beach PQ$e 8
2008 -09 Citywide Pavement Management Program
Final Report - June 25, 2009 Section I
Based on the high weighted PC[ value associated with the Arterial and Collector routes (82.1) this
indicates that the City is performing proper and timely maintenance for those specific functional
classifications. This is clear by looking at the total mileage of Arterial and Collector sections that fall
within the Excellent to Good condition categories (76.2 out of 79.8 miles, which accounts to 95% of the
entire network). The Arterial /Collector streets have 5% of its entire street network under a PCI of 55.
In looking at the Residential streets, the network is slightly larger in total square footage compared to the
arterial/collector network; however its weighted PCI is lower (72). The majority of residential mileage is
distributed through the Excellent to Good condition categories which indicates the current slurry /overlay
maintenance practices are sustaining the residential network in an acceptable condition level. However, it
is important to point out that slurry seal applications being applied to pavement sections that have PCI
values less than 60 will not sustain a positive impact to the network condition level in the coming years.
The City needs to frequently monitor residential sections that have PC[ levels 55 to 70 in order to
establish a strong overlay program.
Applying multiple slurry seals to a given pavement section will only support a limited extension in the
pavements 25 -yr life cycle (typically one or two years over the 25 -yr span); proper overlay applications
are needed at strategic intervals of a pavement life cycle to ensure a pavement sections stability and
usefulness.
As shown in Table I above, the total amount of residential mileage that resides in the Fair to Failed range
of condition is twice that of the arterial/collector network. Currently 16% of the residential network has a
PCI lower than 55. Proactive maintenance scheduling should be maintained within specific residential
planning areas to enable the City to ensure that the long -term viability of the network stays intact. Taking
these findings, associated with the moderate residential weighted PCI value, it is clear that a specific and
proactive management plan is needed to sustain and/or improve the current conditions found on this
network.
As mentioned there are 28.8 centerline miles of alleys within Newport Beach, which carry a weighted PCI
of 71.5. This network consists of 6.2 miles of AC and 22.6 miles of PCC. Currently 19% of the network
has a PCI lower than 55. The table below is a summary of the City Alley pavement condition.
6�c1 nUn11 /.is0<bt¢y
ALLEYS
PCI Range
Condition
AC
PCC
Total
%of
Network
86 -100
Excellent
0.3
7.8
8.1
71 -85
Very Good
0.6
11.1
11.7
6911
56-70
Good
0.6
3.0
3.6
41 -55
Fair
1.4
0.5
1.9
19%
2640
Poor
1.8
0.1
1.9
11 -25
Very Poor
1.4
0.1
1.5
0-10
Failed
0.1
0.0
0.1
able 2 - Condition Distribution
6.2
by
22.6
Mileatte
28.8
for Alleys & Surface Tyn
6�c1 nUn11 /.is0<bt¢y
City of Newport Beach page 9
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
CITY OF NEWPORT BEACH
PAVEMENT CONDITION INDEX IPCI) MAP
SPRING 2009
N
Figure 2 — Citywide Pavement Condition Index Map*
" Large scale Arch E map provided within Section !!1 of the report
Legow
118 PCI
—w -1a5
n -Is
9.70
75 -60
11 -M
—0.10
RnY 9En.h
G91,O1am00m
Taking our findings into accounts, Bucknam & Associates developed a seven -year Arterial and
Residential Capital Improvement Program for the City based on the pavement work history, capital
revenues and the most recent 2008 -09 inspections. Again, we have taken the Water Master Plan
projections and mirrored specific scheduled projects into our budgetary analysis while including other
proactive measures to improve the seven -year capital improvement plan. These results are shown in
Section 11 of this report where we have demonstrated how the City's Arterial- Collector & Residential
budgets perform against the network conditions.
As this PMP report is a primary planning model, the City should also consider using sub -grade R- Values,
distress severities and extents as parameters for determining whether a pavement section that lies within
the Far to Poor condition range should be considered for overlay or a more aggressive application.
The resistance value (R -Value) is a parameter representing the resistance to deformation of a saturated
soil under compression at a given density. The R -value is measured with the stabilometer and is used in
the design of the flexible and rigid pavements. It is an indication of the ability of soil to carry the dead
load of the structural section and superimposed traffic live load. An R -value of 60 > typically
corresponds to a soil that has good sub -grade material where an R -value of 10 typically represents a sub -
grade of unstable.
City of Newport Beach Page 10
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
Since a wide variation of material types and deposits found within project limits are quite common, it is
not practical to establish hard and fast rules for selecting a design R- value. Additionally traffic index
information is required in combination with R- values in order to establish a recommended pavement
section. Judgment based on experience should still be exercised to assure a reasonable "balanced design"
which will avoid excessive costs resulting from a conservative approach.
MAINTENANCE STRATEGY DEVELOPMENT
Based on the results of the condition survey and input from the City, pavement maintenance /rehabilitation
strategies were developed. At the outset, City and Bucknam & Associates staff identified a distribution of
City maintenance funds that would be applied to the network over the next seven years. This was based
upon the desire to prevent the decrease in street conditions and not allow an increase in the deferred
maintenance funds over the seven -year program.
With this approach, Bucknam & Associates has recommended a "minimal level of service" which creates
a major dividing line in determining pavement maintenance (essentially the line between preventative and
rehabilitation maintenance). Based on the City's weighted average PCI, condition distribution, and
maintenance practices, our team has identified a PCI of "65" as the minimum level of service for slurry
seal applications. This means that any pavement section with a PCI above 65 will become a potential
candidate for slurry seal maintenance. This maintenance strategy is indicated in Table 7, Section II.
Fair (41-55
6%
Good (56 -70),
13 °%
PCI Distribution (by total mileage) for All Streets
Very Poor (11 -25), Failed (0 -10), 2.7,
Poor (26 -40), 5.7, a I ;°/
Very Good (71 -85),
117.7.48%
!nt (86- 100),
1.9, 27%
cellent (86 -100)
ary Good (71 -85)
■ Good (56-70)
® Fair (41 -55)
■ Poor (26-40)
■ Very Poor (11-25)
■ Failed (0 -30)
Fieure 3 — Pavement Condition Index Distribution for All Streets (Mileage)
For PCI ranges associated with condition (i. e. Excellent), see Table I
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City of Newport Beach Page 11
2008 -09 Citywide Pavement Management Program
Final Report— June 25, 2009 Section I
As shown in Figure 3, 88% of the City's street mileage is in Good to Excellent condition. These sections
will be targeted for "preventive" maintenance within our Capital Improvement Program (CIP)
recommendations. The reasoning in doing this is to extend the life cycles of these pavement sections
which accrues capital saving to aggressively rehabilitate those pavement sections that are below the
"minimal level of service ".
In order to achieve the most effective and optimum program for the City, certain strategies have been
selected and/or analyzed. Below is a listing of the maintenance activities utilized in strategy development.
Each activity is representative of the types of work that have been programmed as part of the long -term
maintenance requirements of the City's street network. For additional detail on the following activities
see Section H.
General Repairs — M &R
Surface treatments generally utilized as "holding action" solutions to delay the need for pavement
structural strengthening. Generally include activities such as crack sealing, deep patching, skin
patching, grinding and leveling.
Slurry Seals (typical applications)
Surface treatments applied to pavements with minimal surface distress to provide new wearing
surfaces and extend pavement life.
• Type I - Fine aggregate mixtures are used for maximum crack penetration and sealing in low -
density/low -wear traffic areas (typically 1/8" thick).
• Type II - General aggregates are the most commonly used and are widely employed where
moderate -to -heavy traffic is found. They seal, correct moderate -to- severe raveling, oxidation and
loss of matrix, and improve skid resistance (typically 1/4" thick).
• Type III - Coarse aggregate corrects severe surface conditions - preventing hydroplaning and
providing skid resistance under very heavy traffic loads (typically 3/8" thick).
Additionally, slurry seal brings the following benefits:
• Most versatile pavement treatment system available; Extremely cost effective
• Extends life of existing pavement by protecting it from oxidation and deterioration
• Provides a durable, all- weather, dust -free, non - bleeding surface
• Ready for use just hours after application
• Improves skid resistance and road handling characteristics without hazardous loose chips
• Fills cracks, voids and provides black color and texture in a single pass
• Economical solution to preserving problem pavements
m�clnOmL ASfOCl01.5 ��'��
City of Newport Beach Page 12
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
Overlays
Conventional AC Overlay — Placement of a layer of hot -mixed asphalt concrete (approx. 2" in
thickness) over the existing pavement surface.
Grind and Overlay —Work will involve the cold milling (grind) to a 1 -1/2" depth. 1 -1/2" of AC
overlay will be applied.
2.0" Asphalt Rubber Hot -Mix Overla y - The ASTM definition is: Asphalt- Rubber is a blend of
asphalt cement, reclaimed tire rubber and certain additives in which the rubber component is at least
15% by weight of the total blend and has reacted in the hot asphalt cement sufficiently to cause
swelling of the rubber particles. Specifically, using crumb rubber modified binders in pavement
application benefit local agencies in that cities find:
• Pavement resists cracking by being more flexible;
• Cost savings come from a longer life cycle, decreased maintenance and the use of less
material
• Improvement in skid resistance;
• Decreased noise; and
• It provides long- lasting color contrast for marking and striping
Reconstruction
Removal of the existing pavement section to a prescribed depth followed by the placement of a
conventional flexible pavement section using a structural AC Hot Mix or AR Hot Mix or a full depth
asphalt. Each classification of road has a typical design cross - section upon anticipation traffic
loading.
City of Newport Beach Page 13
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
ANNUAL BUDGET PROJECTIONS
The budgeting process was approached with the following in mind; generate two unique work programs
(Arterial and Residential) for the next seven (7) years based upon actual road pavement conditions in
order to:
1. Review the City's funded projects and schedules through a seven -year arterial projection
2. Use the City's guideline of $1.6 Million annual revenue from Measure M Turnback and $1.5
Million annual revenue from Gas Tax
3. Demonstrate a level of funding within the arterial/collector network to reach a PCI level of 80
4. Demonstrate a level of funding within the residential network to reach a PCI level of 80
Arterial / Collector
Based on current and future pavement maintenance needs, annual work programs have been prepared and
summarized below. Table 3 demonstrates the projected arterial seven -year work program and its resulting
PCI. The continued investment shown below will ensure a proactive and high -level of service throughout
the arterial program.
Plan Year
Citywide
PCI Before
Citywide
PCI After
AC
Overlay /Rehab
PCC
Recon
Total Funding
2009 -10
82.1
82.2
$1,479,826
$120,174
$1,600,000
2010 -11
79.5
81.6
$1,500,133
$99,867
$1,600,000
2011 -12
79.4
81.4
$1,438,913
$161,087
$1,600,000
2012 -13
79.1
81.5
$1,516,909
$83,091
$1,600,000
2013 -14
79.3
81
$1,518,940
$81,060
$1,600,000
2014-15
79.881.1
$1,429,497
$170,503
$1,600,000
2015 -16
79.9
81.1
$1,570,498
$29,502
$1,600,000
Totals $10,454,716 $745,284 $11,200,000
Table 3 - Protected Work Program for ArteriallCollector Streets (2009 -2016)
The weighted PC[ for the arterial/collector network after the seven -year program shown above is 81.1;
this meets the City's goal of identifying the required expenditures to maintain today's condition. The
yearly expenditure averages $1,600,000 /yr which is on target with the City's projected revenues. The
City indicated that slurry seal maintenance is not applied on the arterial/collector network. With the
arterial network showing high PCI's this allowed for over $745,000 of PCC maintenance to occur through
the seven -year program. We have included PCC maintenance within this budget to demonstrate that
accrued revenues will become available through the seven year program to proactively fund PCC repairs.
City of Newport Beach Pagr
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
Residential
Based on current and future pavement maintenance needs, annual work programs have been prepared and
summarized below. Table 4 demonstrates the proiected residential seven -year work program and the
resulting PCI after seven years.
Pieft t•@N
Citywlde PCI Citywide PCI
Before After
Prey -Slurry AC
Overlay /Rehab
Total funding
2009 -10
72.0
74.9
$502,451
$1,005,448
$1,507,899
2010 -11
74.4
75.2
$570,323
$938,611
$1,508,934
2011 -12
_
74.7
75.3
$462,429
$1,055,688
$1,518,117
2012 -13
_
75.1
75.7
$287,221
$1,205,809
$1,493,030
2013 -14
75.3
76
$224,727
$1,297,521
$1,522,248
2014 -15
75.6
76.8
$4S7,394
$1,047,486
$1,504,880
2015.16
1 7614
77.5
1 $543,828
$955,477
1 $1,499,305
Totals $3,048,373 $7,506,040 $10,SMA13
Table 4 - Projected Work Proeram for Residential Streets (2009 -2016)
The residential network performs in a similar fashion to the arterial network in that the current weighted
PCI (72) maintains its value through the seven -year projection. Through discussion with City staff we
identified the residential street slurry and rehabilitation budget and used it as a baseline for developing
this scenario. We have made recommendations that specific streets within "areas" be expedited within
the slurry/rehabilitation schedule and that other areas be deferred based on the conditions found through
our field surveys. The yearly expenditure averages $1,507,000 /yr which matches the City's current
projected residential revenues.
Again, this scenario does not address every street within a specific area for its given fiscal; we projected
maintenance within a residential area first then where it was truly needed throughout other areas of the
network. This generated a stronger budget result with the allocated funds.
Per the City's request we generated an alternative budget scenario that demonstrates the needed revenue
to reach and maintain a weighted residential PCI of 80 after seven years. This budgetary scenario is in-
line with the City's goal of maintaining both the residential and arterial networks at a PCI level of 80.
BVCIMIIIt ASSOCpIIS ``� \�'�_-
9
City of Newport Beach Page 15
2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
Table 5 demonstrates the recommended residential seven -v work program that is necessary to reach
and maintain a weighted PCI of 80 through the seven -year program. An average yearly expense of
$2,148.000 is required to reach a PCI of 80.
Plan Year Citywide PCI Citywide PCI
Before After
prev- Slurry
AC Total Funding
Overlay /Rehab
2009 -10
72
78.3
$655,613
$1,978,645
$2,634,258
2010 -11
76.6
80.3
$371,536
$1,513,364
$1,884,900
2011 -12
78
81.9
$694,496
$2,096,440
$2,790,936
2012 -13
79.5
80.8
$427,349
$1,131,357
$1,558,706
201344
78.3
80
$642,198
$933,494
$1,575,692
2014 -15
77.4
81.6
$637,720
$1,056,151
$1,693,871
2015 -16
79.3
80.5
$1,021,531
$1,880,181
$2,901,712
Totals $4,450,443 $10,599,632 $15,040,075
Table 5 - Recommended Work Program for Residential Streets (2009 -2016)
Additional detail and breakdown of budget projections are demonstrated in Section H of this report
(Le., Arterial/Collector and Residential projections and budgets). All work program budgets generated
are presented in terms of current 2009 dollars. The City provided recent construction bid costs to assist in
the development of the specific unit costs for maintenance applications; additionally the most recent
Engineering -News Record (ENR) construction index was reference to ensure costs were accurate. All
repair activities were based on distresses observed at the time of the field survey. These are
recommendations and are to be used as "the best case scenario" for improving the Newport Beach street
network.
QUALITY CONTROL EFFORTS
As indicated in our scope of work, we performed numerous quality control checks on our field surveys, at
specific sites, on the previous Newport MicroPAVER PMP dataset and private / public streets for various
Newport Beach street locations. Through these efforts, the newly established MicroPAVER dataset is
more accurate and can be relied upon to develop a stronger PMP.
Through our field checks we found that over 10% of the streets had to be corrected for width, length
and/or true area. Street segmentation issues found within the MicroPAVER dataset were corrected in the
field as well as at our offices. The previous NB MicroPAVER dataset had numerous unrelated pavement
management sections (i.e. cc: 1450 section call - outs). We found that these sections were either copies of
known sections or simply invalid sections; we deleted these sections from the dataset.
Based on these findings our field technicians measured all streets through the use of walk wheels,
distance measurement instrumentation and aerial imagery. Additionally, our staff worked with the City to
identify the most current street listing of "accepted" streets in the City of Newport Beach to ensure a
complete street network for survey and reporting. Planning areas were also assessed through the City's
GIS files and all streets within the MicroPAVER dataset have been assigned the proper planning area
identifier.
wcuamaAs,ocyaln
IM.
FINAL REPORT
CITYWID.
PAVEMENT MANAGE_ F�ROGRAM
FISCAL YES 16
Su rrritted0 �� �
V � �
City of Newport Beach.; CA' '
June 25`", 2009
6Klnant Mwcbbv
0
City of Newport Beach Page r
2008 -09 Citywide Pavement Management Program
• Final Report — June 25, 2009 Section
SECTION I
EXECUTIVE SUMMARY
2009 UPDATE OF PAVEMENT MANAGEMENT PROGRAM
As the City of Newport Beach continues to show growth with its population, demographics,
infrastructure, and maintenance needs, the street network has been running parallel as new developments
increase the size of Newport Beach's pavement infrastructure. As growth continues within the City and
regionally, wear and tear on the infrastructure will occur at an ever increasing rate. Pavement aging
through annual weathering and increased usage. compounded with the increased cost of performing
maintenance add to the yearly operational maintenance of the pavement network. System sustainability
can only be achieved through proactive scheduling and the implementation of cost - efficient pavement
applications.
The City of Newport Beach developed its Pavement Management Program (PMP) over the past ten years
with the use of a pavement management software program (MicroPAVER). In 2008, Bucknam &
Associates was contracted to thoroughly assess how the PMP was managed on an annual basis, update the
City's MicroPAVER PMP segmentation, establish a link between MicroPAVER and the City's
Geographic Information System (GIS) and perform a citywide pavement condition survey. Once
Bucknam & Associates completed these tasks the updated MicroPAVER PMP was implemented within
is the City. This is essential to the City in that the data residing with MicroPAVER assists Public Works
and Maintenance staff in capturing competitive funding for its arterial highway system as well as cost -
effectively manages the residential network through proactive maintenance and scheduling.
As the City identified the need for updating PMP with 2008 -09 conditional data and maintenance
tracking, the necessity for establishing a solid and reliable capital improvement program based on the
Bucknam & Associates findings and recommendations was immediate.
Our team surveyed all arterial, collector, residential and alley streets to assist the City in complying with
Orange County Transportation Authority (OCTA) requirements as well as update of the City's PMP with
accurate street measurements and conditional data. Additionally, we established the City's unique
Pavement Management — GIS layer that will further assist the City in analyzing pavement conditions and
other attribute information that resides in the MicroPAVER database. Pavement data within
MicroPAVER can now be represented through the City's GIS intranet system. With these initial key
work efforts completed our team began the development of the Newport Beach PMP capital improvement
program (CIP).
• ruc�nant •ssocglef � _
nc ���
City of Newport Beach Page 2
2008 -09 Citywide Pavement Management Program
. Final Report — June 25, 2009 Section I
Bucknam & Associates met with City staff where strategic pavement planning, pertinent pavement
information and all city maintenance practices were discussed in order to generate a CIP report that
identified recommendations and opportunities for improvement in the current operating and maintenance
efforts put forth by the City. The result of these work efforts is this report. In the upcoming years as the
City continues to build upon this study through future inspections and maintenance efforts. Newport
Beach pavement data will continue to provide reliable data to enhance the PMP through detailed funding
analysis, City specific budgetary reporting and level of service reporting.
The Newport Beach PMP has been developed to assist City personnel by providing current data on the
City's street network and to develop cost - effective maintenance strategies to maintain a desirable level of
pavement performance on a network scale, while optimizing the expenditure of limited fiscal resources.
As the City seeks to move forward with the PMP, key questions will be answered by reviewing the
pavement information readily available within our report as well as the MicroPAVER database.
Specifically, our findings and recommendations provide Public Works administrators, managers and field
personnel with:
• the present condition status of the pavement network (arterial, collector, and residential
streets), as a whole and of any grouping or individual component within the City;
• weighted pavement condition index (PC! values for all streets within the City;
• • a ranked list of all streets, or segments of streets, by condition within the network;
• rehabilitationlmaintenance needs of each street segment by year;
• an optimized priority maintenance and rehabilitation program based on cosNbenefit analysis
and various levels offending;
• optimum annual pavement expenditure levels for pavement maintenance for the next seven
(7) years;
• prediction of the life -cycle performance of the City's pavement network and each individual
street section;
• updated PMP data to assist the City with GASB 34 compliance; and
• pavement condition data and analysis presented through the City's GIS intranet
Pavement is a dynamic structure where deterioration is constantly occurring; thus the pavement
management system needs to be updated on a regular basis to reflect these changes in pavement
conditions, pavement maintenance histories, and maintenance strategies based upon budgetary
constraints. This report reflects our findings and recommendations for the PMP and the current state of
the City's pavement network. Furthermore, we have recommended detailed funding and maintenance
strategies for the arteriallcollector and residential networks for next seven (7) years.
• BVC111(•pLSY.00gIPf �r
City of Newport Beach Page s
2008 -09 Citywide Pavement Management Program
• Final Report — June 25, 2009 Section I
FINDINGS AND RECOMMENDATIONS
Through our assessment of historical maintenance performed within the City and through our discussions
with City staff the conditional data found across the network clearly shows that the City has applied
strong, preventative maintenance strategies over the past decade. Pavement management involves
frequent preventative maintenance; as pavement deteriorates through heavy traffic impacts, weathering
and time, preventative maintenances (such as slurry seal, stop gap, etc.) have limited benefits. More
aggressive maintenance applications have to be used. Our study has shown that key overlay projects will
be needed over the next seven years to maintain the network's high level of condition.
Within this report we have indicated "backlog or deferred" maintenance results. These budgetary
amounts demonstrate the remaining amount of slurry, overlay and reconstruction maintenance that could
not be addressed within a specific functional class or area of the City within that given year. Deferred
maintenance occurs when there is not ample funding applied to a functional class or area and specific
pavement section maintenance has to be deferred to a later year. This maintenance then has to be
addressed in the following fiscal year(s) or through the next cycle of area/zone maintenance which could
be five to six years later.
Through our analysis of the Newport Beach PMP we have found and recommend the following items
which should be considered as a proactive approach to the PMP and future management of the program:
Arterials / Collectors
isThe actual workload requirements identified indicate that the Arterial street network is currently in "very
good" condition. To maintain this condition, it is critical that preventive maintenance and overlay
activities are funded at the levels identified in Table 3 and the reports in Section W to maintain a very
good network weighted average PCI value.
Our arterial /collector findings for conditional data and recommendations for revenue expenditures are
shown below:
• The Arterial/Collector network has a weighted PCI of 82. I;
• Currently, 9% of the arterial network (7.2 miles) qualify for overlay /reconstruction maintenance;
• Arterial maintenance projects should focus on maintaining the current weighted PCI over the next
seven years at an average of 80 or above (See Section 1 page 13):
• Develop a proactive fiscal and planned approach to identify arterial overlay projects based on the
deterioration modeling within MicroPAVER;
• Maintain arterial revenues at the levels shown within the Section IV Forecasted Maintenance
Report for a minimum of seven years to generate the results identified within this report.
• Reassess /reschedule the arterial rehabilitation program every two years to improve on budget
forecasts for 2011 -12 and beyond to ensure the results shown in Table 3;
• 6uc1�,• < „«w,e� IIr
City of Newport Beach Page d
• 2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
• Perform pavement inspections on the arterial network every two years to build a solid planning
model within MicroPAVER to track PCI deterioration.
Current $ 1.6 million/yr budget is ample enough to maintain the arterial weighted PCI at a level of
80 through seven years, additionally. the deferred backlog decreases from $3.7 million to $3
million within seven years.
We have analyzed the City's Water Master Plan schedule (2009 -2016) and how it impacts potential
arterial street maintenance projects. We have taken specific projects into consideration and adjusted the
street maintenance schedule (Section IV) to coincide with the Water Master Plan schedule.
Residential
• The Residential network has a weighted PCI of 72;
• Currently, 24% of the residential network (39.7 miles) qualify for overlay /reconstruction
maintenance (based on 2008 Bucknam & Associates inspections);
• City staff should continue to focus pavement maintenance within individual residential areas to
maintain or increase the residential weighted average PCI over the next seven years; additionally,
allow for projects outside designated residential areas;
• • Use the projected citywide overlay /reconstruction program as a guideline for maintenance
(Section IV)
• Redistribute area cycle to create a more proactive seven year maintenance cycle as well as a
balanced square footage throughout each area
• Current $1.5 million/yr budget is not ample for increasing residential weighted PCI to a level of
80, additionally, the deferred backlog increase from $12 million to $19 million within seven
years.
• Increase residential expenditures to an average of $2,148,000/yr or higher for a minimum of
seven years to proactively reduce the high amount of unfunded maintenance that resides within
each planned area as well as reach a weighted PCI over 80.
• Develop an aggressive fiscal and planning approach to reduce the amount of deferred residential
maintenance
• Recommended $2,148,000 annual expenditures for seven years increases the residential weighted
PCI to 80 and reduces the deferred backlog from $12 million to $4.2 million.
• Perform residential inspections every three years (i.e. one -third of the City each year) in order to
develop strong and accurate MicroPAVER PCI deterioration and reporting
• lac,n ,L a,wca,ft
Inc
City of Newport Beach Page 5
• 2008 -09 Citywide Pavement Management Program
Final Report — June 25, 2009 Section I
The actual workload requirements identified indicate that the residential street network is currently in
"very good" condition. The $1.5 million(yr that is applied within a residential area each year is not ample
enough to address every section within that area. Additional revenues are needed to stabilize the
residential slurry and rehab program for the next seven years. As stated above, we recommend that the
residential budget be maintained at a level of $2,148,0001yr or higher over the next seven years to ensure
the results found in Table 5. To maintain the residential condition, it is critical that preventive
maintenance, slurry seal and overlay activities are funded at the proper levels, as shown in the Section IV
reports, to maintain a very good network weighted average PC[ (i.e. 80). Al a minimum, we
recommended that the City follow this schedule in order that future pavement deterioration studies can
analyze the progress of each individual pavement section in the network.
The funding requirements presented are generated in the form of individual projects, as outlined in the
Forecasted Maintenance Reports (Section IV). While the project listings outlined in the Forecasted
Maintenance Reports are the recommendations generated through our analysis and the PMS, final project
recommendations should be weighed against the actual approach the City wishes to utilize in scheduling
the workloads for contracting purposes.
We have analyzed the City's Water Master Plan schedule (2009 -2016) and how it impacts potential
residential street maintenance projects. We have taken specific projects into consideration and adjusted
the street maintenance schedule (Section IV) to coincide with the Water Master Plan schedule.
•
• u,�inm, L AS,aam, /
City of Newport Beach Page 6
2008 -09 Citywide Pavement Management Program
•Final Report — June 25, 2009 Section I
CITY'S PAVEMENT NETWORK
`J
The City of Newport Beach is responsible for maintaining 47,390,895 square feet of AC and PCC
pavement within its jurisdiction; there are 243 miles of maintained streets within the network (alley
network is separate). The City maintains "split" sections along its arterial and collector streets due to
pavement management survey methodologies. This in turn adds to the total mileage for each unique
functional class. The City's current GIS centerline file maintains the total of 228 centerline miles for
Newport Beach.
The Arterials and Collectors consist of 79.8 section miles and 18,123.525 SF of pavement. The
Residential streets consist of 163.2 centerline miles and 28,482.666 SF of pavement. Additionally, the
alley network consists of 28.8 centerline miles and 2.128.560 SF of pavement.
Newport Beau aasmitatitm 8urrnary (SF)
Alley, 2,128,560,
4%
Arterial,
wAe� °67 �/o
Isdential,
28,482,666,59%
Figure 1
(Wisdor,
3,273,618, r/6
■Arterial
❑ Cbtleda
■ I�Sdential
a Arley
The City's pavement network is broken down into manageable groups that have similar characteristics,
such as pavement rank, surface type and maintenance areas. Pavement segments are identified by their
branch and section numbers. Pavement "branches" that have a common usage, such as Jamboree Road
defines a "branch" within MicroPAVER. Pavement "sections" are pavement segments within the defined
branch that have consistent pavement rankings, construction/maintenance histories and use.
Representative inspection samples are then selected and visually surveyed to locate distress data. This
data is used to calculate the pavement sections Pavement Condition Index (PQ which includes distress
type, extent of the distress and its severity.
Luclnm,t bwcbM+ /
City of Newport Beach Page 7
. 2008 -09 Citywide Pavement Management Program
Final Report - June 25, 2009 Section I
The PCI is a condition rating that ranges from 100 (pavement section that is in perfect condition) to 0 for
a section that has structurally failed and deteriorated dramatically. Weighted average PCI of a given area
= pavement section PCI x its area / by the total square footage of the given area. Table 1 summarizes the
section conditions found within the Newport Beach network by rank.
CURRENT NEWPORT BEACH PAVEMENT CONDITIONS
The weighted average PCI for the Citv of Newport Beach Arterial and Collector streets is 82.1
The weighted average PCI for the Citv of Newport Beach Residential streets is 72.0
The overall condition of the City's network is "Very Good" with a weighted average PCI of 76.0 based
on the surface area of each segment. The distribution of the City's overall pavement network is shown in
Section 11 of this report (Condition Distribution).
As identified by the City staff, the strategies for the Arterial and Residential streets are to:
"Maintain the street maintenance standard at a average Pavement Condition Index of 80"
As shown in the table below, a large majority of segments are distributed through Excellent to Good
• condition categories. This is continuous through each defined functional class within the pavement
management network with the exception of Residential streets. There are ample residential sections that
reside in the Good to Very Poor range of condition; these sections should be considered high priority
section and/or planning areas for maintenance in the next several years.
P4 ftrab OmMion
AC PCC AC Fin
Total
%of Network
86100
6ax11ent (86 -100
31.7
0.5
31.3
1.4
64.9
759'0
71 -85
Good 71 -85
36.8
0.4
79.2
1.3
117.7
W70
Good 5670
6.8
0.0
229
1.5
31.2
19%
41 -55
Far 41 -55
3.2
0.0
7.7
3.7
14.6
2640
Poor (2640
0.4
0.0
3.3
20
6J
11 -25
Poor 11 -25
0.0
0.0
0.9
5.3
6.2
0-10
Failed (0-10
0.0
0.0
0.2
2.5
27
78.9 0.9 146.6 17.7 243.0
Table 1 - Condition Distribution by Mileage for All Ranks & Surface Types
City of Newport Beach I age s
2008 -09 Citywide Pavement Management Program
Final Report - June 25, 2009 Section 1
Based on the high weighted PCI value associated with the Arterial and Collector routes (82.1) this
indicates that the City is performing proper and timely maintenance for those specific functional
classifications. This is clear by looking at the total mileage of Arterial and Collector sections that fall
within the Excellent to Good condition categories (76.2 out of 79.8 miles, which accounts to 95% of the
entire network). The Arterial/Collector streets have 5% of its entire street network under a PCI of 55.
In looking at the Residential streets, the network is slightly larger in total square footage compared to the
arterial /collector network; however its weighted PCI is lower (72). The majority of residential mileage is
distributed through the Excellent to Good condition categories which indicates the current slurry/overlay
maintenance practices are sustaining the residential network in an acceptable condition level. However, it
is important to point out that slurry seal applications being applied to pavement sections that have PC]
values less than 60 will not sustain a positive impact to the network condition level in the coming years.
The City needs to frequently monitor residential sections that have PCI levels 55 to 70 in order to
establish a strong overlay program.
Applying multiple slurry seals to a given pavement section will only support a limited extension in the
pavements 25 -yr life cycle (typically one or two years over the 25 -yr span); proper overlay applications
are needed at strategic intervals of a pavement life cycle to ensure a pavement sections stability and
usefulness.
As shown in Table I above, the total amount of residential mileage that resides in the Fair to Failed range
is of condition is twice that of the arterial /collector network. Currently 16% of the residential network has a
PCI lower than 55. Proactive maintenance scheduling should be maintained within specific residential
planning areas to enable the City to ensure that the long -term viability of the network stays intact. Taking
these findings, associated with the moderate residential weighted PCI value, it is clear that a specific and
proactive management plan is needed to sustain and/or improve the current conditions found on this
network.
As mentioned there are 28.8 centerline miles of alleys within Newport Beach, which carry a weighted PCI
of 71.5. This network consists of 6.2 miles of AC and 22.6 miles of PCC. Currently 19% of the network
has a PCI lower than 55. The table below is a summary of the City Alley pavement condition.
P0 Fa Condition
AC PCC Total
%of
Network
86100
Excellent
0.3
7.8
8.1
69%
71 -85
Very Good
0.6
11.1
11.7
%70
Good
0.6
3.0
3.8
4155
Fair
1.4
0.5
1.9
190/0
26-40
Poor
1.8
0.1
1.9
11 -25
Mery P=
1.4
0.1
1.5
12%
0.10
Failed
0.1
o.0
0.1
1 6.2 226 28.8 1
Table 2 - Condition Distribution by Mileage for Alleys & Surface Type
• WCIfg111bP550Cptes 1 W
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City of Newport Beach Page 9
2008 -09 Citywide Pavement Management Program
Final Report — June 2S, 2009 Section I
CITY OF NEWPORT BEACH
PAVEMENT CONDITION INDEX (PC[) MAP
SPRING 2009
Figure 2 — Citywide Pavement Condition Index Map*
*Large scale Arch E map provided within Section X of'the report
Legend
NO PCI
es +w
56 rp
n -55
25 �C
PnYa Sptls
-- CM BOmOaw�
Taking our findings into accounts, Bucknam & Associates developed a seven -year Arterial and
Residential Capital Improvement Program for the City based on the pavement work history, capital
revenues and the most recent 2008 -09 inspections. Again, we have taken the Water Master Plan
projections and mirrored specific scheduled projects into our budgetary analysis while including other
proactive measures to improve the seven -year capital improvement plan. These results are shown in
Section 11 of this report where we have demonstrated how the City's Arterial- Collector & Residential
budgets perform against the network conditions.
As this PMP report is a primary planning model, the City should also consider using sub -grade R- Values,
distress severities and extents as parameters for determining whether a pavement section that lies within
the Fair to Poor condition range should be considered for overlay or a more aggressive application.
The resistance value (R- Value) is a parameter representing the resistance to deformation of a saturated
soil under compression at a given density. The R -value is measured with the stabilometer and is used in
the design of the flexible and rigid pavements. It is an indication of the ability of soil to carry the dead
load of the structural section and superimposed traffic live load. An R -value of 60 > typically
corresponds to a soil that has good sub -grade material where an R -value of 10 typically represents a sub -
grade of unstable.
6�clr,ana <swcgres 'I► �
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City of Newport Beach Page 10
2008 -09 Citywide Pavement Management Program
• Final Report — June 25, 2009 Section
Since a wide variation of material types and deposits found within project limits are quite common, it is
not practical to establish hard and fast rules for selecting a design R- value. Additionally traffic index
information is required in combination with R- values in order to establish a recommended pavement
section. Judgment based on experience should still be exercised to assure a reasonable "balanced design"
which will avoid excessive costs resulting from a conservative approach.
t�
•
MAINTENANCE STRATEGY DEVELOPMENT
Based on the results of the condition survey and input from the City, pavement mairrtenance/rehabilitation
strategies were developed. At the outset. City and Bucknam & Associates staff identified a distribution of
City maintenance funds that would be applied to the network over the next seven years. This was based
upon the desire to prevent the decrease in street conditions and not allow an increase in the deferred
maintenance funds over the seven -year program.
With this approach, Bucknam & Associates has recommended a "minimal level of service" which creates
a major dividing line in determining pavement maintenance (essentially the line between preventative and
rehabilitation maintenance). Based on the City's weighted average PCI, condition distribution, and
maintenance practices, our team has identified a PCI of "65" as the minimum level of service for slurry
seal applications. This means that any pavement section with a PCI above 65 will become a potential
candidate for slurry seal maintenance. This maintenance strategy is indicated in Table 7, Section 11.
PCI Distribution (by total mileage) for All Streets
Very Poor (11-26), Failed (0-10), 2.7,
Paor(26a0), s.7, 6.2, 3% 1%
2%
Fair (41 -55), 14.6, Excellent (86-100),
6% 64.9, 27%
Good (5670), 3 .
13 °/° • Bmellent (86 -100)
❑ Very Good (71 -85)
Very Good (71 -85), ■ Good (56 -70)
117.7,48% ■ Fair (41 -55)
IN Poor (26-40)
■ Very Pbor (11 -25)
® Failed (010)
Figure 3 — Pavement Condition Index Distribution for All Streets (Mileage)
For PCI ranges associated with condition (i.e. Excellent), see Table 1
e°ci�wna �xocgbs �
City of Newport Beach Page 11
• 2008 -09 Citywide Pavement Management Program
Final Report — Jane 25, 2009 Section I
As shown in Figure 3. 88% of the City's street mileage is in Good to Excellent condition. These sections
will be targeted for "preventive" maintenance within our Capital Improvement Program (CIP)
recommendations. The reasoning in doing this is to extend the life cycles of these pavement sections
which accrues capital saving to aggressively rehabilitate those pavement sections that are below the
"minimal level of service ".
In order to achieve the most effective and optimum program for the City, certain strategies have been
selected and/or analyzed. Below is a listing of the maintenance activities utilized in strategy development.
Each activity is representative of the types of work that have been programmed as part of the long -term
maintenance requirements of the City's street network. For additional detail on the following activities
see Section ff.
General Repairs — M &R
Surface treatments generally utilized as "holding action" solutions to delay the need for pavement
structural strengthening. Generally include activities such as crack sealing, deep patching, skin
patching, grinding and leveling.
Slurry Seals (typical applications)
Surface treatments applied to pavements with minimal surface distress to provide new wearing
surfaces and extend pavement life.
• • Type I - Fine aggregate mixtures are used for maximum crack penetration and sealing in low -
density/low -wear traffic areas (typically 1/8" thick).
• Type If - General aggregates are the most commonly used and are widely employed where
moderate -to -heavy traffic is found. They seal, correct moderate -to- severe raveling, oxidation and
loss of matrix, and improve skid resistance (typically 1/4" thick).
• Type III - Coarse aggregate corrects severe surface conditions - preventing hydroplaning and
providing skid resistance under very heavy traffic loads (typically 3/8" thick).
Additionally, slurry seal brings the following benefits:
• Most versatile pavement treatment system available; Extremely cost effective
• Extends life of existing pavement by protecting it from oxidation and deterioration
• Provides a durable, all- weather, dust -free, non - bleeding surface
• Ready for use just hours after application
• Improves skid resistance and road handling characteristics without hazardous loose chips
• Fills cracks, voids and provides black color and texture in a single pass
• Economical solution to preserving problem pavements
City of Newport Beach Page t
2008 -09 Citywide Pavement Management Program
• Final Report — June 25, 1009 Section I
Overlays
Conventional AC Overlay - Placement of a layer of hot -mixed asphalt concrete (approx. 2" in
thickness) over the existing pavement surface.
Grind and Overlay -Work will involve the cold milling (grind) to a 1-1/2" depth. 1 -1/2" of AC
overlay will be applied.
2.0" Asphalt Rubber Hot -Mix Overlay - The ASTM definition is: Asphalt- Rubber is a blend of
asphalt cement, reclaimed tire rubber and certain additives in which the rubber component is at least
15% by weight of the total blend and has reacted in the hot asphalt cement sufficiently to cause
swelling of the rubber particles. Specifically, using crumb rubber modified binders in pavement
application benefit local agencies in that cities find:
• Pavement resists cracking by being more flexible;
• Cost savings come from a longer life cycle, decreased maintenance and the use of less
material
• Improvement in skid resistance;
• Decreased noise; and
• It provides long- lasting color contrast for marking and striping
• Reconstruction
Removal of the existing pavement section to a prescribed depth followed by the placement of a
conventional flexible pavement section using a structural AC Hot Mix or AR Hot Mix or a full depth
asphalt. Each classification of road has a typical design cross - section upon anticipation traffic
loading.
• MKltgntL A60Cpb3
City of Newport Beach Page 13
2008 -09 Citywide Pavement Management Program
• Final Report — June 25, 2009 Section /
ANNUAL BUDGET PROJECTIONS
•
E
The budgeting process was approached with the following in mind; generate two unique work programs
(Arterial and Residential) for the next seven (7) years based upon actual road pavement conditions in
order to:
I. Review the City's funded projects and schedules through a seven -year arterial projection
2. Use the City's guideline of $1.6 Million annual revenue from Measure M Turnback and $1.5
Million annual revenue from Gas Tax
3. Demonstrate a level of funding within the arterial/collector network to reach a PCI level of 80
4. Demonstrate a level of funding within the residential network to reach a PCI level of 80
Arterial / Collector
Based on current and future pavement maintenance needs, annual work programs have been prepared and
summarized below. Table 3 demonstrates the projected arterial seven -year work program and its resulting
PCI. The continued investment shown below will ensure a proactive and high -level of service throughout
the arterial program.
Ran Year
PCI Be «
Pa After
Overlay/ Ibhab
�n
Total Funding
200310
82.1
82.2
$1,479,826
$120,174
$1,600,000
2010 -11
79.5
81.6
$1,500,133
$99,867
$1,600,000
2011 -12
79.4
81.4
$1,438,913
$161,087
$1,600,000
2012 -13
79.1
61.5
$1,516,909
$83,091
$1,6001000
201314
79.3
81
$1,518,940
$81,060
$1,600,000
2014 -15
79.8
81.1
$1,429,497
$170,503
$1,600,000
2015 -16
79.9
81.1
$1,570,496
$29,502
$1,600,000
Totals $10,454,716 $745,264 511,200,000
Table 3 - Proiected Work Proeram For Arteriat/Collector Streets (2009 -2016)
The weighted PC[ for the arterial /collector network after the seven -year program shown above is 81.1;
this meets the City's goal of identifying the required expenditures to maintain today's condition. The
yearly expenditure averages $1,600,000/yr which is on target with the City's projected revenues. The
City indicated that slurry seal maintenance is not applied on the arterial /collector network. With the
arterial network showing high PCI's this allowed for over $745,000 of PCC maintenance to occur through
the seven -year program. We have included PCC maintenance within this budget to demonstrate that
accrued revenues will become available through the seven year program to proactively fund PCC repairs.
L„clnm,L ptsocntw ��4��
City of Newport Beach Page 14
• 2008 -09 Citywide Pavement Management Program
Final Report - June 251 2009 Section I
Residential
Based on current and future pavement maintenance needs, annual work programs have been prepared and
summarized below. Table 4 demonstrates the projected residential seven -year work program and the
resulting PCI after seven years.
Ran Year
at � d Pa atywide PO
er
Prev-9urry ABhab
Total Funding
2000110
201011
72.0
74.4
_74.9
_ _ 75.2
75.3
$502,451
$1,005,448
$1,507,899
$1,508,934
$570,323
$938,611
2011 -12
74.7
$462,429
$287,721
$1,055,686
$1,205,809
$1,518,117
$1,493,030
2012 -13
75.1
75.7
2013 -14
75.3
_
76
$724,727
$1,297,521
$1,522,248
201415
75.6
76.8
$457,394
$1,047,486
$1,504,880
2015 -16
76.4
77.5
$543,828
$955,477
1 $1,499,305
Totals $3,048,373 $7,606040 $1 413
Table 4 - Proiected Work Proeram for Residential Streets (2009 -2016)
The residential network performs in a similar fashion to the arterial network in that the current weighted
PCI (72) maintains its value through the seven -year projection. Through discussion with City staff we
• identified the residential street slurry and rehabilitation budget and used it as a baseline for developing
this scenario. We have made recommendations that specific streets within "areas" be expedited within
the sluny1rehabiiitation schedule and that other areas be deferred based on the conditions found through
our field surveys. The yearly expenditure averages $1,507,000 /yr which matches the City's current
projected residential revenues.
Again, this scenario does not address every street within a specific area for its given fiscal; we projected
maintenance within a residential area first then where it was truly needed throughout other areas of the
network. This generated a stronger budget result with the allocated funds.
Per the City's request we generated an alternative budget scenario that demonstrates the needed revenue
to reach and maintain a weighted residential PCI of 80 after seven years. This budgetary scenario is in-
line with the City's goal of maintaining both the residential and arterial networks at a PCI level of 80.
• 6uclrimlt •„oaores
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City of Newport Beach Page is
2008 -09 Citywide Pavement Management Program
• Final Report — June 25, 2009 Section I
Table 5 demonstrates the recommended residential seven -year work program that is necessary to reach
and maintain a weighted PC[ of 80 through the seven -year program. An average yearly expense of
$2,148,000 is required to reach a PCI of 80.
Plan Year
Before
4 Aftteerm
prey -9uny
Ahab
Total Funding
2009 -10
72
78.3
$655,613
$1978,645
$2,634,258
2010.11
76.6
80.3
$371,536
$1,513,364
$1,684,900
2011 -12
78
81.9
$694,496
$2096,440
$2,790,936
2012 -13
79.5
80.8
$427,349
$1,131,357
_
$1,558,706
201314
18.3
80
1642198
$933,494
$1,575,682
201415
77.4
81.6
$637,720
1 $1,056,151
$1,693,871
201516
79.3
80.5
$1,021,531
$1,88,181
$2,901,712
Totals 443 $10,589,832 $15,040,075
Table 5 - Recommended Work Program for Residential Streets (2009 -20161
Additional detail and breakdown of budget projections are demonstrated in Section II of this report
(Le., Arterial/Collector and Residential projections and budgets). All work program budgets generated
are presented in terms of current 2009 dollars. The City provided recent construction bid costs to assist in
the development of the specific unit costs for maintenance applications; additionally the most recent
• Engineering -News Record (ENR) construction index was reference to ensure costs were accurate. All
repair activities were based on distresses observed at the time of the field survey. These are
recommendations and are to be used as "the best case scenario" for improving the Newport Beach street
network.
QUALITY CONTROL EFFORTS
As indicated in our scope of work, we performed numerous quality control checks on our field surveys, at
specific sites, on the previous Newport MicroPAVER PMP dataset and private I public streets for various
Newport Beach street locations. Through these efforts, the newly established MicroPAVER dataset is
more accurate and can be relied upon to develop a stronger PMP.
Through our field checks we found that over l0% of the streets had to be corrected for width, length
and/or true area. Street segmentation issues found within the MicroPAVER dataset were corrected in the
field as well as at our offices. The previous NB MicroPAVER dataset had numerous unrelated pavement
management sections (i.e. cc: 1450 section call - outs). We found that these sections were either copies of
known sections or simply invalid sections; we deleted these sections from the dataset.
Based on these findings our field technicians measured all streets through the use of walk wheels,
distance measurement instrumentation and aerial imagery. Additionally, our staff worked with the City to
identify the most current street listing of "accepted" streets in the City of Newport Beach to ensure a
complete street network for survey and reporting. Planning areas were also assessed through the City's
GIS files and all streets within the MicroPAVER dataset have been assigned the proper planning area
identifier.
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• • •
Background
• City's street pavement developed between 1900's and 2009
• Three types of pavements in varying conditions
➢ Portland Cement Concrete (PCC) - Balboa Island, Balboa
Peninsula, and Alleys
,_i'� ; -_
Bucknam & Associates, Inc.
It
• •
Types of Pavement
➢ Asphalt Concrete (AC) - Majority of pavement type in
Newport Beach
➢ Pavers - Balboa Peninsula Point Alley and Via Oporto
Bucknam & Associates, Inc. �/�`
0 0 •
Factors That Affect Pavement Life
• Traffic volume and loads
• Weather (rain, extreme heat, freezing)
• Type of pavement
• Age of pavement
• Soil and base material under pavement
• Preventative maintenance efforts and available funding
Ad
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Bucknam & Associates, Inc.
•
0 •
Need a Tool to Manage Pavement
Information and Answer Questions:
• What do I have?
• What condition is it in?
• How fast is it deteriorating?
• When do I need to repair it to maximize pavement
life and savings?
• Where should I focus on?
• How much will it cost?
• What if?
Bucknam & Associates, Inc.
• • 0
Pavement Management Program
• Steps to Implementation of a PMP:
Step 1: Assessment of Existing Pavement Network
Step 2: Update of Work Histories
Step 3: Pavement Condition Survey (Inspections)
Step 4: Develop Rehabilitation Strategies / Life -cycle
Analysis
Step 5: Forecast Future Pavement Rehabilitation
Projects and Costs
Step 6: Develop 7 -year Plan based on available
budget and desired goals
• City's first PMP was developed in 1997
Bucknam & Associates, Inc. »°
• • •
2008 -09 Update of Newport Beach PMP
• Assessed existing database and pavement segmentation and incorporated
data into the City's MicroPAVER database
■ Performed pavement condition
surveys on
all
streets and alleys to
generate a Pavement Condition
Index (PCI)
for
each pavement section
■ Developed and ranked street conditions, maintenance recommendations,
and cost estimates for Arterials, Collectors, and Residential streets based
on City goals, current conditions and maintenance practices
• Developed a CIP street maintenance and rehabilitation schedule to
achieve and maintain an overall citywide weighted average PCI of
80 or above within 7 years based on projected available funding
■ Submitted Citywide PMP report to OCTA to maintain Measure M
eligibility
Bucknam & Associates, Inc. i. . .
• • •
MicroPAVER
■ Currently being used by over 600 cities, counties, and
airports nationwide
■ This includes over 200 cities within California; 23 cities in
LA County and 22 cities in Orange County
■ OCTA is currently working to make this the standard PMP
software for Measure M eligibility
■ MicroPAVER allows for the collection of 19 Asphalt Concrete
(AC) and 19 Portland Cement Concrete (PCC) distress types
■ Three levels of severity can be collected for each
distress type (Low, Medium, and High)
Bucknam & Associates, Inc. I. I �/�`
• • •
Pavement Condition Index (PCI)
• The PCI is a condition rating that ranges from 0 to 100
• Citywide Weighted Average PCI = Sum of pavement
section PCI x by its area / by the total area of the network
100
Distress Excellent
type 851
Very ...
70
Good
Distress ^ I 55
quantity r
40
25 Very •..
Distress 10
severity Failed
0
Bucknam & Associates, Inc. ��`
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•
PCI = 30 to 55 (Poor to Fair)
Action 4 Overlay
Bucknam & Associates, Inc.
• 0 a
PCI = 0 to 30 (Failed to Poor)
Action 4 Reconstruction
T
Bucknam & Associates, Inc. �I
• • •
City Street Network
■ The City of Newport Beach Street Network:
➢ Arterial & Collector roads consist of approx. 18,000,000
SF of pavement totaling 80 section miles
➢ Residential streets consist of approx. 28,000,000 SF of
pavement totaling 163 centerline miles
■ The weighted average PCI for the Arterials & Collectors is 82.1
■ The weighted average PCI for the Residential streets is 72.0
■ The overall citywide average PCI is 76.0 (Very Good)
(Does not include alleys)
Bucknam & Associates, Inc. »`
Current Street Network
Pavement Condition Summary
Arterial /Collector and Residential quantities show total section miles
Bucknam & Associates, Inc. ,4
ARTERIAL] COLLECTOR
RESIDENTIAL
PCI Range
Condition
........................................................................................................
AC
PCC
...............................
AC
PCC
Total
3e of Network
E6-1ZZ
Ex-e ent
31.7
.5
31.3
1.=
64.9
............................... 0..............
..�............................
.............................. 0..............................
p..............................
J
'1 ?5
.......... ..................... i............................................
Very Good
36.B
............................... i.......
-
.................. ......'.....................................................................
79.2
1.3 ................................
117.7
V
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Good
6.8
�.�
22.3
1.5
31.2
............................... p.............
...............................
.............................. p..............................
p........................
p.........
..........I....................
0..
X1-55
...............................:........................................................................................:..................................................................................
Fa r
3.2
' ?
3.? ...............................
14.6
25 -'-
Poor
-
�.�
" "
3.3
2.--
5.7
...........................
11.25
.............................................................................................
Very Foor
.............0......I..........
9
............I........... .. ...............................
5.3
6.1
6�6
1�
Fa ed
-.2
' S
........................
2.7
78.9
0.9
145.5
17.7
243.0
Arterial /Collector and Residential quantities show total section miles
Bucknam & Associates, Inc. ,4
• • •
Current Street Conditions
PCI Distribution (by total section mileage) for the Network
Very Poor (11 -25), Failed (0 -10), 2.7,
Poor (26 -40), 5.7,. 6.2,3% 2% 1%
Fair (41-55), 14.6,
6%
Good (56 -70),
13%
Excellent (86 -100),
L9, 27%
Very Good (71 -85),
117.7,48%
;ellent (86 -100)
ry Good (71 -85)
■ Good (56 -70)
m Fair (41 -55)
■ Poor (26 -40)
■ Very Poor (11 -25)
Failed (0 -10)
Bucknam & Associates, Inc.
Current Alley Network
Pavement Condition Summary
■ The City of Newport Beach Alley Network includes approximately
2,000,000 SF of pavement totaling 29 centerline miles
■ The overall citywide average PCI for alleys is 71.S (Very Good)
Alley quantities show total centerline miles
Bucknam & Associates, Inc. ,`
ALLEYS
PCI Range Condition
AC PCC Total
% of Network
86 -100 _ Excellent
71 -85 Very Good
0.3
7.8
8.1
11.7
69%
19%
0.6
11.1
56 -70
Good
0.6
3.0
3.6
1.9
41 -55
Fair
1.4
0.5
26 -40
Poor
1.8
0.1
1.9
12%
11 -25
Very Poor
1.4
0.1
1.5
0.1
0 -10
Failed
0.1
0.0
6.2 22.6 28.8
Alley quantities show total centerline miles
Bucknam & Associates, Inc. ,`
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Current Alley Conditions
PCI Distribution (by total mileage) for Alley Streets
Very Poor (11 -25),
1.5,5% Failed (0 -10), 0.1, 0%
Poor (26-40), 1.9, 79/ _ Excellent (86-100),
8.1,22%.
Fair (41 -55),
Good (E
13%
Very Good (71 -SS)
11.7,400/.
-- ---- (86 -100)
O Very Good (71.95)
I
• Good (56 -70)
0 Fair (41 -55)
■ Poor (26-40)
tailled ery Poor (11 -25)
(0 -10)
Bucknam & Associates, Inc
•
Citywide Street Network PCI Map
CITY Of NEWPORT BEACII �,. •:a Legend
FUNCTIONAL CLASSIFICATION MAP <. " NB PCI
SPRING 2009 9e —,00
/I 55 —v0
41-55
11 .25
'i�'�+ �J! C PnMe Streets
J
Bucknam & Associates, Inc. ,W
•
• s
PCI Comparison to Other Cities
• Newport Beach is above average
• Data from OCTA (2005 -2008)
• Other OC Agency Citywide Weighted PCI's
• Irvine = 77
• Santa Ana = 62
• Fountain Valley = 72
• Huntington Beach = 63
• Rancho Santa Margarita = 76
• La Habra = 65
• Brea = 74
• Newport Beach = 76
Bucknam & Associates, Inc.
•
Asphalt Pavement Life Cycle
Standard PGI
r3tm9 SCalc
tQ0 $.20 for
51urryhere
85
" f
;4 GOOti 51,80 r5F nniii i cannt t n n
rehab
55 here
40 m Cofndlt o Drop wru Cost
55.50/SF
25 Horo
t4 Small % or
Pavoment Life
4
1 3 5 Time 1E 19 22 25 28
It is more cost effective to maintain a pavement section in good
condition over its useful life in comparison to letting it deteriorate
to the point that it requires a major overlay or reconstruction
ri
Bucknam & Associates, Inc. I ,�
•
0
Next Steps
■ Forecast Pavement Rehabilitation Projects
• Need to Consider:
is on]
ol!
➢ Available Funding
➢ Conflicting City and Outside Projects (i.e.
Water, Sewer, Utilities, Caltrans, OCSD, etc.)
➢ Future development and changes to traffic
➢ Pavement type - Benefit /Cost
Bucknam & Associates, Inc. .
Anticipated Funding For
Street Maintenance
• Measure M Turnback - $1.6 million per FY
• Gas Tax - $1.5 million per FY
• Need additional $ 750,000 to meet Citywide PCI goal
of 80 or above
• Assumptions:
➢ No other funding sources available
➢ Funding for replacement of concrete streets and
alleys is not included in program
Bucknam & Associates, Inc.
•
0
Projected PCIs for Arterials /Collectors
Assuming a Budget of $1.6 Million per FY
82.5
82
81.5
81
80.5
a 80
79.5
79
78.5
78
77.5
Arterial & Collector Streets, 7 -yr CIP Projections
1 2 3 4 5
Fiscal Year
$4,000,000
$3,500,000
$3,000,000
$2,500,000 v
`m
$2,000,000 in
$1,500,000 u°
C
$1,000,000
$ 500,000
$0 Q Citywide PCI Before
6 7 Citywide PC' After
—y Total Funding
-�— Deferred Maint.
Bucknam & Associates, Inc.
• •
Projected PCIs for Residential Streets
Assuming a Budget of $2.25 Million per FY
Residential Streets 7 -yr CIP Projections
84
82
80
78
76
v
a
74
72
70
68
66
1 2 3 4 5
Fiscal Year
$12,000,000
$10,000,000
$8,000,000
0
Q L M
u C
CU
$6,000,000 ,
$4,000,000
$2,000,000 -- — — —
n Citywide PCI Before
$0 1111111111111111111110tywidePCI After
6 7 • Total Funding
�— Deferred Maint.
Bucknam & Associates, Inc.
• •
Findings and Recommendations
• Current citywide weighted average PCI is 76.0 (Very Good)
• Pavement CIP funding needs to remain at a consistent level of
$3.85 million per FY over the next seven years to achieve an
overall citywide weighted average PCI of 80 or above (City goal)
• A proactive overlay and /or reconstruction program should be
implemented to address deferred maintenance
• Continue to inspect Arterial & Collector roads every two years
and Residential streets every three years to build a stronger PMP
■Aggressively pursue local grant funding from OCTA (Measure M2
Competitive), State and Federal
Bucknam & Associates, Inc.
• •
Concrete Pavement
Street Replacement Program
• Studied AC Overlay vs. PCC Replacement on Balboa Island
➢Assumed 4% annual inflation and a 45 -year pavement life span
➢AC Overlay generated average cost of $327,000 per year
)o-PCC Replacement generated average cost of $235,000 per year
*Other factors that favor PCC Pavement Replacement
➢80 year plus life span
➢Subgrade material is sand
➢Very flat street slopes
➢Continual exposure to water and moisture
➢Reduced construction impact to residents and businesses in
the long run
Bucknam &Associates, Inc.
Concrete Pavement
Street Replacement Program
• Balboa Island Pavement Condition Study:
CITY OFINEWPORT BEACH
PAVEMENT.CONDITiqN INDEX (PCI) MAP
SPRING 2009
1
Legend
ka PCI
PCI-ftANGF
—86 100
?1 85
56 .'o
41
25.00
--,1 25
to
Bucknarn & Associates, Inc. 1 40 �
Recommendations
On PCC Streets
Rehabilitation
• Direct $1 to $1.5 million of the $ 5 million CIP General Fund
per year toward PCC Street Replacement
■ Selection of streets to be replaced based on following:
➢Worst to best PCI rating
➢Higher traffic volume will raise priority
➢Combined planned utility projects will raise priority
➢Focus on streets with a PCI rating of 40 or below
Bucknam & Associates, Inc. !V*
4 • • • •
Recommendations On
Alley Rehabilitation
■ Direct up to $500,000 of the $5 million CIP General Fund per year toward
concrete alley replacement
■ Selection of alleys to be replaced based on following:
➢Worst to best PCI rating
➢Combined planned utility projects will raise priority
➢Focus on alleys with a PCI rating of 40 or below until all asphalt alleys
are replaced with concrete, then reevaluate maintenance efforts
Before
After
Bucknam &Associates, Inc. oft
0 0
Questions?
City of Newport Beach
Public Works Department
Bucknam and Associates, Inc.
Peter Bucknam, Vice President
30131 Town Center Drive, Suite 295
Laguna Niguel, CA 9 2 6 7 7
(949) 363 -6461
Bucknam & Associates, Inc.