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HomeMy WebLinkAboutCity Council - 2003-49 RESOLUTION NO. 2003 -- 49 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF HUNTINGTON BEACH ADOPTING THE BERRYMAN HENIGAR UPDATE OF CITYWIDE PAVEMENT MANAGEMENT PROGRAM—2003-2010 WHEREAS, the Department of Public Works has completed a pavement management program to assess the pavement condition of the City's arterial and residential streets; and The City projects a.maintenance program over the next seven years; and The Orange County Transportation Agency requires the City Council to adopt said program as a prerequisite for obtaining Measure M funds, NOW, THEREFORE, the City Council of the City of Huntington Beach does hereby resolve as follows: 1. That the Update of Citywide Pavement Management Program 2003-2010 dated October 16, 2002 by Berryman& Henigar is hereby adopted. PASSED AND ADOPTED by the City Council of the City of Huntington Beach ai a regular meeting thereof held on the_?th day of July , 2003. &*�, A. 44�t, Mayor ATTEST: APPROVED AS TO FORM: 'A Vc oll City Cler 6�City At rney C ;63 REVIEWED AND APPROVED: INITIAT AND A VED: City AdminisTator Direc Public Works 03resulpavemenV513 0/03 City of Huntington Beach Page 1 2002 Citywide Pavement Management Program Final Report— October 16, 2002 Section I SECTION I EXECUTIVE SUMMARY NEED FOR PAVEMENT MANAGEMENT SYSTEM As the City of Huntington Beach continues to show dynamic growth with its population, infrastructure, and maintenance needs, the street network has been running parallel as new developments, annexations, and capital street projects widen and lengthen streets. With the City's GIS system incorporating more recent changes in how the City is maintaining their network, the pavement management dataset needed to demonstrate comprehensive development with pavement segmentation, historical data and maintenance strategies. A thorough assessment of both the GIS street layer and PMS data was the first priority for this project. One major enhancement within the project was converting the City's existing pavement management system (PMS) into CarteGraph's PAVEMENTview Plus. This software module meets the needs of both the engineering staff and GIS staff. Berryman & Henigar, along with City staff, developed an efficient and logical approach to converting the existing PMS dataset into PAVEMENTview Plus where City staff could proactively project pavement maintenance based on the City's Capital Improvement Program (CIP) and see the results in a geographical information system (GIS). Aiso, our staff assess the current pavement segmentation in the existing dataset and developed cohesive segmentation for the City's arterial and collector network that will assist the City Engineer and Director of Public Works in recommended maintenance to OCTA for Measure M funding. Throughout this report, we have included several GIS maps representing pavement themes based on the projects effort. With the City's GIS continuing to develop, City staff expressed the need to tie in the pavement database with the street centerline layer currently being maintained through City efforts. Berryman & Henigar has provided the necessary data to establish the link between the City's GIS and CarteGraph's pavement data. This will allow City staff to graphically and spatially analyze all pavement conditions (OCI's), past and scheduled pavement maintenance efforts, and CIP pavement recommendations on a map. This is a tremendous tool for policy makers to proactively program City funds in the near future. The Huntington Beach PMS 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. The project consisted of surveying. all city routes (excluding private streets) focusing on pavement deficiencies, pavement segment square footages, lane counts, and distress severity levels. Specifically, the program provides administrators and maintenance 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, • a ranked list of all streets, or segments of streets, by condition within the network, • rehabilitation/maintenence needs of each street segment by year; S_I$projecMuntington BeachlFinal ReportlFinal Report.doc s IV 9,003 — �H City of Huntington Beach Page 2 2002 Citywide Pavement Management Program Final Report- October 16, 2002 Section l • an optimized priority maintenance and rehabilitation program based on cost/benefit analysis and various levels of funding; • optimum annual budget levels for pavement maintenance for the current and the fallowing seven (7)years; • prediction of the future performance of the Cities pavement network and each individual street section; * updated PMS data to assist the City with GASB 34 compliance • pavement condition data and analysis presented in GIS through custom applications; Because pavement is a dynamic structure, the pavement management system needs to be updated on a regular basis to reflect changes in pavement conditions, pavement maintenance, and changes in maintenance strategies based upon budgetary constraints. This report reflects the current state of the City's pavement network and recommended maintenance strategies for the next seven (7) years. CITY'S PAVEMENT NETWORK The City of Huntington Beach is responsible for maintaining Pavement Area(SF)by Functional Class approximately 84 v pp y 3 8 pavement segments within its jurisdiction (98,545,013 square feet of 14% pavement). There are a% D Primary approximately 481 miles of k, 0% oMajor streets within the network. The a Collector City's pavement was broken down 64,E 14% ■secondary into groups that have similar ❑Residential characteristics, such as pavement Figure 1 rank, surface type and maintenance zone. Pavement segments are identified by their branch and section numbers. Pavement segments that have a common usage, such as i.e. Beach Blvd. define a "Branch" within PAVEMENTview Plus. 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 OCI which includes distress type, extent of the distress and its severity. The OCI is a composite 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. The weighted average OCI for the City of Huntington Beach is 63.1 (weighted average OCI = pavement section OCI * its area / by the total square footage of the network). Table 1 summarizes the Huntington Beach network: SA$prolectlHuntington BeachTinal ReportlFinal Report.doc Pes PD )003 - � City of Huntington Beach Page 3 2002 Citywide Pavement Management Program Final Report- October 16, 2002 Section I Oct Range Condition Prima Major Collector Secondary Residential Total 86-100 Excellent 89 26 1 45 888 1049 71-85 Very Good 65 16 0 63 758 902 66-70 Good 41 17 0 46 621 725 41-55 Fair 34 11 0 38. 438 521 26-40 Poor 36 29 0 41 236 342 11_25 Very Poor 7 15 0 10 104 136 C 10 Failed 31 33 3 40 66 173 303 147 4 283 3111 3848 Table 1 —Condition Distribution Totals by Number of Sections CURRENT CONDITIONS The overall condition of the City's pavement network is Good" with Condition Breakdown by Functional Class a weighted average OCI of 63.1 based on the surface area of each ' segment. The weighted average 1200 _ OCI for Primary, Major, Collector 1000 ■Primary ; and Secondary combined is 54.1 800 s h/iajar while the weighted OCI for S s 600 r o collector Residential streets is 68A. ' The is400 ❑secondary: distribution of the City's overall ICI Residential pavement network is shown in 206 i�ox"�l I�Total Section IV of this report o a wior ry (Condition Distribution). The City a Figure 2 has a total of 3848 pavement m sections. ' Condition Berryman & Henigar developed a seven-year Capital Improvement Program for the City based on the pavement records, budgets and the most recent Spring-Summer 2002 inspections. As shown above, a large majority of segments are in Good to Excellent condition. This is a good sign for the residential routes, while on the other end of the spectrum, the City's Primary, Major, Secondary and Collector routes are showing an even distribution of pavement sections through the Excellent to Failed OCI range. The sections that are within the Fair to-Failed condition rating (totaling 1172 sections, 30% of.the network) should be considered (ear marked) for major overlays. With proper maintenance and funding the City will be able to maintain this level of condition throughout its network. Further recommendations and results are clearly shown in Section 11 of this report where we have demonstrated how the City's $1.5 million/yr Arterial and $1 millionlyr Residential budgets perform against this pavement network. 5:1$projecMuntington BeachlFinal ReportlFinal Repon.dac BI& City of Huntington Beach S �Page 43 - � 2002 Citywide Pavement Management Program Final Re ort-- October 16, 2002 Section f Condition Distribution for All Streets ■Excellent 7% 2% 9% 28%u ©Very Good O Good 13% = p Fair ic Poor ®Very Poor }_ 18% 23% ■Failed N." Figure 3— Percentage of Sections vs. Condition Ratings (Citywide) The City's residential and collector roadways have been divided into 7 zones of relatively equivalent areas of pavement based on the slurry seal pavement maintenance program. In addition, it is anticipated that the City will continue to follow the established long-term maintenance program that.consists of`°sealing" the City's residentia! roadways on a seven-year cycle based on zones. It is recommended that prior to performing slurry seal within a specific fiscal year, a re-inspection of that Zone be conducted a year before the work begins. The Primary, Major, and Secondary routes are excluded from the maintenance zone schedule due to Measure M and the Arterial CIP funding. 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 Berryman & Henigar 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 maintenance backlog funds over the seven- year program. With this approach, Berryman & Henigar has recommended a "minimal level of service" which creates a major dividing line in determining pavement maintenance. Based on the City's weighted average OCI, condition distribution, and maintenance practices, our team has identified an OCI of "55" as the minimum level of service. This means that any pavement section with an OCI less than 55 will be recommended for major overlay or reconstruction. This recommendation is indicated in Table 5, Section II. As shown in Figure 3, over 69% of the City's streets are in Good to Excellent condition. These sections will be targeted for "preventive" maintenance within our Capital Improvement Program (CIP) recommendations (Section VI). The reasoning in doing this is to extend the life cycles of those pavement sections while accruing additional capital funds to aggressively rehabilitate those pavement sections that are below the "minimal level of service". SA$projectlHuntjngton Beacffinal ReportfFinal Report.doc yes tia R003 _�9 City of Huntington Beach Page 5 2002 Citywide Pavement Management Program Final Report- October 16, 2002 Section 1 In order to achieve the most effective and optimum program for the City, certain strategies have been selected and/or analyzed. Below is a listing of the maintenance activities utilized in strategy development. Each activity is representative of the types of work that have .been programmed as part of the long-term maintenance requirements of the City's street network. For, additional detail on the following activities see Section 11, General Repairs — M&R Surface treatments generally utilized as "holding action" solutions to delay the need for pavement structural strengthening. Generally include activities such as crack sealing, deep patching, skin patching and leveling. Slurry Seals This technique involves applying a thin layer of a specially prepared mixture of asphalt emulsion, well-graded fine aggregate, water, and mineral filler. Cape Seals This is an application of a single layer of asphalt binder to a road surface immediately followed by a single layer of cover aggregate (chips). The single layer chip seal is then followed with a slurry seal. Overlays Conventional Overlay- 1.2" Thick AC Overlay, includes crack filling; edge grinding, - Petromat and full-width overlay. Asphalt Rubber(ARAM) Reconstruction Reconstruction of the entire street section to its adopted standard section. SA$ProjectlHuntington BeachTinal ReportlFinat Report.doc Pes �o �o03-4g City of Huntington Beach Page 6 2002 Citywide Pavement Management Program Final Report- October 16, 2002 Section I ANNUAL BUDGET PROJECTIONS The budgeting process was approached with the following in mind: generate a work program for the next severs (7) years based upon actual road pavement conditions in order to: Reduce Maintenance backlog, and maintain/raise the average OCl over a seven-year action forecast Capital Improvement Plan (CIP). Additionally, the City network was projected to indicate what budgets are necessary to maintain an OCI weighted average of 63 (current). Based on current and projected pavement maintenance needs, annual work programs have been prepared and the City's actual budget is summarized below. Table 2 demonstrates the projected citywide seven-year work program (includes residential and arterial programs) by maintenance activity for each year. FY Residential Program Arterial Program Total$ 2003-04 $949,051 $4,402,542 $5,313,194 2004-05 $1,086,887 $3,246,753 $4,333,641 2005-06 $1.191,248 $3,089,473 $4,206,165 2006-07 $1,238,907 $3,043,323 $4,295,764 2007-08 $1,208787 $3,191,740 $4,352,218 2008-09 $1,218,749 $3,113,415 $4,327,692 2009-10 $1,215,443 $3,052 243 $4 353,293 Total $8,109,073 $23,139,489 $31.181,967 Table 2 - Proiected Work Program for All Streets (Actual Budget) Additional detail and breakdown of budget projections is demonstrated in Section II of this report (i.e., Arterial/Collector projections and budgets vs. residential projections). All work program budgets generated are presented in terms of current 2002 dollars. The ENR May 2002 construction index was reference for budget programs. All repair activities were based on distresses observed at the time of the field survey. 5:1$projectlHuntington SeachlFinal ReportlFinal Repart.doc B7& City of Huntington Beach Page T 2002 Citywide Pavement Management Program Final Report— October 16, 2002 Section 1 RECOMMENDATIONS The actual workload requirements identified indicate that the street network is currently in "good" condition. To maintain this condition, it is critical that preventive maintenance, slurry seal and overlay activities are funded at the levels identified in Table 2 and the reports in Section VI to maintain a good network weighted average OCI value. In order to meet these requirements, certain projects have been recommended within the context of this program. The funding requirements presented are generated in the form of individual projects, as outlined in the Action Forecast Reports (Section VI). While the project listings outlined in the Action Forecast Reports are the recommendations as generated by the PMS, final project recommendations should be weighed against the actual approach the City wishes to utilize in scheduling the workloads for contracting purposes. <= Pavement condition may indicate that a particular pavement section needs attention earlier than the rest of the roads in its area due to environmental, structural, or traffic volume situations. As projects are scheduled for overlays or reconstruction (each projected project is generated based upon each sections current OCI, (ex. a section indicating a OCI of 14 will be recommended for a reconstruction), Berryman & Henigar recommends that additional pavement testing or R-value soil sampling be done prior to determining final project requirements. Soil testing can help to specifically define overlay requirements for a given pavement section. These tests will assist in minimizing the costs associated with each project. This practice will backup or negate a specific section to be recommended for a reconstruction. With the network condition reports showing that the City's residential streets are in very good condition, we recommend the City switch its focus to its Primary, Major and Secondary routes. Berryman & Henigar recommends these routes be resurveyed over the course of the next year. This will provide a continuous stream of reliable street condition data available to City staff that will support streets that are recommended for Measure M funding. In addition, Berryman & Henigar recommends that the residential maintenance zone that is scheduled to be maintained on (i.e., slurry seal) in the upcoming fiscal year maintenance zone be resurveyed For example, all streets that have been identified for slung seal maintenance in 2003-04 should be inventoried prior to work efforts. This will allow for survey efforts to pick up critical distress quantities and severities before a Type i or Type 11 Slurry Seal covers distress evidence. All Arterial and Collector routes should be inventoried every year based on the previous submittal of Arterial/Collector data to OCTA. S;$project\Huntington Beach%Final Reporffinal Report.doc BI& t e 5 Flo �M - �'9 City of Huntington Beach Page 1 2002 Citywide Pavement Management Program Final Report-- October 16, 2002 Section H SECTION II PAVEMENT MANAGEMENT SYSTEM CAPITAL IMPROVEMENT PROGRAM Benyman & Henigar performed the following services in accordance with the scope of services that was contracted with the City of Huntington Beach. As a quick overview, the following tasks were performed to complete the work. Task 1: Project Orientation Task 2: Assessment and Improvement of Existing City PMS, CAD, and GIS Files Task 3: Update of PMS— Pavement Condition Survey Task 4: Prepare Network Data Report Develop Recommended Improvement Program (Tasks 5-7) Task 5: Define Repair/Rehabilitation Strategies and Pavement Life Cycles Task 6: Develop Recommended Improvement Program Using Cost Benefit Analysis Task 7: Prepare Executive Summary Final Report Task 8: Staff and Council Presentations Task 9: Training, Provision of Materials and Manuals Task 10: PMP Annual On=Going Support.Services: Task 11: On-Call Services Numerous studies have shown that it is much more cost effective to maintain a pavement segment in good condition over its useful life in comparison to letting it deteriorate to the point that it requires a major overlay or reconstruction, which is shown in sample deterioration curve (Figure 4) below. PAVEMENT LIFE CYCLE STANDARD DETERIORATION CURVE a PCI(Pavement Condition Index) 9 90 ------- -_ -_ �- »---r cuv nrutn------- Go6D - - - 80 ------ ----- ------E-epd-C-kpSeat-3aiWSF -------- FAIR 70 ------ ------ --_- ----------- _ ------ 60 ___ sl y sir --------------— —————overlays 0$ ta ———————-- 50 - ----------------- -------- 40 ------ -------------- .-...----... g wti abrt� Sty61SF------- overtalp 30 ------ -------•-------- ------ ------ -------- 20 ---- - --------_ __ - ----------- _-- _ 'CRY POOR 10 ------- --------- - _ .._....._...w_._.____--- -- ---- Rrn,ntmctlau Rewnsv cdori-S325eoS6.DofSF 0 1 3 5 7 9 11 13 15 17 19 21 23 25 27 PAVEMENT LIFE(YEARS) Figure 4 S:1$projeciftntington BeachTinal Reporffinal Report.doc &7& City of Huntington Beach Page 2 2002 Citywide Pavement Management Program Final Report- October 16, 2002 Section ll Citywide Pavement Management Update 2002 As a part of the 2002 update of the pavement management.system, a major element of work was to complete a comprehensive assessment of the .existing street network within the City. This included assessing the City's. existing dataset, GIS centerline file, street naming conventions and work history information. From there, Berryman & Henigarworked with the City to confirm public and private street listings and began to develop the Compaq RAQ survey form that was to be used in the field. Berryman & Henigar used a team of 5 survey crews to complete F , F a citywide survey of 481 miles. This work effort took =_ approximately 9 weeks to survey, which took place in } Spring/Summer 2002. All data that was collected was taken "`�` � with the use of Berryman & Henigar's Compaq iPAQ a1i4 °1o`oot technology. The data that was collected in the geld was uploaded that evening to Berryman & Henigar's office in Santa " Ana to be populated into the Huntington Beach CarteGraph - - dataset. This allowed our staff to perform quality control the ' Travel it next working day. Also, the survey data that was entered was D also tied to the City's GIS centerline layer which allowed us to k i instantly analyze the Overall Condition Index (OCI's) spatially, Qngtt,:� , also a tremendous quality control tool. All GIS layer <® development was conducted by City staff: . ems s Work history information was provided by the City in the form of _ x completed bid documents, institutional knowledge, previous LEFT Rim PMS dataset, and AutoCAD maps. This information was {GTy'�E entered into the proper pavement segments that match the F-0 limits of those projects. From there, CIP pavement P j P recommendations were performed (discussed and demonstrated below where the pavement maintenance � P information the City provided (PMS material practices, unit ArrDTH o 0 costs, slurry seal maintenance zones, and capital budgets) � were used to generate recommendations through the a PAVEMENTview Plus system. Table 3 demonstrates OCI ranges defaulted within PAVEMENTview Plus. Once a pavement inspection is complete, an OCI is calculated for each pavement section. Each OCI calculated now fails within a defined OCI range category, furthermore, a weighted OCI was calculated for the all streets within the network (weighted average OCI = pavement section OCI * its area / by the total square footage of the network). This information can also be represented through PAVEMENTview Plus to show how much square footage or percentage of area falls within OCI range category. S,1Sproject\Huntington BeachTina!Report\Finai Repor doc H& City of thin tington Beach �e5 Page 3 0 D 3 J y-5 2002 Citywide Pavement Management Program Final Report- October 16, 2002 _ Section H OCI RANGE CONDITION 86 -100 Excellent 71 - 85 Very Good 56- 70 Good (HB 2002 = 63.1) 41 - 55 Fair 26 - 40 Poor 11 - 25 Very Poor 0 - 10 Failed Table 3 - OCI Range The summary of all roads condition data and their representative OCI's can been seen in the Inventory Condition Data Report in Section V. The Orange County Transportation Authority (OCTA) has recommended a Pavement Condition Index Qualitative Scale that includes five (5) pavement quality categories for scheduling pavement maintenance treatments. Table 4 below illustrates the OCTA's recommended guidelines for Arterial OCI ranges. Revised Pavement Quality Threshold Treatment Very Good .86-100 None Proposed Good 75-85 Slurry Seal Fair 60-74 Thin Overlay Poor 41-58 Thick Overlay Ve Poor 0-40 Reconstruction Table 4—OCTA Condition Guidelines for Arterial/Collector Routes Each City within Orange County currently practices varying pavement maintenance treatments from cape seals, rubber overlays and slung seals. The treatments recommended in the above table are used as a guideline for every pavement maintenance that the City of Huntington Beach generates from the PAVEMENTview Plus system. However, the City is still considering seven - (7) pavement quality categories from Excellent to Failed when generating reports. When pavement segments are being considered for Measure M funding, the City's Public Works managers do. consider both pavement quality ranges to develop pavement maintenance recommendations. The OCTA guideline for pavement condition survey found that more than half of all cities collect at least nine common distress categories. These categories include: • Alligator/Fatigue Cracking • Longitudinal/Transverse Cracking • Block Cracking • Edge Cracking • Rutting • Bleeding/Flushing RavelinglW eathering • Patching/Utility Cuts S:tiSprojecilHuntington BeachlFinal ReporllFinal Report.doc $I& 1 es ND d=3_- q City of Huntington Beach Page 4 2002 Citywide Pavement Management Program Final Report- October 16, 2002 Section H The City of Huntington Beach uses CarteGraph's PAVEMENTview Plus for recording pavement information. This system includes nineteen (19) pavement distresses for asphalt concrete. Berryman & Henigar used all 19 distresses for survey purposes. QUALITY CONTROL Our team used the statistical sampling approach for measuring the quality of our field technician's work. In this manner a percentage of the original surveys were re-surveyed by a different crew, supervised by a field supervisor, and the results were compared to the original surveys. The quality control process involved checking the three field crews' work in blind study fashion. This was done to ensure that all field personnel were properly categorizing the distresses and that correct sidewalk quantities were established for all street segments. As the .� project progressed, the PAVEMENTview Plus database was updated on a daily basis and evaluated for missing data. As missing data items were found, field personnel were notified and m the data if available was collected. MAINTENANCE STRATEGY ASSIGNMENTS The OCI is used by the system to schedule each pavement segment for maintenance activities. The PAVEMENTview Plus program recommends a specific maintenance activity based on the OCI and budget constraints. The City was presented with a list of suggested maintenance and rehabilitation strategies and asked to select the activities and unit costs that were appropriate for their purposes. Definitions of each maintenance activity per category are defined as follows: 1. General Repairs_(M&) Surface treatments generally utilized as "holding actions" solutions to delay the need for pavement structural strengthening. Generally include activities such as crack seating, deep patching, skin patching and leveling. 2. Slurry Seals This technique involves applying a thin layer of a specially prepared mixture of asphalt emulsion, well-graded fine aggregate, water, and mineral filler. It is used to provide a surface seal or skid-resistant surface to structurally sound pavement. Slurry seal will fill small cracks (less than 1f8 in. wide). Larger cracks need to be individually treated before application of a slurry seal. The use of slurry seals is best suited to pavements with low to moderate volumes of traffic. 3. Cape Seals This is an application of a single layer of asphalt binder to a road surface immediately followed by a single layer of cover aggregate (chips). The single layer chip seal is then followed with a slurry seal. This gives the thick asphalt cement layer of the chip seal and the smoother riding surface of a slung seal. The slurry seal is a mixture of emulsified asphalt, water, mineral filler, and well-graded fine aggregate. The Cape Seal adds little or no additional strength to the road structure, however it will reduce surface defects and improve skid resistance. Also, there is reduced chip loss with the slurry seal cover. The Cape Seal should provides at least an additional five years of service. The Cape Seal can be used as either a preventive maintenance or major maintenance activity depending on the road classification and condition level at the time of application. SASproiecMurntington SeachTinal Reporffinal Report.doc a00 J T City of Huntington Beach �e Page 5 2002 Citywide Pavement Management Program Final Report- October 16, 2002 Section 11 3. Overlays • 1.2" Thick AC Overlay - Placement of a layer of hot-mixed asphalt concrete (1..2 in thickness) over the. existing pavement surface.. Cold planing is performed prior to the overlay to reduce the total height of asphalt and assure alignment with existing gutter line. This also includes "dig-outs" and crack sealing prior to the application of an overlay. This treatment provides a new wearing surface and increased structural strength.to the pavement section. A conventional overlay should be designed for a twenty-five year life. • ARAM — Rubberized asphalt is a process of incorporating crumb rubber (CRM) with asphalt paving materials. Crumb rubber consists of recycled rubber that has been r; reduced in sizes less than 6.3 mm. Crumb rubber can be incorporated by a wet process or a dry process. Placement of a layer of rubberized hot-mixed asphalt concrete (1.2 inches in thickness) over the existing pavement surface. Rubberized asphalt has several advantages overall a conventional overlay. These include cost, performance, and environmental aspects. Specifically, using crumb rubber modified binders in pavement applications benefit residential 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 slid resistance; decrease noise;and • it provides long-lasting color contrast from marking and striping 4. Reconstruction (Remove and Reconstruct) Removal of the existing pavement section to a prescribed depth, followed by the placement of a conventional flexible pavement section (i.e. aggregate sub-base, aggregate base, and asphalt concrete) or a full depth asphalt section. Each classification of road has a typical design cross-section upon anticipated traffic loading. SASprojecAHuntington BeacMFinal Report\Final Repon.doc ides X/,g )00 3 -,g City of Huntington Beach Page 6 2002 Citywide Pavement Management Program Final Report- October 16, 2002 Section H STRATEGY ASSIGNMENT TABLE Once the appropriate activities from the above listings were selected by the City, a Maintenance Strategy Table was defined within the system that allocated the.appropriate-actions to the specific needs of the street. In defining the maintenance strategy list, emphasis was placed on defining pavement condition thresholds, using the OCI, for the specific maintenance activities within these categories. Strategy Assignment Table All Streets OCI Range Description Unit Cost Varies M&R $3.50/SF Varies Skin Patching $1.50/SF Varies Grinding $0.25/SF 65 - 85 Slurry Seal $0.18/SF 55- 100 Crack Sealing $0.33/1-F 55- 65 AC Overlay(Residential) $0.58/SF Minimal Level of Service 41- 55 AC Rubber Overlay $1.07/SF 21-40 AC Overlay(Arterial) $1.16/SF 0-20 Reconstruction $4.00/SF Table a- Strategy Assignments The Strategy Assignments List, shown in Table 5, was developed to identify the most critical segments in each of the work programs (arterial and residential). Segment priorities were established by determining the range of OCI's requiring first attention based on the relative value of each segment's OCI, thus maximizing the annual maintenance budget. The residential network was approached in a different manner where the focus was placed on the amount of preventive maintenance recommended for each fiscal year. For instance, based on City recommendations and the established slurry seal cycle, slurry seal maintenance used an OCI range of 41 to 85 or greater depending on conditions at the time of application. In doing this maintenance crews are able to apply greater square footage's of slurry seal within a given zone each year. Once the strategy assignments were set within the system, budgets and work assignments were generated for each work program on an annual basis. Using pavement deterioration curves for each type of pavement surface and class of road, both current year and future years work requirements for each pavement segment within the City were determined. In forecasting the maintenance requirements in future years, the current OCI is reduced annually for each Pavement segment based on the PAVEMENTview Plus deterioration curves within your database. Likewise, maintenance activities performed in a given year increase the OCI value as they are applied to the segment. The overall program is dynamic in that each strategy consists of a cyclic series of actions that simulates the pavement anticipated life cycle. S:1$ProjecnH�ntington BeachlFinal ReportWinal Report.doc �,eS A10 d0o3 - 9 City of Huntington Beach Page 7 2002 Citywide Pavement Management Program Final Report- October 16, 2002 Section 11 SEVEN-YEAR ANNUAL WORK PROGRAM PROJECTIONS The goal of these projections is to assist City policy makers in utilizing the recommendations of the PAVEMENTview Plus system. By using the City of Huntington Beach's current budgets and maintenance practices the system will develop "section unique" improvements and strategies. Each segment will be tied to a specific fiscal year. As shown in the.following pages, we have assessed the budgets that have been projected to meet the maintenance and rehabilitations needed to maximize the City's return on investment. In developing an annual expenditure level required to maintain or increase the street network weighted average OCI level, two (2) budget scenarios were studied and focused on: Establishing a proactive 7-year Maintenance & Rehabilitation Program; Developing a preventive maintenance program; and 4 Selecting the most cost effective repairs based on City strategies ACTUAL — The Historical budget was determined by the City based upon previous and current spending levels on a yearly basis for pavement maintenance within the City ($4.35 million). The Actual budget was generated for the City to demonstrate how the current spending levels affect future spending levels and how the network OCI reacts to the budget on a yearly basis. Shown below is the Actual budget that was used in the pavement analysis. Based on City data, a budget of$5.35 million was used in the first fiscal projection. { PROPOSED — Based on the results of the pavement maintenance recommendations generated in the ACTUAL budget, a proposed budget was created to demonstrate what.level of funding it would take to maintain a weighted OCI of 63.1 (current) over the 7-year program. Also, City staff wanted the system to indicate what level of funding it would take to raise the weighted OCI to a level of 65 after seven years. The funding levels needed for each year are shown in the table below. The change in the average OCI for the City's street network was also calculated for each funding strategy as well as the change in the maintenance backlog which are shown in the following pages. SA$proiecAHuntington 8each\F,rai Reporffinal Report.doc Res. No. 2003-49 STATE OF CALIFORNIA ) COUNTY OF ORANGE ) ss: CITY OF HUNTINGTON BEACH ) i, CONNIE BROCKWAY, the duly elected, qualified City Clerk of the City of Huntington Beach, and ex-officio Clerk of the City Council of said City, do hereby certify that the whole number of members of the City Council of the City of Huntington Beach is seven; that the foregoing resolution was passed and adopted by the affirmative vote of at least a majority of all the members of said City Council at a regular meeting thereof held on the 7th day of July, 2003 by the following vote: AYES: Sullivan, Coerper, Green, Boardman, Cook , Houchen, Hardy NOES: None ABSENT: None ABSTAIN: None City Clerk and ex officio Clerk of the City Council of the City of Huntington Beach, California