DRAFT FINAL REPORT
FISCAL YEAR 2019 UPDATE OF CITYWIDE
PAVEMENT MANAGEMENT PROGRAM
(WITH FORECAST MAINTENANCE FOR FY 2020/21 – 2024/25)
Submitted to:
City of Rialto, CA
February 10, 2020
Rev2 2/13/20
February 10, 2020
Mr. Jeffery Schafer, P.E.
Associate Civil Engineer
City of Rialto
335 W. Rialto Avenue
Rialto, CA 92376
Subject: FY 2019 Final Report - Pavement Management Program
Dear Jeff:
As part of the FY 2019 update of the Citywide Pavement Management Program for the City of Rialto, Bucknam Infrastructure Group, Inc. is pleased to submit the Final Report for the Pavement Management Program.
The information contained in this report was used to develop the recommended improvement program for the pavement network. The report covers the following categories:
• Executive Summary, Findings and Recommendations (Section I)
• Pavement Management Program Development and Reporting (Section II)
• Pavement Conditions For Each Segment in the Network (PCI Report – Section III) The Pavement Condition Index report shows the present condition of each street in the pavement network. In addition, the report shows the basic geometry of each street segment.
• Forecasted Maintenance Report (Projected Projects based on those Strategies – Section IV) The Forecasted Maintenance Report projects the street maintenance activities required for the next five years, broken down to show maintenance levels for all streets. The forecast maintenance report included is sorted by functional classification and fiscal year.
a. Recommended Maintenance and Repair Strategies
The recommended maintenance and repair strategies were used to generate the Forecasted Maintenance Report and were based on our winter 2019 inspections.
Additionally, we have assessed and incorporated unit cost and maintenance application practices/types with our strategies.
Our thorough analysis of previous and current Rialto PMP strategies enabled our staff to make proactive recommendations to the City’s pavement CIP. As stated by the City, specific arterial and residential rehabilitation projects are scheduled for design and construction for the next five years.
All comments received from the City have been incorporated in the reports that follow. All of the City’s issues and needs that were brought to our attention are included in the report. It has been a pleasure working with you and the City on updating your Pavement Management Program. We look forward to the continued success of this project and future teamwork with City staff.
Sincerely,
Bucknam Infrastructure Group, Inc.,
Peter J. Bucknam
Project Manager
Infrastructure Management – GIS Services
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Final Report – February 10, 2020
TABLE OF CONTENTS
I. Executive Summary
A. Summary of City’s Pavement Network
B. Current Citywide Conditions
C. Annual Budget Projections
D. Quality Control Efforts
E. Findings and Recommendations
II. Pavement Management System-Capital Improvement Program A. Summary of PMP Project
B. Maintenance / Rehabilitation Strategy Assignment Table C. Annual CIP/M&R Work Program Projections
III. Pavement Condition Index (PCI) Reports
A. PCI Report – Data Definitions
B. Citywide Rialto PCI Map - 2019
C. PCI Report; Sorted by Street Name (A to Z)
D. PCI Report; Sorted by PCI (0-100)
IV. Forecast Maintenance Report
A. Recommended Arterial (2020-2025)
B. Recommended Local (2020-2025)
Appendix A
A. Maintenance / Rehabilitation Strategy Development
B. Condition Distribution Report
C. Calculation of PCI
D. Sample AC/PCC Distress Photos
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Table and Figure Reference Page #
Figure 1 – Pavement Area (by SF) – All Ranks Sec 1-2 Figure 2 – Rialto Historical PCI Trends (2014-2019) Sec 1-4 Figure 3 – PCI Distribution (by Section Mi.) for All Streets Sec 1-4 Figure 4 – Sample Pavement Life Cycle Sec 2-1
Figure 5 – Resulting Network PCI ($34.6 Million /5yr Budget) Sec 2-7 Figure 6 – Resulting Network PCI (Increase PCI Budget) Sec 2-9 Figure 7 – Resulting Network PCI (Maintain Budget) Sec 2-11 Figure 8 – 2019 Rialto PCI Map Sec 3-4
Figure 9 – PCI Calculation Worksheet App A-4
Figure 10 – Arterial/Collector Condition Distribution App A-6 Figure 11 – Local Condition Distribution App A-6
Figure 12 – Alley Condition Distribution App A-7
Figure 12 – Sample Distress Photos – Recommended Treatment App A-8
Table 1 – Historical Rialto Weighted PCI Tracking (2014-2019) Sec 1-3 Table 2 – PCI Range Distribution by Segment Sec 1-4 Table 3 – Citywide Projection Utilizing $34.6 Million / 5Yr Budget Sec 1-6 Table 4 – Necessary Annual Funding to Increase PCI to 80 Sec 1-7 Table 5 – Necessary Annual Funding to Maintain PCI at 74 Sec 1-7 Table 6 – PCI Range Sec 2-2
Table 7 – Maintenance / Rehabilitation Strategy Assignment Table Sec 2-3 Table 8 – Citywide Projection Utilizing $34.6 Million / 5Yr Budget Sec 2-6 Table 9 – Necessary Annual Funding to Increase PCI to 80 Sec 2-8 Table 10 – Necessary Annual Funding to Maintain PCI at 74 Sec 2-10
Acronym Listing
American Society for Testing and Materials (ASTM)
Army Corps of Engineers (ACOE)
Asphalt Concrete (AC)
Asphalt Rubber Hot Mix (ARHM)
Average Daily Traffic (ADT)
Capital Improvement Program (CIP)
Geographic Information System (GIS)
Government Accounting Standards Board Statement 34 (GASB 34) Ground Penetrating Radar (GPR)
Maintenance and Repair (M&R)
Pavement Condition Index (PCI)
Pavement Management Program (PMP)
Portland Cement Concrete (PCC)
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SECTION I
EXECUTIVE SUMMARY
2019 UPDATE OF PAVEMENT MANAGEMENT PROGRAM
This report reflects the continued dedication and proactive management of the City’s Pavement Management Program (PMP); the last major update to the City’s PMP was performed in 2013. As the City of Rialto continues to show limited growth with its population, demographics, infrastructure and maintenance needs, the street network has been running parallel as the system matures and capital street projects widen streets. Today, the C ity is currently using the Metropolitan Transportation Commission PMP software, StreetSaver, to manage the street network. This system is essential in that it assists Rialto staff in capturing funding for its arterial street system as well as cost-effectively manages the local network through proactive maintenance and scheduling. Under this project, the City has incorporated the development of a unique Pavement Management – GIS layer that will assist the City in spatially analyzing pavement conditions and other attribute information that resides in the StreetSaver database.
One of the key purposes of the PMP is to identify the greatest return on Rialto investments by combining pavement field condition data with annual budget allocations. T he StreetSaver computer model ing forecasts street conditions based on short-term and long-term budget scenarios (typically 5-years). This develops a potential roster of projects for the City to consider as well as demonstrates resulting return- on-investments (ROI’s) . The new PMP document incorporates a project forecasting methodology developed by Bucknam and Rialto staff which utilizes the City’s planned budgets for pavement maintenance and rehabilitation projects. This methodology included:
• Follow PMP recommendations;
• Group segments to improve complete street corridors (avoid piecemeal rehabilitation); • Give priority to streets with higher traffic volume and/or important corridors in the City; • Address condition of Local streets where slurry seal alone is not sufficient; • Address streets with high maintenance requests (potholes); • Prioritize improvement that involves partnership with neighboring cities/entities; • Prioritize improvement of grant opportunities; and
• Prioritize streets impacting the City ATP priority of Bike facilities
By annually using the PMP as one of its primary budgetary planning tools, Rialto staff has been successful in achieving measurable improvements in the condition of the City’s network of streets. The continuously upward-trend in pavement condition has certainly been the result of not only an ongoing commitment by the City Council in providing the necessary funding for Pavement Management within the City’s annual budgets but also proper selection by staff.
The Rialto PMP has been updated 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 service and performance on a network scale . In turn, this will optimize the expenditure of limited fiscal resources. The FY 2019 project consisted of inspecting over 280 miles of streets as well as assisting in updating the City’s Pavement 5-Year Capital Improvement Program (CIP). The updated PMP report has identified recommendations and deficiencies in the current operating and maintenance efforts put forth by the City. Specifically, the program provides administrators and maintenance personnel with:
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• the present condition status of the pavement network ( all streets), as a whole and of any grouping or individual component within the City (arterial, collector, etc.); • a ranked list of all streets, or segments of streets, by condition within the network; • rehabilitation/maintenance needs of each street segment by year; • 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 curren t and the following five (5) years;
• prediction of the future performance of the City’s pavement network and each individual street section;
• updated PMS data to assist the City with Government Accounting Standards Board Statement (GASB 34) compliance; and
• pavement condition data and analysis presented in ArcGIS and within the City’s GIS Enterprise
Pavement is a dynamic structure where deterioration is constantly occurring; thus the pavement management system needs to be updated on a regula r basis to reflect these changes in pavement conditions, pavement maintenance histories, and maintenance strategies based upon budgetary constraints. In our approach to develop the City’s forecasted maintenance recommendations we worked with Rialto staff in identifying unit costs for all maintenance practices used on an annual basis. Currently, based upon the City’s maintenance practices and their associated unit costs, the total replacement value of the Rialto pavement network is $ 467,176,100. This value clearly indicates that the City’s pavement network is the most valuable and essential asset to Rialto. The City’s use of slurry /cape seal, ARHM Overlay and reconstruction practices are typically applied at a five year, ten year and 25 year frequency respectively. These frequencies are typical but the City may see increases in deterioration rates due to environmental, load and high average daily traffic (ADT) volumes. For example, high ADT volumes along one of Rialto’s arterial streets will increase deterioration rates for a previously applied AC Overlay compared to a small local street. These deterioration rates are monitored through frequent inspections and functional class deterioration analysis within the City’s PMP database.
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 five (5) years.
SUMMARY OF CITY’S PAVEMENT NETWORK
The City of Rialto is responsible for maintaining
approximately 1,888 pavement segments within
its jurisdiction ( 58,527,366 square feet of
pavement); there are approximately 280.1 section
miles of streets within the network (these totals
include alley sections ). The Arterial / Collector
network consists of 29,139,809 SF of pavement
Figure 1
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totaling in 109.8 section miles. The Residential network consists of 28,492,262 SF of pavement totaling in 161.9 section miles. The Alley network accounts for 8.4 miles and 895,295 SF.
The City’s pavement network is broken down into manageable groups that have similar characteristics, such as pavement rank, surface type and logical segmentation. Pavement segments are identified by their branch and section numbers. Pavement “branches” that have a common usage, such as Baseline Rd., defines a “branch” within StreetSaver. Pavement “sections” are pavement segments within a designated branch that has 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 section Pavement Condition Index (PCI) which includes distress type, distress extents and severities.
The PCI is a condition rating that ranges from 100 (a new pavement section or recently overlaid or reconstructed) to 0 for a section that has structurally failed and deter iorated dramatically. Weighted average PCI = pavement section PCI * its area / by the total square footage of the specific network or pavement area. Table 1 summarizes the conditions found within the Rialto network.
The weighted average PCI for the City’s Arterial / Collector network is 75.3 (67.7 in 2013)
The weighted average PCI for the City’s Local network is 73.3 (68.0 in 2013)
The weighted average PCI for the City’s Overall network (excluding alleys) is 74.3 (66.8 in 2013)
The weighted average PCI for the City’s Overall network (including alleys is 73.9 (67.3 in 2013)
The weighted average PCI for The City’s Alley network is 51.5 (33.0 in 2013)
CURRENT CITYWIDE CONDITIONS
The overall condition of the City’s network is “ Fair” with a weighted average PCI of 74.3 based on the conditions and surface areas found within each segment; this calculation does not include alley sections.
With alleys included, the citywide PCI is 73.9. Based upon these findings, comparing the PCI conditions reported to the City in the 2013, the City’s PCI rating has increased from 67.3 to 73.9; this is a 10% conditional increase. Shown below is a historical performance track of Rialto’s weighted PCI’s.
Table 1 – Historical Rialto Weighted PCI Tracking (2013-2019)
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The distribution of the City’s overall pavement network is shown in Appendix A, page 5 of this report (Condition Distribution).
Table 2 – PCI Range Distribution by Segment
The condition ranges shown above
are defined by the ASTM D6433-18
“Standard Practice for Roads and
Parking Lots Pavement Condition
Index Surveys”. A network is
considered to be “in preventive
condition status” when 55% to
60% of the network falls within the
Very Good to Good condition
categories. Rialto’s network
currently shows 57.2% of its
sections within these PCI ranges.
Figure 3 – PCI Distribution (by Section Mi.) for All Streets Figure 2
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In order to sustain t hese conditions the proper amounts of overlay rehabilitation and slurry seal maintenance needs to be budgeted for and performed across all areas of the pavement network over the next five years.
As shown in Table 2, over 68.6% of the City’s network falls within the good, fair and poor condition categories based on PCI, highlighting the need for proper funding and implementation of proactive overlay rehabilitation projects. More overlay rehabilitation activity will increase the City’s overall weighted PCI while reducing deferred maintenance costs in future fiscal years. Overlay projects applied to appropriate, qualifying segments is necessary to maintain the City’s network at a preventative condition status as described above.
• Regarding the Local network the overall PCI has increased by 8% since 2013.
Detailed conditional analysis combined with maintenance recommendations by PCI (based on Appendix A, pages 2 – 3) show that 61% (98.1 miles) of the local pavement network requires slurry / cape seal maintenance activity while 24% (38.3 miles) requires overlay rehabilitation of full reconstruction. We highly recommend that the City continues to utilize its neighborhood/zone approach where projects are schedule in large groupings in order to save on costs for PS&E, construction logistics and management.
o With the high amount of local sections needing M&R the City should proactively appropriate more funding to the local street network in order to increase the overall condition of the locals. Due to the size of the Local network and its age it will continue to be a major contributor to the high amount of deferred M&R unless additional pavement funding is appropriated.
• Regarding the Arterial network, over the past several years the overall PCI has increased almost 11%. This is due to the considerable amount of arterial CIP overlay projects that have been applied to the network since 2014. However, with the overall PCI still in the mid 70’s, proactive planning and application of new overlay projects needs to continue on the arterial network for the next five plus years.
o Arterial / Collector data show that 35% ( 38.1 miles) of the pavement network requires slurry seal maintenance activity while 28% (30.8 miles) requires overlay rehabilitation or full reconstruction
• With the supplement of SB1/ RMRA, Gas Tax Prop. 42, and Measure I monies coming to the City this fiscal year additional projects can now be scheduled and expedited.
Overall, these findings are positive in that the amount of preventative maintenance /rehabilitation revenues to mainta in the network is not overbearing or detrimental to the system as a whole. Cost efficient preventative maintenance with the combination of increased overlay funding should be the City of Rialto Page 6
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focus of the PMP for the next several years.
As large overlay and rehabilitation projects are considered for funding, the City should also consider using sub-surface data such as coring data, R-Values, structural design, distress severities and extents as parameters for determining whether a pavement section that lies within the Fair to Very Poor condition range should be overlaid or reconstructed.
Bucknam developed a multi -year Capital Imp rovement Program for the City based on the pavement records, yearly capital expenditures and the most recent FY 2019 inspections. We worked closely with the City in determining a proactive maintenance CIP; this included a detailed review of available CIP, State, County and maintenance funding, local unit cost for M&R and neighborhood/zone scheduling.
ANNUAL BUDGET PROJECTIONS
The budgeting process was approached with the following in mind; generate three unique work programs for the next five (5) years based upon actual road pavement conditions in order to:
1. Demonstrate how the “actual” citywide pavement budget ($34,600,000/5yr) performs against the 2019 conditions
2. Demonstrate a proactive annual budget that “increases” the weighted PCI to 80 after five years
3. Identify the required annual citywide budget to “maintain” at the 2019 PCI level of 74 after five years
Based on pavement maintenance needs, three (3) annual work programs have been prepared and summarized below. Table 3 demonstrates the how conditions react to the City’s annual pavement funding budget ($34,600,000/yr); Table 4 demonstrates the necessary funding to “increase” the weighted PCI to 80; Table 5 demonstrates the required budget that is needed to maintain the citywide weighted average PCI at a level of 74 after five years (each scenario addresses arterial and local streets ). The revenues shown below include construction cost, plus costs for Engineering Design/A dministration, Construction Management & Inspection and City overhead (unit costs were provided by City staff).
Table 3 – Citywide Projection Utilizing $34.6 Million / 5Yr Budget
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Table 4 – Necessary Annual Funding to Increase PCI to 80
Table 5 – Necessary Annual Funding to Maintain PCI at 74
Additional detail and breakdown of budget projections are demonstrated in Section IV of this report.
All work program budgets generated are presented in terms of 2019 dollars. 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 City of Rialto street network.
QUALITY CONTROL EFFORTS
Quality control efforts begin at the notice -to-proceed; this involved full assessment of the previous MicroPAVER database (provided by the City) as well as available GIS data associated with the Rialto street network. A full analysis of street classification was performed and specific street classifications edits were made. The City indicated that all neighboring streets shared with neighboring local agencies should be reflected in our reporting.
Bucknam created 117 new section s to the network based upon new constructi on, annexed areas, corrections to the previous database and through field inspections.
Small corrections to section SF’s and splitting of sections were performed to account for street improvements, new streets / tract developments. Alley measurements were either confirmed or updated based upon our 2019 inspections.
As indicated in our scope of work, we performed numerous quality control checks in the field during survey efforts as well as specific site investigations requested by the City. Field check efforts were performed at the end of each week of survey as well as a final effort once all required inspections were complete. 10% of the pavement inspection set was resurveyed by a second team to ensure the quantities and distress types were collected properly (approx. 28 miles).
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FINDINGS AND RECOMMENDATIONS
Arterials / Collectors
The actual workload requirements identified indicate that the Arterial / Collector network is currently in “Good” condition. To maintain this condition, it is critical that preventive maintenance and overlay activities are funded at the levels identified in Table 5 to maintain a “good” network weighted average PCI value.
Our arterial/collector findings for cond itional data and recommendations for revenue expenditures are shown below:
• The Arterial/Collector network has a weighted PCI of 75.3;
• 35% of the arterial network (approx. 38.1 miles) qualify for overlay/reconstruction maintenance; while 28% (approx. 30.8 miles) qualify for slurry seal;
• Currently, the identified citywide $42.5 million of deferred slurry, overlay and reconstruction M&R on the Rialto network consists of 21% preventative maintenance and 79% rehabilitation / reconstruction.
• Develop a proactive fiscal and planned approach to identify future arterial overlay projects based on the deterioration modeling within StreetSaver;
• Appropriate the necessary arterial revenues at the levels shown within the Section IV Forecasted Maintenance Report for a minimum of five years to generate the results identified within this report;
• Reassess/re-evaluate the arterial rehabilitation budget program every two years to improve on CIP forecasts for 2020-21 and beyond to ensure the results shown in Table 4;
• Perform pavement inspections on the arterial network every two years in order to proactively track pavement deterioration rates and to improve upon the planning modes shown within this report;
• Demonstrated budget shown in Table 4 is ample improve the Arterial weighted PCI of 75.3 after five years, however, the citywide deferred backlog increases from a level of $42.5 million to $21.3 million after five years; and
• Bucknam recommends that the City proact ively budget pavement maintenance at the levels shown in Table 4 in order to improve upon the conditions found today as well as decrease the amount of citywide deferred maintenance that resides on the network;
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Locals
The actual workload requirements identified indicate that the Local network is currently in “ Fair” condition. To improve upon this condition, it is critical that preventive maintenance and conventional overlay activities are funded at the levels above those identified in Table 4 and the reports in Section IV.
Our Local findings for conditional data and recommendations for revenue expenditures are shown below:
• The Local network has a weighted PCI of 73.3;
• 61% of the Local network (approx. 98.1 miles) qualify for overlay/reconstruction maintenance; while 24% (approx. 38.3 miles) qualify for slurry seal/cape seal;
• Currently, the identified citywide $42.5 million of deferred slurry, cape, overlay and reconstruction M&R on the Rialto network consists of 21% preventative maintenance and 79% rehabilitation / reconstruction.
• Demonstrated budget shown in Table 3 is not ample to maintain or improve the Local we ighted PCI; proactive funding needs to be implemented to see these results;
• Follow the proactive Local preventive slurry/cape and overlay fiscal plan approach shown in the Section IV reporting;
• Reassess/re-evaluate the Local rehabilitation budget program every two years to improve on Section IV budget forecasts for 2020-21 and beyond to ensure the results shown in Table 4;
• Perform pavement inspections on one-third of the Local network each year to build upon the solid planning models within StreetSaver to track PCI deterioration;
• Demonstrated budget shown in Table 3 is ample improve the Local weighted PCI of 73.3 after five years, furthermore, the citywide deferred backlog decreases from a level of $42.5 million to $26.5 million after five years; and
• Demonstrated budget shown in Table 4 proactively improves the Local weighted PCI of 73.3 after five years and the citywide deferred backlog decreases from a level of $ 42.5 million to $ 21.3 million after five years;
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SECTION II
PAVEMENT MANAGEMENT PROGRAM / CAPITAL IMPROVEMENT PROGRAM
Bucknam performed the following services in accordance with the scope of services that was contracted with the City of Rialto.
Numerous studies from the United States Army Corps of Engineers and APWA 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.
Figure 4 – Sample Pavement Life Cycle
Each $1.00 spent on maintenance within the “Good” range will cost $ 6.00 to $8.00 for reconstruction if maintenance is deferred.
Citywide Pavement Management Update 2019
As a part of the 2019 update of the pavement management program, a major element of work was to complete a comprehensive assessment of the existing street network and PMS database within the City.
This included assessing the City’s 2013 MicroPAVER dataset, GIS centerline file, street naming conventions, functional classifications and work history information. From there, Bucknam worked with the City to confirm public and private street listings which set the foundation for accurate CIP reporting.
Work history information was provided by the City in the form of completed bid documents, institutional knowledge, previous spreadsheet files , and GIS maps. This information was entered into the proper pavement segments that match the limits of those projects. Our staff converted the previous MicroPAVER PMP and developed the City’s new PMP with StreetSaver; all previous and critical pavement data was converted from the past system.
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Table 6 demonstrates PCI ranges and condition terms de faulted within StreetSaver. Once a pavement inspection is complete, a PCI is calculated for each pavement section. Each PCI calculated now falls within a defined PCI range category, furthermore, a weighted PCI was calculated for all the streets within the network (weighted average PCI = pa vement section PCI * its area / by the total square footage of the network). This information can also be represented through StreetSaver to show how much square footage or percentage of area falls within PCI range category.
PCI RANGE CONDITION
86-100 Very Good
75-85 Good
60-74 Fair (Rialto Network 2019 = 73.9)
41-59 Poor
0-40 Very Poor
Table 6 - PCI Range
From there, CIP pavement recommendations were performed (discussed and demonstrated below) where the pavement maintenance information the City provided (PMP material practices, unit costs and capital budgets) were used to generate recommendations through the StreetSaver system.
The summary of all roads condition data and their representative PCI's can been seen i n the Pavement Condition Report in Section III.
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MAINTENANCE / REHABILITATION STRATEGY ASSIGNMENT TABLE
Once the appropriate activities from the above listings were selected by the City, a Maintenance / Rehabilitation Strategy Table was defined within StreetSaver that assigned the appropriate actions to the specific repair needs of the street. In defining t hese strategies, emphasis was placed on defining pavement co ndition thresholds and using the P CI for the specific maintenance activities within these categories.
Maintenance / Rehabilitation Strategy Assignment Table
Table 7 – Maintenance / Rehabilitation Strategy Assignments
The M&R Strategy Assignments List, shown in Table 7, was developed to identify the most critical segments in each of the work programs (Arterial/Collector and Local). Segment priorities were established by determining the range of PCI's requiring first attention based on the relative value of each segment’s PCI, thus maximizing the annual maintenance budget. Also, distress quantity, area extent, type and severity were critical elements in the decision proce ss for recommending maintenance. A 15% contingency was placed on each unique maintenance unit cost in order to account for the administration efforts performed by City staff during design and project construction; additionally, a 3% unit cost inflation factor was applied across the term of the CIP.
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 PCI value is reduced annually for each pavement segment based on the StreetSaver deterioration curves within the City’s database.
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Likewise, maintenance activities performed in a given year increase the PCI value as they are applied to the segment. The overall program is dynamic in that each strateg y consists of a cyclic series of actions that simulates the pavement anticipated life cycle.
ANNUAL CIP/M&R WORK PROGRAM PROJECTIONS
The goal of these projections is to assist City policy makers in utilizing the recommendations of the StreetSaver system. By using the City of Rialto 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. The budget forecasting goal for the network focused on:
❖ Establishing a proactive multi-year Maintenance & Rehabilitation Program; ❖ Developing a preventive maintenance program; and
❖ Selecting the most cost effective repairs based on City strategies
ACTUAL – The annual actual budget was determined by the City based upon previous, current and future planned projects, grant allocations and projected spending levels. By applying the five-year Actual budget allocation we can identify how the current conditions determine future budget needs and how the network PCI reacts to the budget on a yearly basis.
INCREASE PCI BUDGET – An “increase” budget was generated for the City to demonstrate the necessary annual funding required to increase the weighted PCI level to a level of 80 after five years.
MAINTAIN BUDGET – A “maintain” budget was generated for the City to demonstrate the necessary annual funding required to maintain the weighted PCI level at 74 after five years.
*All multi-year budget projections include a 3% inflation rate for the term of the budget forecast.
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ACTUAL BUDGET
(Citywide 5-yr Projection)
The annual projected revenues shown below only account for the cost of pavement maintenance and rehabilitation activities. A 15% contingency was applied to the Arterial / Collector and Local pavement unit costs. These project unit cost contingencies typically include:
• Crack sealing;
• Localized R&R;
• Curb ramp improvements;
• Curb & gutter, sidewalk improvements;
• Traffic striping and pavement markings; and
• Loop detector installations
The following FY 2020-2024 budget forecast revenues were based on the operational criteria:
• FY 2020-2024 Overlay Program:
o Gas Tax $1,000,000/yr
o Measure I $800,000/yr
o State RMRA $1,800,000/yr
$3,400,000/yr ($14,000,000/5yr)
• FY 2020-2024 Slurry Seal Program:
o Gas Tax $200,000/yr
o Measure I $100,000/yr
o Waste & Environmental $1,200,000/yr
$1,500,000/yr ($7,500,000/5yr)
• FY 2020-2024 Crack Seal Program:
o Gas Tax $300,000/yr
$300,000/yr ($1,500,000/5yr)
• FY 2020-2024 Total Annual Program: $4,600,000/yr
$23,000,000/5yr
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ACTUAL ($ 34,600,000/5YR) – The first key step in developing a proactive PMP is to model the City’s existing conditions against an “actual” annual budget. In doing this, PCI performance, deferred maintenance and pavement application uses are able to benchmarked and demonstrated in a positive or negative result. Bucknam utilized the City’s $ 34.6 Million/5yr budget to establish a benchmark scenario for pavement funding; the City provided Bucknam with 2019 unit costs for pavement maintenance
$34,600,000/YR BUDGET PROGRAM (FIVE-YEAR MODEL)
This budget p rogram incorporates pavement sections that have a functional class of Arterial (A, C) and Local (R). Additionally, the FY 2020 Riverside Ave grant project is also considered within this model.
Table 8 – Citywide Projection Utilizing $34.6 Million / 5Yr Budget
By modeling the existing pavement conditions against $34.6 Million / 5yr funding, we have found that one major positive and one negative results occur over the five year CIP. (See Figure 5 below). First, the weighted PCI for the entire network increases from a level of 73.9 to a level of 78.5 over the five year CIP.
Additionally, the resulting deferred maintenance backlog decreases from $42.5 million to $26.5 million after the five years program which indicates that a five year $34,600,000 pavement budget is viable in the long-term modeling. It is proactive and properly funded in the first two years of the program, but in the long-term, the network PCI will level out and eventually decreasing after FY 2024-25. Limited funding in fiscal years 2021-22 and beyond does not allow necessary overlay projects to be completed on the arterial, collector, and local networks in a timely manner ; if the City continues to fund rehabilitation and preventative maintenance at these levels, high deferred maintenance costs will continue to be a very difficult problem to solve.
Within the calculated citywide deferred maintenance 21% of the costs are for slurry, cape and stop gap maintenance and 79% for grind/overlay and reconstruction.
As shown, this projection model does not meet the initial goal of decreasing the large amounts of citywide overlay rehabilitation projects after five years. In order for these scenarios to produce this desired result proactive and increased annual funding is necessary after fiscal year 2021. O n a biennial basis, t he City should monitor the management of appropriated revenues and overlay deferred maintenance. The potential delay in projects and their resulting buildup of more overlay work in the five-year time frame is not a debt service that City will want to accept.
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Through Bucknam’s analysis of the previous pavement database, work history dates and our experience with AC Overlay deterioration rates, it is important to point out that pavement sections that were overlaid in the mid-part of the 2000’s (FY’s 2005 -2007) will need proper overlay rehabilitation approximately around fiscal year 2021-22 and beyond.
Figure 5 – Resulting Network PCI ($34.6 Million/5yr Budget)
The resulting “first-year” drop in deferred maintenance, shown above, demonstrates how applying sufficient capital funds to the network allows the City’s overlay deferred maintenance to decrease by approx. 42%, however, years 2 through 5 see a slight 8% increase which is not conducive to a long -term successful PMP . Additionally, even with the limited budget, the City should continue to implement localized stop gap maintenance (i.e. R&R deep patching, leveling courses, crack sealing, etc.) prior to any major slurry seal, cape seal maintenance and/or overlay rehabilitation. By performing stop gap measures to individual pavement sections the overall performance of a sections condition will improve over time and will create a longer life-cycle than if no preventive maintenance was performed.
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DEFERRED MAINTENANCE
Delaying repairs on streets where pavement condition indicates a need creates deferred maintenance.
Deferred maintenance includes pavement maintenance / rehabilitation that is needed across the entire network, but cannot be performed due to the lack of available funding and is pushed to the next budget cycle. The actual repairs that are being deferred are often referred to as a “backlog”.
As maintenance is deferred, the opportunity to apply life extending preventive pavement applications is lost and the ultimate cost of reh abilitation multiples. Currently, the identified $ 42.5 million of deferred slurry, cape, overlay and reconstruction M&R on the Rialto network consists of 21% preventative maintenance and 79% rehabilitation / reconstruction.
INCREASE PCI PROGRAM (FIVE YEAR MODEL)
With the City striving to show proactive maintenance across all City pavements, a budget program was generated to show the greatest return on investment through the application of slurry seal, cape seal, grind & overlay and alternative ARHM overlay rehabilitation. Our goal under this model is to increase the network weighted PCI to 80 after five years. This model will demonstrate the necessary annual funding to achieve this goal.
Again, we used the “$ 34.6 Million/yr” 5-yr PMP model (shown above) as a benchmark for our modeling within the “Increase PCI” program. Combining the previous reporting model with a realistic and achievable annual budget, we found positive results.
The “Increase PCI” program incorporates pavement sections that have a functional class of Arterial (A, C) and Local (R). Additionally, FY 2020 the Riverside Ave grant project is also considered within this model.
Table 9 – Necessary Annual Funding to Increase PCI to 80
Referring to Table 9, it is noted that the weighted PCI increases proactively through the five -year projection ( 73.9 to 80.2). Additionally, the annual deferred maintenance total slightly increases from $42.5 million to $21.3 million at the end of the five-years. If the City utilizes an average annual budget of $7,663,100/yr for slurry maintenance and overlay / reconstruction rehabilitation as shown above, the City will be able to “increase” the conditions and will see a “proactive reduction” in the amount of deferred
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maintenance (majority is overlay rehabilitation/reconstruction). If this model was extended to a 10 -yr projection we would see a lowering in the overall deferred maintenance (approx. $15 million by FY 2029).
We recommend that a stronger focus be placed on the Local network improvements due to the simple fact that the Local network currently has lower overall conditions compared to the arterials. We still recommend consistent annual maintenance/rehabilitation to the arterial network, i.e. localized patching, ARHM through the use of awarded SB1, RMRA, and Measure I funds. But again, with the Local network showing a higher degree of negative results, a renewed focus for neighborhood area maintenance and proactive overlays should be implemented.
Figure 6 – Resulting Network PCI (Increase PCI Budget)
The Local maintenance model that has been developed under the “Increase PCI” budget can be used as a benchmark to monitor the City’s annual budget allocations as the network continues to mature and age; the proper amount of funding for overlay rehabilitation needs to be the City’s highest priority (these recommendations are shown within the Section IV Forecast Maintenance Report).
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MAINTAIN PROGRAM (FIVE YEAR MODEL)
With the previous two maintenance strategies shown above we have demonstrated how the City’s projected “Actual” budget performs and what level of funding is necessary to “Inc rease the PCI to 80”.
Our goal under this model is to maintain the 2019 weighted PCI of 74 through a five-year program. This model will demonstrate the necessary funding to achieve this goal.
We used the two previous models (shown above) as the basis for our modeling within the “maintain” program. The “Maintain” program incorporates pavement sections that have a functional class of Arterial (A, C) and Local (R).
Table 10 – Necessary Annual Funding to Maintain PCI at 74
Referring to Table 10, it is noted that the weighted PCI maintains itself through the five-year projection (73.9 to 74.1). However, the annual deferred maintenance total increases from $42.5 million to $ 47.1 million at the end of the five -years. If the City utilizes an average annual budget of $ 5,134,400/yr for slurry, overlay, and reconstruction M&R as shown above, th e City will be able to “hold” the conditions and will continue to see a moderate increase in the amount of deferred maintenance (majority is overlay rehabilitation).
Once the City has performed the recommended pavement rehabilitation projects for FY 2020 through 2023; the City should consider improving upon the Local cape seal/slurry maintenance “neighborhood” strategy for several reasons. First, preventive maintenance applications applied five plus (5+) years after rehabilitation, like those mentioned above, will help to sustain high levels of condition while reducing annual expenditures. Secondly, w ith a citywide maintenance neighborhood methodology established, four beneficial impacts occur:
1) Planned / Maintenance areas are addressed through a multi -yr maintenance cycle which creates a dedicated project schedule for City staff and constituent inquiries; 2) Deferred overlay rehabilitation can be addressed in a more effective manner due to accrued savings of revenues (reduced construction logistical costs, volume-based costs, etc.) 3) A preven tive maintenance strategy is more cost -effective in a long -term PMP rather than implementing a maintenance approach that addresses only the “worst-first” streets. 4) All maintenance alternatives are available due to the increased funding and focused maintenance per year.
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Figure 7 – Resulting Network PCI (Maintain Budget)
Again, it is recommended that the City continue to monitor the deterioration rates for the applications of Grind & Overlay, Cape Seal and Type II slurry seal to ensure the City is generating the greatest return-on- investment and extend life -cycles; this should be done through frequent inspections and deterioration studies.
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PAVEMENT MANAGEMENT PROGRAM REPORTS
In addition to the annual budget scenario, this report contains a comprehensive and complementary assemblage of pavement management reports ranging from summary reports to annual maintenance and rehabilitation schedules (Forecasted Maintenance Report, Section IV). Collectively as well as individually, the reports represent reasonable projections of pavement maintenance needs and performance based on visual condition assessments, unit cost estimates, and pavement deterioration models.
It is important to note that pavement segment dimensio ns and surface area (recorded during 2000-06 inspections), along with the action and repair costs, as presented within reports are accurate within tolerable limits. This is noteworthy due to the "implied" accuracy of reporting length and width to the nearest foot, true section area to the nearest square foot, a nd action and repair unit costs and project estimates to the nearest penny and dollar, respectively.
Network street maps have been included to represent several thematic categories:
• 2019 Citywide Pavement Condition Index (PCI) map;
NEXT STEPS
As with an y infrastructure management software program, time investments need to be made by key Rialto staff to maintain the integrity of the data as well as its accuracy. This will be key to future staff management of the pavement program and reporting. City personnel need to maintain their commitment to the preventive maintenance system, while working toward reducing the City's present backlog of rehabilitation projects.
In order to ensure that report outputs are accurate and credible, it is essential that the integrity of all data files be maintained. This will require performing all necessary updates when changes are made to scheduling scenarios, unit cost information, historical data, etc. In addition, the entire pavement network will have to be re-inventoried at regular intervals. This will not only allow work to be scheduled based on the most current condition data available, but will provide City personnel with a means to monitor actual rates of pavement deterioration so appropriate modifications can be made to the system curves.
Bucknam will be supporting the City with staff level support to assist in the continuous updates with the StreetSaver system. This will include work history updates, generating reports from the system, unit cost updates, and future inspections.
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SECTION III
CITYWIDE
PAVEMENT CONDITION INDEX (PCI) REPORT
A. PCI Report – Data Definitions
B. Citywide Rialto PCI Map - 2019
C. PCI Report; Sorted by Street Name (A to Z)
D. PCI Report; Sorted by PCI (0-100)
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PAVEMENT CONDITION INDEX REPORT
Listed alphabetically by street name or PCI, this report provides the City with a listing of pertinent inventory and pavement condition data for each inventory unit within the City's pavement network. The Pavement Condition Index (P CI) Report notes the names, limits, classification, dimension, surface type, and lane configuration of each inventory unit. Detailed descriptions of the information appearing on this report are presented below:
BRANCH NAME - The name of each inventory unit appears in this column. Generally, the inventory unit name is taken directly from a street sign; however, where no street signs are posted, the name appearing on the network map is noted instead. A sample set of street name suffix abbreviation definitions is presented below:
AV - Avenue CT - Court CIR - Circle BLVD - Boulevard DR - Drive LN - Lane RD - Road HWY – Highway ST - Street WY - Way EB - East Bound F - Frontage NB - North Bound SB - South Bound WB - West Bound TER – Terrace PL - Place
FROM - A description of the beginning limit of each inventory unit appears in this column. If the beginning limit exists between intersections, then the beginnin g limit description may be an address, post mile marker, or a distance from a known point of reference (e.g., "500' N/MAIN ST").
TO - A description of the ending limit of each inventory unit appears in this column. Like BEGIN limit, the END limit descri ption may consist of a street name, an address, or a distance from a known point of reference. In the case of cul-de-sacs, or dead-ends, the END limit consists of an address, or a directional reference, such as "NORTH END," when no address is available.
RANK - The codes for the four (4) functional classifications as the inventory unit appears in this column , are represented below. Basically, units are classified according to traffic volume.
CODE DESCRIPTION
A Major Arterial
C Collector
R Residential
O Alley
SURFACE - A code was assigned to each inventory unit to describe surface type.
CODE DESCRIPTION
AC Asphalt Concrete
AAC Asphalt Concrete over Asphalt Concrete (work history event) PCC Concrete
LENGTH - The length of the section within each branch.
UNITS - The unit of measurement for the section length, typically linear feet (LF).
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AREA - The area of each section within a branch.
UNITS - The unit of measurement for the section area, typically square feet (SF).
PCI - Pavement Condition Indices were calculated for inventory units based on severity and extent of distress manifestations observed within the inventory unit. Ranging between 0 and 100, a PCI of "100" corresponds to a pavement at the beginning of its life cycle, while a PCI of "0" corresponds to a badly deteriorated pavement which is at or near the end of its life cycle.
PCI CLIMATE, LOAD AND OTHER – reflects “Section Extrapolated Distress”; these values are shown within our PCI spreadsheet reports. Distresses are aggregated based on the type, extent and severity level. For random samples, distress quantities are adjusted to reflect the extrapolated value based on the sections total area. Extrapolated distress deducts are classified as resulting from Climate, Load and Other distresses. The Distress Classification portion shows the “percent” of extrapolated distress deduct belonging to Climate, Load and Other. These values are beneficial in that they support the decision whether recommend slurry seal, overlay or reconstruction project for street sections.
INSPECTION DATE – Represents the most recent inspection date performed on a given sections. PCI shown is historical in value and may not indicate what “today’s” PCI is due to variance in time. Pavement deterioration calculations can be performed on a section(s) to demonstrate a deteriorated PCI based upon a new current date.
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Figure 8 – 2019 Rialto PCI Map
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SECTION IV
FORECASTED MAINTENANCE REPORT
A. RECOMMENDED (Citywide 2020-2025)
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FORECASTED MAINTENANCE REPORT
Section by section street listing sorted by street classification, plan year then alphabetically ; this report presents the year and action corresponding to the next scheduled work activity for specific segments within the pavement network. Sections not shown are considered as deferred maintenance.
ACTUAL – The annual actual budget was determined by the City based upon previous, current and future planned projects, grant allocations and projected spending levels. By applying the five-year Actual budget allocation we can identify how the current conditions determine future budget needs and how the network PCI reacts to the budget on a yearly basis.
We have sorted the following report by street classifications for easy review (Arterial – Local, A to Z order).
The annual projected revenues shown below only account for the cost of pavement maintenance and rehabilitation activities. A 15% contingency was applied to the Arterial / Collector and Local pavement unit costs. These project level contingencies typically include:
• Crack sealing;
• Localized R&R;
• Curb ramp improvements;
• Curb & gutter, sidewalk improvements;
• Traffic striping and pavement markings; and
• Loop detector installations
• Bus pad improvements and slotted gutter replacement
In general sections are chosen first and foremost on available budget; secondly, the square footage of each section plays a large factor. The software initially chooses the draft sections that will increase PCI, sustain PCI or slow PCI deterioration within the budgeted timeframe. Additionally, the types of distress, extents of distress and severities of distress (high, medium, low) also determine how sections are/can be selected.
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APPENDIX A
A. Maintenance / Rehabilitation Strategy Development
B. Calculation of PCI
C. Condition Distribution Report
D. Sample Distress Photos – Recommended Treatment
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MAINTENANCE / REHABILITATION 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 Infrastructure Group, Inc. (Bucknam) staff identified a distribution of City maintenance funds that would be applied to the network over the next five 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 five-year program.
With this approach, Bucknam has recommended a “minimal level of service” which creates a major dividing line in determining pavement 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. This means that any pavement section with a PCI less than 6 5 will be recommended for thin overlay, grind & overlay with localized reconstruction or other less expensive methods such as slurry sealing when combined with extensive pavement preparatory work. This recommendation is indicated in Table 7, Section II.
As shown in Figure 3, 57% of the City’s streets are in Very Good to Good condition. These sections will be targeted for “preventive” maintenance within our Capital Improvement Program (CIP) recommendations (crack sealing, patching, slurry seal). Sections within the Good condition category (33%) will typically carry a recommendation for slurry seal maintenance. The reasoning in doing this is to extend the life cycles of those “good” 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 eff ective and optimum program for the City, certain strategies have been selected and/or analyzed. Below is a listing of the maintenance strategies / activities utilized in 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.
Our team met with City staff to discuss the current unit costs, funding levels and maintenance practices being applied to the network each fiscal year to gain a stron g understanding of how the previous and current maintenance strategies performed in the past. For additional detail on the following activities see Section II. The services which are proposed to be financed from the assessments will include the following:
General Repairs-Stop Gap (Preventative) – PCI Range – 20 to 100 Surface treatments generally utilized as “holding action” solutions to delay the need for pavement structural strengthening. Generally include activities such as deep patching, skin patchi ng, grinding and leveling.
Slurry Seals (Global) – PCI Range – 60 to 85
Surface treatments applied to pavements with minimal surface distress to provide new wearing surfaces and extend pavement life. Generally consists of a mixture of conventional or latex-modified emulsified asphalt, well -graded fine aggregate, mineral fille r and water placed over an existing AC surface. Slurry seals are used to fill existing pavement surface defects as a wearing course. There are three basic aggregate gradations used in slurry seals: Type 1 (fine); Type 2 (general); and Type 3 (coarse). The City of Rialto utilizes conventional Type II Slurry Seal.
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Cape Seals (Global Maintenance*); PCI range – 45 to 65
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 application; Conventional cape seal application life-cycles are averaging 7 to 8 years.
Overlays (Major); – PCI Range – 25 to 65
• Grind and Overlay – Includes the costs required to perform the maintenance overlays within the City. Work will involve a localized cold milling (grind) to a minimum 2.0” depth. After which an overlay will be applied.
ARHM Grind / Overlay (Major); – PCI Range – 25 to 65
Localized 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 full depth asphalt. Each classification of road has a typical design cross-section upon anticipated traffic loading.
Projects include all labor, material and equipment required to replace localized failed sections of the roadway as it becomes necessary; work will involve removal / reconstruction and/or slot grinding of localized areas, and large aggregate base-paving. It is necessary prior to the ARHM overlay finish.
• Asphalt Rubber Hot-Mix Overlay - By ASTM definition: Asphalt-Rubber is a blend of asphalt cement, reclaimed tire rubber and certain additives in which the rubber component is at least 20% 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:
o Pavement resists cracking by being more flexible;
o Cost savings come from a longer life cycle, decreased maintenance and the use of less material
o Improvement in skid resistance;
o Decreased noise;
o Long-lasting color contrast for marking and striping
The City of Rialto utilizes a 0.17’ Mill / 0.17’ ARHM Overlay.
Reconstruction (Major Maintenance*); PCI range – 0 to 25 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, ARHM or a full depth asphalt.
Each classification of road has a typical design cross -section upon anticipation traffic loading. By performing a reconstruction the sections PCI resets at 100 and restarts the life -cycle deterioration curve of the section.
*Localized, Global and Major maintenance activities are default terms used within the StreetSaver pavement software. Specific pavement repair applications are placed within each maintenance activity in order to develop multi-year maintenance forecast recommendations.
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CALCULATION OF PCI
In order to calculate a Pavement Condition Index (PCI) value within StreetSaver, specific street section data needs to be inputted into StreetSaver to define the survey limits, asphalt types, pavement age and metrics. Pavement “sections” are pavement segments within the defined branch that have consistent pavement street classifications, 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.
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. The PCI is calculated from three major data entries from our inspectors:
1. Distress Type (one of 20 AC or 19 PCC types); these include alligator cracking, bleeding, block cracking, corrugations, depressions, long/trans cracking, patch/utility cut, potholes, rutting, weathering, raveling, etc.
2. Distress Quantity (the square footage, length or count of a specific distress)
3. Distress Severity (the level of severi ty determined for each distress found; low, medium or high)
Figure 9 – PCI Calculation Worksheet
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CONDITION DISTRIBUTION REPORT
This report depicts the distribution of the pavement condition throughout the street network by a specific rank and its given area.
The condition scheme ranges from “ Very Good ” to “ Very Poor ”, with an “ Very Good ” condition corresponding to a pavement at the beginning of its life cycle, and a “ Very Poor” condition representing a badly deteriorated pavement with virtually no remaining life.
The table below shows the general description for each pavement condition:
Condition Description – PCI Range - Description
Very Good (86-100) - Minor to low distress, no significant distress. Little distress, with the exception of utility patches in good condition, or low severity hairline cracks; may be slightly weathered
Good (75-85) - Slight to moderately weathered, slight distress, possibly patching
Fair (60-74) - Severely weathered or slight to moderate levels of distress, generally limited to patches and non-load-related cracking. (City of Rialto citywide weighted average PCI is 73.9).
Poor (41-59) - Moderate to severe distresses including load-related types, such as alligator cracking.
Very Poor (0-40) - Severely distressed, large quantities of distortion or alligator cracking.
Failure of the pavement, distress has surpassed tolerable rehabilitation limits.
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/zone = pavement section PCI * its area / by the to tal square footage of the given area/zone.
Weighted average PCI of a given area/zone = pavement section PCI multiplied by its area then divided by the total square footage of the given area/zone.
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Figure 10 – Arterial / Collector Condition Distribution
Figure 11 – Local Condition Distribution
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Figure 12 – Alley Condition Distribution
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SAMPLE DISTRESS PHOTOS – RECOMMENDED TREATMENT
Bucknam Infrastructure Group
ASPHALT CONCRETE (AC)
1. Alligator Cracking
Cracks that form a chicken wire or
alligator scale like pattern.
Low Severity: Thin parallel
longitudinal cracks that may come
together at certain points, but full
alligator pattern is not present yet.
Medium Severity: Further
development of cracks into alligator
pattern. Cracks are starting to spall.
High Severity: Alligator pattern is
heavily developed, and cracks are
spalled to the point where individual
pieces may become separated.
Typical Recommendation: Low severity, R&R – Patching, crack sealing; high severity R&R-overlay
2. Bleeding
Bleeding occurs when incorrectly
mixed asphalt is applied and in hot
weather the asphalt or tar rises to the
surface.
Severity is determined by the amount
of asphalt/tar present.
Typical Recommendation: Low
severity, apply coarse sand; high
severity, grind or heat planer excess,
resurfacing may be necessary
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3. Block Cracking
Longitudinal and transverse cracks
that intersect to form smaller than
10x10 ft blocks. Creates uniform
blocks with straight edges.
Low Severity: Cracking is less than
3/8 inches.
Medium Severity: Cracking
between 3/8 and 3 inches.
High Severity: Cracking is over 3
inches.
Typical Recommendation: Low
severity, crack sealing; high severity, R&R-overlay
4. Bumps and Sags
Small, localized, and linear upward
or downward displacements of
pavement, which can be caused by
a variety of factors.
Severity is determined by the
extent to which ride quality is
diminished.
Typical Recommendation: R&R -
Patching
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5. Corrugation
Closely spaced Bumps and or Sags that
form a washboard effect in the
pavement.
Severity is determined by the extent to
which ride quality is diminished.
Typical Recommendation: Low severity,
R&R – Patching; high severity, R&R-
overlay
6. Depression
Localized area of pavement with a lower
elevation than the surrounding
pavement.
Low Severity: depth of ½ to 1 inch.
Medium Severity: depth of 1 to 2
Inches.
High Severity: depth greater than 2
inches.
Typical Recommendation: R&R - Patching
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7. Edge Cracking
Cracks that are parallel to the
edge of the pavement that may
cause a break up of pavement.
Low Severity: Low or Medium
cracking with no breakup.
Medium Severity: Medium
cracking with some breakup.
High Severity: Considerable
breakup of pavement.
Typical Recommendation: R&R -
Patching
8. Joint Reflective Cracking
Cracking that is reflected through
AC pavement when it is overlaid
on top of PCC pavement.
Low Severity: Cracking is less than
3/8 inches.
Medium Severity: Cracking
between 3/8 and 3 inches.
High Severity: Cracking is over 3
inches.
Typical Recommendation: R&R -
Overlay
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9. Lane / Shoulder Drop-off
Elevation change between
pavement and shoulder.
Low Severity: Difference in
elevation is between 1 and 2
inches.
Medium Severity: Difference in
elevation is between 2 and 4
inches.
High Severity: Difference in
elevation is over 4 inches.
Typical Recommendation: R&R –
Patching or edge grinding
10. Linear & Transverse Cracking
Cracks that are generally either parallel or
perpendicular to traffic.
Low Severity: Cracking is less than 3/8 inches.
Medium Severity: Cracking is between 3/8 and 3
inches.
High Severity: Cracking is over 3 inches.
Typical Recommendation: Low severity, crack
sealing; high severity, R&R - Overlay
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11. Patching
Area of pavement that has been
replaced.
Severity is determined by the
quality of the patch and the
extent to which ride quality is
diminished.
Typical Recommendation: R&R –
structural / non-structural overlay
12. Polished Aggregate
Distress where traffic smooths
the pavement surface so friction
is diminished and cars can slide.
There are no Severity Levels for
this distress.
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13. Pothole
Severity Measured using the following Matrix.
Typical Recommendation: low severity Pothole fill or R&R – Patching, high severity should be R&R- Overlay
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14. RR Crossing
Pavement distresses caused by
railroad crossings.
Severity is determined by the extent to
which ride quality is diminished.
Typical Recommendation: R&R -
Patching
15. Rutting
Linear depressions along wheel
paths caused by traffic.
Low Severity: Depth is ¼ to ½
inches.
Medium Severity: Depth is ½ to
1 inch.
High Severity: is greater than 1
inch.
Typical Recommendation:
Pavement with deeper ruts
should be leveled and overlaid
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16. Shoving
Displacement of pavement
creating a “wave” over a more
solid surface.
Severity is determined by the
extent to which ride quality is
diminished.
Typical Recommendation: R&R -
Patching
17. Slippage Cracking
Half-moon shaped cracks
where wheels cause pavement
to slide.
Low Severity: Average crack
width is less than 3/8 inch.
Medium Severity: Crack width
is between 3/8 and 3/2 inches.
High Severity: Crack width is
greater than 3/2 inches.
Typical Recommendation: R&R
- Patching
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2019 Citywide Pavement Management Program
Final Report – February 10, 2020 Appendix A
18. Swell
Upward Bulges creating “wave-like”
patterns.
Severity is determined by the extent to
which ride quality is diminished.
Typical Recommendation: Low severity,
R&R – Patching; high severity, R&R-
overlay
19. Weathering
The wearing away of the asphalt binder.
Low Severity: Aggregate is starting to be
exposed.
Medium Severity: Aggregate is exposed
up to ¼ of its width.
High Severity: Aggregate is exposed to
greater than ¼ of its width.
Typical Recommendation: naturally
occurring, slurry seal
20. Raveling
The further weathering of asphalt so that
coarse aggregate is separating out of
pavement.
Medium Severity: Considerable loss of
aggregate.
High Severity: Almost complete removal
of coarse aggregate.
Typical Recommendation: Low severity,
R&R – Patching; high severity, R&R-
overlay
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2019 Citywide Pavement Management Program
Final Report – February 10, 2020 Appendix A
PORTLAND CEMENT CONCRETE (PCC)
1. Blowup
Buckling at cracks or joints where
there is not enough room for slab
expansion.
Severity is determined by the
extent to which ride quality is
diminished.
2. Corner Break
Crack close to corner of slab that
creates a corner piece.
Low Severity: Crack is less than ½
inches wide.
Medium Severity: Crack is
between ½ and 2 inches wide.
High Severity: Crack is wider than
2 inches.
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2019 Citywide Pavement Management Program
Final Report – February 10, 2020 Appendix A
3. Divided Slab
Slab that is broken up into four or
more pieces by cracks.
Severity is determined by the
following matrix.
4. Durability Cracking
Pattern of cracks parallel to joints
caused by freeze-thaw expansion of
large aggregate.
Low Severity: Durability cracking
covers less than 15 percent of slab.
Medium Severity: Durability cracking
covers more than 15 percent of the
slab.
High Severity: Durability cracking
covers more than 15 percent of slab
and most pieces have come out.
City of Rialto Page 20
2019 Citywide Pavement Management Program
Final Report – February 10, 2020 Appendix A
5. Faulting
Elevation Difference between
slabs.
Low Severity: Elevation difference
is between 1/8 and 3/8 inch.
Medium Severity: Elevation is
between 3/8 and ¾ inch.
High Severity: Elevation is greater
than ¾ inch.
6. Joint Seal Damage
Damage to sealant between joints
that allows soil, rock, or water
infiltration.
Low Severity: Joint sealant has only
minor damage.
Medium Severity: Joint sealant is in
fair condition. Water can infiltrate
and vegetation may be present.
High Severity: Joint sealant is in
poor condition. It may be missing
and rocks may be present.
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2019 Citywide Pavement Management Program
Final Report – February 10, 2020 Appendix A
7. Lane / Shoulder Drop-Off
The Elevation difference between
pavement and shoulder.
Low Severity: Elevation difference is
between 1 and 2 inches.
Medium Severity: Elevation
difference is between 2 and 4
inches.
High Severity: Elevation difference
is greater than 4 inches.
8. Linear Cracking
Cracks that divide slab into two or
three pieces.
Low Severity: Crack is less than ½
inch wide.
Medium Severity: Crack is between
½ and 2 inches wide.
High Severity: Crack is wider than 2
inches.
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Final Report – February 10, 2020 Appendix A
9. Large Patch
Patch that is larger than 5.5 sq ft.
Low Severity: Patch has little or no
deterioration.
Medium Severity: Patch is
moderately deteriorated.
High Severity: Patch is badly
deteriorated.
10. Small Patch
Patch that is smaller than 5.5 sq ft.
Low Severity: Patch has little or no
deterioration.
Medium Severity: Patch is
moderately deteriorated.
High Severity: Patch is badly
deteriorated.
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2019 Citywide Pavement Management Program
Final Report – February 10, 2020 Appendix A
11. Polished Aggregate
Distress where traffic smooths the
pavement surface so friction is
diminished and cars can slide.
There are no Severity Levels for this
distress.
12. Popouts
Small piece of pavement that breaks
loose from surface.
There are no Severity Levels for this
distress, however popouts must
cover 3 per sq. meter of the slab.
City of Rialto Page 24
2019 Citywide Pavement Management Program
Final Report – February 10, 2020 Appendix A
13. Pumping
Ejection of material from slab
foundation through joints or cracks
along with water.
There are no Severity Levels for this
distress.
14. Punchout
Localized area of a slab that is broken
into many pieces.
Severity is determined by the
following matrix.
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2019 Citywide Pavement Management Program
Final Report – February 10, 2020 Appendix A
15. Railroad Crossing
Pavement distresses caused by
railroad crossings.
Severity is determined by the extent
to which ride quality is diminished.
16. Map Cracking, Scaling
Map cracking refers to a network of
shallow, fine cracks. This can lead to
breakdown of slab surface (Scaling).
Low Severity: Map cracking exists
over most of slab area, but there is
only minor scaling present.
Medium Severity: Slab is scaled to
less than 15 percent of the area.
High Severity: Slab is scaled to over
15% of its area.
City of Rialto Page 26
2019 Citywide Pavement Management Program
Final Report – February 10, 2020 Appendix A
17. Shrinkage Cracking
Short hairline cracks formed during
setting of concrete.
There are no Severity Levels for this
distress.
18. Corner Spall
Breakdown of slab at corner. Crack
angles toward joint as opposed to
straight down.
Severity is determined by the
following matrix.
City of Rialto Page 27
2019 Citywide Pavement Management Program
Final Report – February 10, 2020 Appendix A
19. Joint Spall
Breakdown of slab at a joint. Crack
angles toward joint as opposed to
straight down.
Severity is determined by the
following matrix.