Upland City Council
October 28, 2024

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UPLAND
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�. _i', .• :• L MEETING OF THE CITY COUNCIL
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Rill Velto, Mayor
James Breitling,Mayor Pro Tem -District 2 Michael Blay, City Manager Carlos A.Garcia, Councilmember- District 3 Stephen P.Deitsch,City Attorney Sharman Maust,Councilmember-District 1 Keri Johnson,City Clerk Rudy Zuniga,Councilmember- District 4
Monday, October 28, 2024
4:00 p.m.

SPECIAL MEETING
Notice is hereby given that Mayor Bill Velto of the Upland City Council, pursuant to Government Code Section 54956, does hereby call a Special Meeting of the Upland City Council Council Chamber
City Hall, 460 N. Euclid Avenue
Residents may observe the City Council meetings remotely via livestream on the City website, Spectrum Cable TV Channel 3, or Frontier Cable TV Channel 26.

City of Upland Mission Statement
The City of Upland is committed to delivering superior services that meet community needs with transparency and integrity.

City of Upland Vision Statement
Upland is a safe community with historic character where residents enjoy a high quality of life.

Pages

1. CALL TO ORDER AND ROLL CALL

2. ORAL COMMUNICATIONS
Pursuant to Government Code Section 54954.2, any member of the public may address any item listed on the agenda. Anyone wishing to address the legislative body should submit a speaker card to the City Clerk at or prior to speaking. Speakers shall keep their comments to no more than three (3) minutes.

CAMPAIGN CONTRIBUTION DISCLOSURE: Pursuant Gov. Code § 84308, any party to a permit, license, contract, or other entitlement before the Council is required to disclose on the record any contribution, including aggregated contributions, of more than $250 made by the party or the party's agents within the preceding 12 months to any City official. Participants and agents are requested to make this disclosure as well. The disclosure must include the name of the party, participant, or agent, and any other person making the contribution; the name of the recipient, the amount of the contribution, and the date the contribution was made.

3. AGENDA ITEMS
a. INFRASTRUCTURE MASTER PLANS FOR PAVEMENT AND SIDEWALKS 3

CEQA: Not a Project.

Recommended Action:

Receive and file the presentation on the City's pavement and sidewalks master plans. (Staff Person: Chris Alanis)

4. ADJOURNMENT
The next regularly scheduled City Council meeting is Monday, October 28, 2024 at 5:30 p.m.

NOTE: If you challenge the public hearing(s) or the related environmental determinations in court, you may be limited to raising only those issues you or someone else raised at the public hearing described in this notice, or in written correspondence delivered to the City of Upland, at, or prior to, the public hearing.

All Agenda items and back-up materials are available for public review at the Upland Public Library, at 450 North Euclid Avenue, the City Clerk's Office at 460 North Euclid Avenue and the City website at www.uplandca.gov .

In compliance with the Americans with Disabilities Act, if you need special assistance to participate in this meeting, please contact the City Clerk's Office, 909-931-4120.

Notification 48 hours prior to the meeting will enable the City to make reasonable arrangements to ensure accessibility to this meeting. [28 CFR 35.102-35.104 ADA Title II] On October 23, 2024 a true and correct copy of this agenda was posted on the bulletin boards at 450 N. Euclid Avenue (Upland Public Library) and 460 N. Euclid Avenue (Upland City Hall) and the City website at www.uplandca.gov

4��a �p19� CITY UPLAND
�5, _�� "The City of Gracious Living"
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DATE: October 28,2024
TO: MAYOR AND CITY COUNCIL
FROM: MICHAEL BLAY,CITY MANAGER
PREPARED BY:CHRIS ALANIS,INTERIM PUBLIC WORKS DIRECTOR

BOB CRITCHFIELD,ENGINEERING MANAGER

ALAN FRENCH,PRINCIPAL ENGINEER

LIZBETH RODRIGUEZ,MANAGEMENT ANALYST
SUBJECT: INFRASTRUCTURE MASTER PLANS FOR PAVEMENT AND SIDEWALKS RECOMMENDED ACTION:

It is recommended that the City Council receive and file the presentation on the City's pavement and sidewalks master plans.

GOAL STATEMENT
The proposed action supports the City's goal of enhancing the overall quality of life by improving critical public infrastructure.

BACKGROUND
For over three decades the City of Upland has taken many actions aimed at maintaining the General Fund and the services for residents that it provides.While Upland residents enjoy the local quality of life our community provides, the City's bedroom community status keeps it at a financial deficit compared with other neighboring cities who have more robust commercial development.

Current challenges to the City budget include inflationary pressures and increased costs of repairing streets and facilities due to deferred maintenance.

On March 11, 2021, the President signed into law the American Rescue Plan Act (ARPA), the federal stimulus program that allocated $1.9 trillion to help state and local governments respond to the economic and public health impacts of COVID-19. The City's share was $15.2 million. The City conducted a City Priorities Survey to find out what Upland residents and businesses consider their top priorities and to rank six potential ARPA funding options in order of preference. The City received 2,156 responses,and ranked Streets,Alleys,Sidewalks,and Treescapes as the number one priority.Due to decades of deferred maintenance because of limited revenues,and the number one ranking from the residents and business community, on October 11,2021,the City Council approved the ARPA Investment Plan, identifying some of the first ARPA expenses for four infrastructure-related master plans: a pavement master plan,public facilities ADA master plan, sidewalk inventory and repair master plan,and traffic signal assessment and master plan.

On August 8,2022,the City Council approved a contract with IMS LP for the 2022 Citywide Sidewalk Masterplan.

On June 26, 2023, the City Council approved a contract with Transmap for a Pavement Survey and Pavement Management Plan.

ISSUES AND ANALYSIS
The City has never implemented a comprehensive infrastructure evaluation program.Since 1978,the City has operated under an approved sidewalk repair program that primarily focuses on temporary repairs, with only occasional permanent repairs funded through discretionary resources. However,these permanent repairs have been inconsistent and lack a structured approach. Additionally,roadway repairs have been constrained by locally sourced funds, such as Gas Tax,RMRA,and Measure I,limiting the scope of maintenance and improvements.

The recent comprehensive evaluations have provided both a current cost assessment and a valuable planning tool for the City. These evaluations will play a critical role in shaping future Capital Improvement Program (CIP) development, offering a clear framework for prioritizing infrastructure projects and ensuring more consistent and effective long-term planning.

A summary of information received from the draft reports follows:
• Currently,Upland's average Pavement Condition Index(PCI)is 61 —on the lower half of the Fair category, and requiring Critical rehabilitation options.
• Over the next 5 years, the PCI for our streets will decline to Poor — a rating of 52, using only dedicated revenue sources(Gas Tax,Measure I,and RMRA funds).
• Maintaining a current PCI level of Fair would require double the annual funding to$15.40 million a year. • To achieve a PCI of 70,which would get our roads to the cusp of the Satisfactory level,would require annual funding of$24.88 million a year for 5 years.
• Our alleys have a PCI rating of 50(Poor),with a cost of$1.86 million needed annually for 5 years to improve them to a rating of 70.
• Our parking lots have a PCI rating of 39 (Very Poor), with a cost of$1.26 million needed annually for 5 years to improve them to a rating of 70.
• Currently Upland's 334 miles of sidewalk has an average Sidewalk Condition Index(SWCI)is 55 —on the lower half of the Fair category requiring Critical rehabilitation options.

ENVIRONMENTAL DETERMINATION
The proposed action is not subject to the California Environmental Quality Act(CEQA).According to Section 15378 of the CEQA Guidelines,the proposed action does not meet the definition of a"project"under CEQA and is therefore exempt.

FISCAL IMPACTS
There is no fiscal impact associated with receiving this action.However,there are significant capital costs relating to the implementation of the recommendations on the Sidewalk and Ramp Management and Pavement Management Reports. The total annual cost for the next five years to get all streets, alleys and parking lots to a PCI of 70 is $28 million a year. Last years' funding from all street-restricted sources for these repairs adds up to just $7.4 million a year.

ALTERNATIVES
Provide alternative direction to staff.

CEQA:Not a Project.

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CALI FORN IA
•-• N" INCORPORATED IN 1906
2024 Pavement Management Report
for
City of Upland, CA
Prepared by
Transmap Corporation
5030 Transamerica Drive
Columbus, OH 43228
Phone: 614-481-6799
Fax: 614-481-4017
Web: Transmap.com
September 2024
trans map
Transmap Corporation: Upland, CA Final Report Page 1 of 52

Table of Contents
Section Page Number
Executive Summary 7

1.0 All Asphalt (AC) Pavements 8

1.1 Road Characteristics 10

2.0 Budget Scenarios Details 13

2.1 Fix-All scenarios 13

2.2 Do Nothing Scenarios 16

2.3 Given Annual Budget Consequences 21

2.4 Annual Budgets to Maintain Existing PCI 25

2.5 Annual Budgets to Achieve Existing PCI + 5 Points 30

2.6 Annual Budgets to Achieve PCI 70 35

2.7 Scenario Summaries 40
APPENDIX A - Asphalt Pavement Performance Curve 45 APPENDIX B - Pavement Condition Index (PCI) Formula 46 APPENDIX C - Principles of Pavement Management 47 Transmap Corporation: Upland, CA Final Report Page 2 of 52

List of Figures Page
Figure 1 - Arterial AC Roads - Do Nothing Consequences 16 Figure 2 - Collector AC Roads - Do Nothing Consequences 17 Figure 3 - Local AC Roads - Do Nothing Consequences 18 Figure 4 - AC Alleys - Do Nothing Consequences 19 Figure 5 - Parking Lots - Do Nothing Consequences 20 Figure 6 - Arterial AC Roads - Given $1.827M Annual Budget Consequences 21 Figure 7 - Collector AC Roads - Given $984K Annual Budget Consequences 22 Figure 8 - Local AC Roads - Given $13.569M Annual Budget Consequences 23 Figure 9 - AC Alleys - Given $350K Annual Budget Consequences 24 Figure 10 - Arterial AC Roads - $5.727M Annual Budget to Maintain PCI 59 25 Figure 11 - Collector AC Roads - Avg. $1.972M Annual Budget to Maintain PCI 64 26 Figure 12 - Local AC Roads - Avg. $7.701M Annual Budget to Maintain PCI 62 27 Figure 13 - AC Alleys - $843K Annual Budget to Maintain PCI 50 28 Figure 14 - Parking Lots - Avg. $504K Annual Budget to Maintain PCI 39 29 Figure 15 - Arterial AC Roads - $7.175M Annual Budget to Achieve PCI 64 30 Figure 16 - Collector AC Roads - Avg. $2.439M Annual Budget to Achieve PCI 69 31 Figure 17 - Local AC Roads - $9.513M Annual Budget to Achieve PCI 67 32 Figure 18 - AC Alleys - $1.1M Annual Budget to Maintain PCI 55 33 Figure 19 - Parking Lots - Avg. $588K Annual Budget to Maintain PCI 44 34 Figure 20 - Arterial AC Roads - $8.756M Annual Budget to Achieve PCI 70 35 Figure 21 - Collector AC Roads - Avg. $2.517M Annual Budget to Achieve PCI 70 36 Figure 22 - Local AC Roads - $10.571M Annual Budget to Achieve PCI 70 37 Figure 23 - AC Alleys - $1.859M Annual Budget to Maintain PCI 70 38 Figure 24 - Parking Lots - Avg. $1.258M Annual Budget to Maintain PCI 70 39 Figure 25 - Arterial AC Roads Summary 40
Figure 26 - Collector AC Roads Summary 41 Figure 27 - Local AC Roads Summary 42
Transmap Corporation: Upland, CA Final Report Page 3 of 52

Figure 28 - AC Alleys Summary 43
Figure 29 - Parking Lots Summary 44
Figure Al - Asphalt Performance Curve 45
Transmap Corporation: Upland, CA Final Report Page 4 of 52

List of Tables Page
Table 1 - Arterial Asphalt Roads - Treatments & PCI Ranges and Costs 8 Table 2 - Collector Asphalt Roads - Treatments & PCI Ranges and Costs 8 Table 3 - Local Asphalt Roads - Treatments & PCI Ranges and Costs 9 Table 4 - Asphalt Alleys - Treatments & PCI Ranges and Costs 9 Table 5 - Asphalt Roads Parking Lots - Treatments & PCI Ranges and Costs 9 Table 6 - Distribution of All Roads by Pavement Type 10 Table 7 - Distribution of Asphalt Roads by Family 10 Table 8 - Distribution of Asphalt Roads by District 11 Table 9 - Distribution of Asphalt Alleys by Surface Type 11 Table 10 - Alley Network by District 12
Table 11 - Parking Lot Network by Surface Type 12 Table 12 - Parking Lot Network by District 12 Table 13 - Arterial AC Roads - Fix All 13 Table 14 - Collector AC Roads - Fix All 13 Table 15 - Local AC Roads - Fix All 14
Table 16 - AC Alleys - Fix All 15
Table 17 - Parking Lots - Fix All 15
Table 18 - Arterial AC Roads - Do Nothing Consequences 16 Table 19 - Collector AC Roads - Do Nothing Consequences 17 Table 20 - Local AC Roads - Do Nothing Consequences 18 Table 21 - AC Alleys - Do Nothing Consequences 19 Table 22 - Parking Lots - Do Nothing Consequences 20 Table 23 - Arterial AC Roads - Given $1.827M Annual Budget Consequences 21 Table 24 - Collector AC Roads - Given $984K Annual Budget Consequences 22 Table 25 - Local AC Roads - Given $3.569M Annual Budget Consequences 23 Table 26 - AC Alleys - Given $350K Annual Budget Consequences 24 Table 27 - Arterial AC Roads - $5.727M Annual Budget to Maintain PCI 59 25 Table 28 - Collector AC Roads - Avg. $1.972M Annual Budget to Maintain PCI 64 26 Transmap Corporation: Upland, CA Final Report Page 5 of 52

Table 29 - Local AC Roads - Avg. $7.701M Annual Budget to Maintain PCI 62 27 Table 30 - AC Alleys - $843K Annual Budget to Maintain PCI 50 28 Table 31 - Parking Lots - Avg. $504K Annual Budget to Maintain PCI 39 29 Table 32 -Arterial AC Roads - $7.175M Annual Budget to Achieve PCI 64 30 Table 33 - Collector AC Roads - Avg. $2.439M Annual Budget to Achieve PCI 69 31 Table 34 - Local AC Roads - $9.513M Annual Budget to Achieve PCI 67 32 Table 35 - AC Alleys - $1.1M Annual Budget to Maintain PCI 55 33 Table 36 - Parking Lots - Avg. $588K Annual Budget to Maintain PCI 44 34 Table 37 - Arterial AC Roads - $8.756M Annual Budget to Achieve PCI 70 35 Table 38 - Collector AC Roads - Avg. $2.571M Annual Budget to Achieve PCI 70 36 Table 39 - Local AC Roads - $10.571M Annual Budget to Achieve PCI 70 37 Table 40 - AC Alleys - $1.859M Annual Budget to Maintain PCI 70 38 Table 41 - Parking Lots - Avg. $1.258M Annual Budget to Maintain PCI 70 39 Table 42 - Arterial AC Roads Summary 40
Table 43 - Collector AC Roads Summary 41
Table 44 - Local AC Roads Summary 42
Table 45 - AC Alleys Summary 43
Table 46 - Parking Lots Summary 44
Transmap Corporation: Upland, CA Final Report Page 6 of 52

Executive Summary
This is an updated report following the discovery of data formatting that produced erroneous results. Since PAVER is unable to look backward in time the start date used was January 1, 2025.

Also, True Area was applied producing greater accuracy but different results.

The nation's roadway system represents an investment of trillions of dollars by local, state, and federal governments. To protect its investment, the City of Upland hired Transmap Corporation to assist in the development of a Network Pavement Management program. This program is designed to assist in the preservation and extending of the useful life of its paved surfaces throughout the region by optimizing the available funds to meet the road network needs.

Upland maintains approximately 191.64 centerline miles of asphalt paved roads, as well as 37.31 miles of paved Alleys and 25 parking lots. This represents an investment of roughly $557.4M, based on the city's replacement (reconstruction) costs, with a "fix-all" cost of $160.4M (See Tables 13 through 15).

Transmap utilizes PAVER (ver. 7.1) to perform road analysis. PAVER, a pavement management system (PMS), is a decision-making tool for the development of cost-effective maintenance and repair alternatives for roads and streets. Developed and maintained by the US Army Corps of Engineers Research and Development Center, it provides a Network-Level, systematic approach to pavement management to ensure optimum return on investment.

PAVER employs a Pavement Condition Index (PCI) condition rating for each segment of roadway (intersection to intersection) in its assessment, on a 0 (Failed) to 100 (Excellent) scale. The inspection criteria and PCI determination are governed by ASTM Standard D6433-11, "Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys" making it an objective and, just as important, repeatable means of assigning a condition rating to the roadways.

On January 31, 2024, a (Boot Camp) meeting was held to begin the process of gathering the necessary information to produce a Pavement Management System (PMS) report. Details regarding costs and budgets were established in preceding discussions and emails.

The City has four (4) district boundaries and four (3) Roadway families, Arterials, Collectors, and Local roads. It also has asphalt Alleys and Parking Lots analyzed separately. The report covers a 5- year plan with a start date of July 1, 2024. A given annual budget of $6.38M is provided and split between road families by area, as well as a $350K Budget for Alleys. There is no given budget for Parking Lots.

The city provided 5 years of maintenance history which was not enough to develop individual Pavement Performance Models for each family so, one was created based on other local data and industry standard and can be seen in Appendix A of this report.

The following budget scenarios were constructed for each family of the City's roadway network:
• "Fix-All" Cost
• Do Nothing Consequences (PCI at 5 years)
• Given $6.38M Annual Budget Consequences (budget distributed by area) • Annual Budgets to Maintain Existing PCI's
• Annual Budgets to Achieve a PCI equivalent to the existing PCI plus 5 points • Annual Budgets to Achieve a PCI of 70
Transmap Corporation: Upland, CA Final Report Page 7 of 52

1.0 All Asphalt (AC) Pavements
The following are unit prices for (M&R) treatments that were obtained from discussions during the Boot Camp meeting and preceding correspondence. Transmap translated the information and placed it into the appropriate M&R Category ranges shown in the tables below. The column titled "Expected Result" reflects the expected extended life of the pavement as either experienced by the City or provided by the industry. These treatments and costs were applied uniformly throughout the roadway network.

Table 1 - Arterial Asphalt Roads - Treatments, PCI Ranges and Costs M&R Category M&R Treatment Price per Square Expected Result Yard
Do Nothing Do Nothing NA NA
(PCI 86 - 100)
Global Slurry $5.40 5 - Year Stabilization (PCI 71 - 85)
Conventional Overlay $54.00
15-years
(PCI 41 - 70) Reset PCI = 100
Rehab & Reclamation 20-years
(PCI 0 - 40) FDR $85.50 Reset PCI = 100
Table 2 - Collector Asphalt Roads - Treatments, PCI Ranges and Costs M&R Category M&R Treatment Price per Square Expected Result Yard
Do Nothing Do Nothing NA NA
(PCI 86 - 100)
Global Slurry $4.50 5 -year Stabilization
(PCI 56 - 85)
Conventional Overlay $36.00 20-years (PCI 41 - 55) Reset PCI = 100
Rehab & Reclamation FDR $63.00 25-years
(PCI 0 - 40) Reset PCI = 100
It is important to note that PAVER is designed to optimize the application of the treatments and determine a levelized budget based on treatment costs, the existing conditions, and the deterioration model. Its methodology is not a worst-first approach but instead assigns treatments in a manner that may not be intuitively obvious or operationally convenient, such as grouping roads together for letting.

Transmap Corporation: Upland, CA Final Report Page 8 of 52

Table 3 - Local Asphalt Roads - Treatments, PCI Ranges and Costs M&R Category M&R Treatment Price per Square Expected Result Yard
Do Nothing Do Nothing NA NA
(PCI 86 - 100)
Global Slurry $4.50 5 -year Stabilization
(PCI 56 - 85)
Conventional Overlay $36.00 20-years (PCI 41 - 55) Reset PCI = 100
Rehab & Reclamation 25-years
(PCI 0 - 40) FDR $63.00 Reset PCI = 100 1 Table 4 - Asphalt Alleys - Treatments, PCI Ranges and Costs Price per Square
M&R Category M&R Treatment Yard Expected Result
Do Nothing Do Nothing NA NA
(PCI 86 - 100)
Global Slurry $4.50 5 -year Stabilization
(PCI 41 - 85)
Rehab & Reclamation FDR $85.50 25-years
(PCI 0 - 40) Reset PCI = 100
Table 5 - Asphalt Parking Lots - Treatments, PCI Ranges and Costs M&R Category M&R Treatment Price per Square Expected Result Yard
Do Nothing Do Nothing NA NA
(PCI 86 - 100)
Global Slurry $4.50 5 -year Stabilization
(PCI 56 - 85)
Conventional Overlay $36.00 20-years (PCI 41 - 55) Reset PCI = 100
Rehab & Reclamation FDR $63.00 25-years
(PCI 0 - 40) Reset PCI = 100
Transmap Corporation: Upland, CA Final Report Page 9 of 52

1.1 Road Characteristics
The table below illustrates the mileage distribution by surface type, number of miles, number of square yards, and the overall weighted average Pavement Condition Index (PCI).

Table 6 - Distribution of All Roads by Pavement Type
Pavement Type # of # of CL Miles Square 0/0 by # of SY Weighted Sections Yardage Average PCI
Asphalt 2,210 191.64 4,713,566 100% 57 Total 2,210 191.64 4,713,566 100% 57
Table 7 - Distribution of Asphalt Roads by Family
Functional Square Weighted
o
Class/Paver # of Sections # of CL Miles Yardage /o by SY Average PCI Designation
Arterials 317 39.8 1,505,619 31.9% 54 Collectors 350 30.17 660,265 i 14.0% 61 Local Roads 1543 121.67 2,547,682 54.0% 58 Total 2,210 191.64 4,713,566 100.0% 57 Transmap Corporation: Upland, CA Final Report Page 10 of 52

Table 8 - Distribution of Asphalt Roads by District
Functional Square Weighted
o
Class/Paver District # of Sections #of CL Miles Yardage /o by SY Average PCI Designation
Arterials 1 79 8.98 322,627 6.8% 61 2 85 12.02 438,987 9.3% 61
3 63 10.82 461,848 9.8% 42
4 90 7.98 282,156 6.0% 56
Collectors 1 110 10.06 210,915 4.5% 61 2 131 10.53 224,250 4.8% 64
3 30 4.83 114,632 2.4% 56
4 79 4.75 110,468 2.3% 58
Local Roads 1 562 39.97 834,595 17.7% 58 2 545 44.27 953,150 20.2% 62
3 162 11.77 238,943 5.1% 55
4 274 25.67 520,993 11.1% 54
Totals 2210 191.65 4,713,564 100.0% 57 Table 9 - Distribution of Asphalt Alleys by Surface Type Pavement Type # of # of CL Miles Square 0/0 by # of SY Weighted Sections Yardage Average PCI
Asphalt 383 37.31 262,644 99.9% 47
Concrete 1 0.03 202 0.1% 91
Total 384 37.34 262,846 100% 47
Transmap Corporation: Upland, CA Final Report Page 11 of 52

Table 10 - Alley Network by District
Pavement District # of Sections #of CL Miles Square 0/0 by# of Weighted Type Yardage Miles Average PCI
Asphalt 1 36 5.2 36,609 13.9% i 24 2 79 10.64 74,909 28.5% 57
3 60 5.26 37,057 14.1% 42
4 208 16.2 114,068 43.4% 49
Concrete 4 1 0.03 202 0.1% 1 91 Totals 384 37.33 262,845 100% 47
Table 11 - Parking Lot Network by Surface Type
Pavement # of Sections Square 0/0by # of Weighted Type Yardage Miles Average PCI
Asphalt 25 149,031 100.0% 34
Total 25 149,031 100% 34
Table 12 - Parking Lot Network by District
Pavement District # of Sections Square 0/0by # of Weighted Type Yardage Miles Average PCI
Asphalt 1 5 45,428 30.5% 37
2 4 10,012 6.7% 23
3 3 16,952 11.4% 35
4 13 76,639 51.4% 35
Totals 25 149,031 100% 34
Transmap Corporation: Upland, CA Final Report Page 12 of 52

2.0 Budget Scenario Details
The following subsections contain various budgeting scenarios for the City's roadway network. The first is a table summarizing the cost if the City was to "fix all" present deficiencies at once. This is followed by various described scenarios tabularizing and graphically illustrating the annual budgets for 5-year periods, as determined by PAVER, and their resulting year-end PCI.

2.1 Fix All Scenarios
Table 13 - Arterial AC Roads - Fix All
Centerline Price per Square
M&R Category SY Totals
Miles Yard
Do Nothing 5.34 202,857 NA $0
(PCI 86 - 100)
Global 6.83 248,295 $5.40 $1,340,793
(PCI 71 - 85)
Conventional 15.38 564,518 $54.00 $30,483,972 (PCI 41 - 70)
Rehab &
Reclamation 12.25 489,949 $85.50 $41,890,640 (PCI 0 - 40)
Totals 39.80 1,505,619 $73,715,405
Table 14 - Collector AC Roads - Fix All
Centerline Price per Square
kR Category SY Totals
Miles Yard
Do Nothing 7.24 151,877 NA $0
(PCI 86 - 100)
Global 10.85 236,824 $4.50 $1,065,708
(PCI 56 - 85)
Conventional 4.28 99,350
(PCI 41 - 55) $36.00 $3,576,600
Rehab &
Reclamation 7.8 172,214 $63.00 $10,849,482
(PCI O - 40)
Totals 30.17 660,265 $15,491,790
Transmap Corporation: Upland, CA Final Report Page 13 of 52

Table 15 - Local AC Roads - Fix All
Centerline Price per Square
M&R Category SY Totals
Miles Yard
Do Nothing 12.33 258,016 NA $0
(PCI 90 - 100)
Global 32.08 676,073 $4.50 $3,042,329
(PCI 70 - 89)
Conventional 59.76 1,239,678 $36.00 $44,628,408 (PCI 50 - 69)
Full Depth
Reclamation 17.49 373,915 $63.00 $23,556,645 (PCI 0 - 29)
Totals 121.66 2,547,682 $71,227,382
Total Roadway Fix All Cost - $160,434,405
Transmap Corporation: Upland, CA Final Report Page 14 of 52

Table 16 - AC Alleys - Fix All
Centerline Price per Square
M&R Category SY Totals
Miles Yard
Do Nothing 5.19 36,548 N/A $0
(PCI 86 - 100)
Global 14.15 99,608 $4.50 $448,236
(PCI 56 - 85)
Rehab &
Reclamation 18.00 126,690 $85.50 $10,831,995 (PCI 0 - 40)
Totals 37.34 262,846 $11,280,231
Table 17 - Parking Lots - Fix All
M&R Category SY Price per Square Totals
Yard
Do Nothing 9,945 NA $0
(PCI 90 - 100)
Global 8,139 $4.50 $36,626
(PCI 70 - 89)
Conventional 50,306
(PCI 50 - 69) $36.00 $1,811,016
Full Depth
Reclamation 80,641 $63.00 $5,080,383
(PCI 0 - 29)
Totals 149,031 $6,928,025
Transmap Corporation: Upland, CA Final Report Page 15 of 52

2.2 Do Nothing Scenarios
The following scenarios display the predicted PCI results, over the 5-year planning period if no maintenance actions are taken.

Table 18 - Arterial Asphalt Roads - Do Nothing Consequences Year Beginning Annual Budget PCI at Year End Deferred Maint.

January 2025 (Major)
2025 $0 53 $73,200,000
2026 $0 49 $80,100,000
2027 $0 45 $88,100,000
2028 $0 41 $95,600,000
2029 $0 37 $103,400,000
Arterial AC Roads
Do Nothing
120 60
100 53 55
80 49 11
— 50
0_
45 r
3 60 - - 4 45 a
4 40 © 40
20 35
0 30
2025 2026 2027 2028 2029
Year
Annual Budget(Major) Deferred Maint. —PCI at Year End Figure 1. Arterial Asphalt Roads - Do Nothing Consequences Transmap Corporation: Upland, CA Final Report Page 16 of 52

Table 19 - Collector Asphalt Roads - Do Nothing Consequences Year Beginning Annual Budget PCI at Year Deferred Maint.

January 2025 (Major) End
2025 $0 60 $20,300,000
2026 $0 56 $22,900,000
2027 $0 52 $24,700,000
2028 $0 48 $26,600,000
2029 $0 44 $29,800,000
Collector AC Roads
Do Nothing
35 70
30 65
60 60
25 56
55 0 52
20 50 a
15 45
10 40
5 35
0 30
2025 2026 2027 2028 2029
Year
Annual Budget(Major) Deferred Maint PCI at Year End
Figure 2. Collector Asphalt Roads - Do Nothing Consequences Transmap Corporation: Upland, CA Final Report Page 17 of 52

Table 20 - Local Asphalt Roads - Do Nothing Consequences Year Beginning Annual Budget PCI at Year Deferred Maint.

January 2025 (Major) End
2025 $0 57 $80,800,000
2026 $0 53 $91,200,000
2027 $0 49 $101,000,000
2028 $0 45 $110,600,000
2029 $0 I 41 $120,600,000
Local AC Roads
Do Nothing
140 60
57 120
55 53
100
4 50
C
c
0 80
4 45 a
60 4
40 40
20 35
0 30
2025 2026 2027 2028 2029
Year
Annual Budget(Major) =1 Deferred Maint. -PCI at Year End Figure 3. Local Asphalt Roads - Do Nothing Consequences 2029 Asphalt Roadway Network PCI = 40
Transmap Corporation: Upland, CA Final Report Page 18 of 52

Table 21 - Asphalt Alleys - Do Nothing Consequences
Year Beginning Annual Budget PCI at Year Deferred Maint.

January 2025 (Major) End
2025 $0 46 $13,500,000
2026 $0 42 $14,700,000
2027 $0 39 $16,000,000
2028 $0 36 $17,200,000
2029 $0 34 $18,400,000
AC Alleys
Do Nothing
20 60
18 55
16 14
50 0 12 4
3 10 45 0
42 Ih
39 8
40 6
36 4
34 35
2 0 30
2025 2026 2027 2028 2029
Year
Annual Budget(Major) min Deferred Maint. -PCI at Year End Figure 4. Asphalt Alleys - Do Nothing Consequences
Transmap Corporation: Upland, CA Final Report Page 19 of 52

Table 22 - Asphalt Parking Lots - Do Nothing Consequences Year Beginning Annual Budget PCI at Year Deferred Maint.

January 2025 (Major) End
2025 $0 33 $8,100,000
2026 $0 28 $8,400,000
2027 $0 23 $8,900,000
2028 $0 18 $9,300,000
2029 $0 I 13 I $9,600,000
AC Parking Lots
Do Nothing
12 40
10 33 35
8 30
28 0
6 25 a
1 20
2 1 15
0 10
2025 2026 2027 2028 2029
Year
Annual Budget(Major) Deferred Maint. -PCI at Year End Figure 5. Asphalt Parking Lots - Do Nothing Consequences Transmap Corporation: Upland, CA Final Report Page 20 of 52

2.3 Given Annual Budget Consequence Scenarios
The Given budget of $6.38M was divided between each roadway family based on their total SY areas resulting in Arterials - $2.038M, Collectors - $894K, and Local - $3.448M.

Table 23 - Arterial Asphalt Roads — Given $2.038M Annual Budget Consequences Year Beginning Global Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $788,000 $1,250,000 54 $71,100,000
2026 $216,000 $1,822,000 51 $76,000,000
2027 $58,000 $1,980,000 47 $80,500,000 2028 $228,000 $1,810,000 45 $85,100,000
2029 $49,000 $1,989,000 42 $90,400,000 Arterial AC Roads
Given $2.038M Annual Budget Consequences
2,500 60
54 55
2,000
51 50
21,500 47 —
N
45 L
45 a
42 1,000
1 500
0 30
2025 2026 2027 2028 2029
Year
Global Treatment Budget Conventional Treatment Budget PCI at Year End Figure 6. Arterial Asphalt Roads — Given $2.038M Annual Budget Consequences Transmap Corporation: Upland, CA Final Report Page 21 of 52

Table 24 - Collector Asphalt Roads - Given $894K Annual Budget Consequences Year Beginning Global Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $149,000 $689,000 61 $19,400,000 2026 $38,000 $800,000 58 $20,100,000
2027 $43,000 $795,000 56 $21,800,000
2028 $30,000 $808,000 53 $22,600,000
2029 $33,000 $805,000 51 $24,800,000 Collector AC Roads
Given $894K Annual Budget Consequences
900 70
800
65 700 III
61 600 60
5 500 — 56
c 55 c-5
f 53 d
o 400 —
L
~ 51
300 50
I
200
45 100
0 40
2025 2026 2027 2028 2029
Year
l Global Treatment Budget ®Conventional Treatment Budget —PCI at Year End Figure 7. Collector Asphalt Roads - Given $894K Annual Budget Consequences Transmap Corporation: Upland, CA Final Report Page 22 of 52

TableTa 25 - Local Asphalt Roads - Given $3.448M Annual Budget Consequences I Year Beginning - Ioba F Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $1,303,000 $2,145,000 59 $77,400,000 2026 $389,000 $3,059,000 56 $83,800,000 2027 $123,000 $3,325,000 53 $88,500,000 2028 $256,000 $3,192,000 51 $92,900,000 2029 $138,000 $3,310,000 48 $97,600,000
Local AC Roads
Given $3.448M Annual Budget Consequences
3,500 70
3,000 —
65 2,500 —
59 60
2,000 —
a
c 55 u
co
o
1,500
51 50
1,000
45 500
0 40
2025 2026 2027 2028 2029
Year
1M Global Treatment Budget Conventional Treatment Budget —PCI at Year End Figure 8. Local Asphalt Roads - Given $3.448M Annual Budget Consequences 2029 Asphalt Roadway Network Total PCI - 47
Transmap Corporation: Upland, CA Final Report Page 23 of 52

Table 26 - Asphalt Alleys - Given $350K Annual Budget Consequences Year Global Conventional
Beginning Treatment Treatment PCI at Year Deferred January Budget Budget End Maint.
_ 2025 _ _ _
2025 I $95,000 $255,000 48 $13,200,000
2026 I $11,000 $339,000 45 $13,600,000
2027 $136,000 $214,000 44 $13,800,000
2028 $22,000 $328,000 42 $14,000,000
2029 $0 $350,000 41 $14,100,000
AC Alleys
Given$350K Annual Budget Consequences
400 00
350
55 300
50 250 48
4=�,
c 200 44 45 u
noa
0 0
s
~ 41
150
40 100
35 50
0 " 30
2025 2026 2027 2028 2029
Year
Global Treatment Budget Conventional Treatment Budget -PCI at Year End Figure 9. Asphalt Alleys - Given $350K Annual Budget Consequences Transmap Corporation: Upland, CA Final Report Page 24 of 52

2.4 Budgets to Maintain Existing PCI Scenarios
Table 27 - Arterial Asphalt Roads - $6.433M Annual Budget to Maintain PCI of 54 Year Beginning Global Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $788,000 $5,645,000 56 $66,700,000
2026 $216,000 $6,217,000 54 $67,000,000
2027 $58,000 $6,375,000 54 $67,000,000 2028 $228,000 $6,205,000 54 $66,600,000
2029 $49,000 $6,384,000 I 54 $62,600,000 Arterial AC Roads
$6.433M Annual Budget to Maintain PCI 54

7.0 70

6.0 65

5.0 60
0C
0 4.0 56
a
54 Iii_i
55 3.0
50 2.0
45 1.0

0.040
1=11
2025 2026 2027 2028 2029
Year
Global Treatment Budget 1 Conventional Treatment Budget -PCI at Year End Figure 10. Arterial Asphalt Roads - $6.433M Annual Budget to Maintain PCI of 54 Transmap Corporation: Upland, CA Final Report Page 25 of 52

TableTa 28 - Collector Asphalt Roads - $1.905M Annual Budget to Maintain PCI of 61 I Year BeginningGloba F Conventional
W -ow --ii.-
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $149,000 $1,826,000 62 $18,400,000 2026 $38,000 $1,931,000 62 $18,900,000
2027 $43,000 $1,915,000 61 $18,700,000
2028 $30,000 $1,946,000 61 $18,400,000
2029 $33,000 $1,943,000 61 $17,500,000
Collector AC Roads
$1.905M Annual Budget to Maintain PCI 61

2.5 2.0 — 6,
Ln 64
c
° 62 62
2 1.5 61 61 II 62
60 a

1.0 58
56 0.5 54
52 0.0 50
2025 2026 2027 2028 2029
Year
Global Treatment Budget Conventional Treatment Budget —PCI at Year End Figure 11. Collector Asphalt Roads - $1.905M Annual Budget to Maintain PCI of 61 Transmap Corporation: Upland, CA Final Report Page 26 of 52

Table 29 - Local Asphalt Roads - $7.418M Annual Budget to Maintain PCI of 58 Year Beginning Global Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $1,303,000 $6,115,000 60 $73,400,000 — —
2026 $389,000 $7,029,000 59 $75,700,000 2027 $123,000 $7,295,000 59 $76,200,000 2028 $256,000 $7,162,000 58 $75,700,000 2029 $138,000 $7,280,000 58 $71,800,000 Local AC Roads
$7.418M Annual Budget to Maintain PCI 58

8.0 — 70

7.0 65

6.0 603
0 59 59 60

5.0 .� 58 5

4.0 55 a

3.0 50

2.0 45

1.0 I =

0.0 40
2025 2026 2027 2028 2029
Year
Global Treatment Budget Conventional Treatment Budget —PCI at Year End Figure 12. Local Asphalt Roads - $7.418M Annual Budget to Maintain PCI of 58 Total Annual Budget to Maintain Existing PCI (57) - $15.756M Transmap Corporation: Upland, CA Final Report Page 27 of 52

Table 30 - Asphalt Alleys - $699K Annual Budget to Maintain PCI of 47 ear Beginning Global L Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $95,000 $604,000 49 $12,800,000 2026 $11,000 $688,000 47 $12,600,000
2027 $136,000 $563,000 46 $12,500,000
2028 $22,000 $677,000 46 $12,200,000
2029 $0 $699,000 47 $11,900,000
AC Alleys
$699K Annual Budget to Maintain PCI 47
800 60
58 700
56 600
54 v
c
vi 500
52 H
400 50
4 48
300
46 46
200
44 100 —
42 0 40
2025 2026 2027 2028 202°
Year
r-imi Global Treatment Budget Conventional Treatment Budget —PCI at Year End Figure 13. Asphalt Alleys - $699K Annual Budget to Maintain PCI of 47 Transmap Corporation: Upland, CA Final Report Page 28 of 52

Table 31 - Asphalt Parking Lots - $475K Annual Budget to Maintain PCI of 34 ear Beginning Global Conventional —1111—
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $37,000 $438,000 37 $7,600,000 2026 $0 $475,000 35 $7,400,000
2027 $0 $475,000 34 $7,200,000
2028 $9,000 $466,000 34 $6,900,000 2029 $0 $475,000 34 $7,000,000
AC Parking Lots
Avg. $475K Annual Budget to Maintain PCI 34
500 50
450 I 48
400 46
350 44
300 42
250 40 a
200
150 3
34 34
100
50 3
0 2025 2026 2027 2028 2029
Year
Global Treatment Budget Conventional Treatment Budget —PCI at Year End Figure 14. Asphalt Parking Lots - $475K Annual Budget to Maintain PCI of 34 Transmap Corporation: Upland, CA Final Report Page 29 of 52

2.5 Budgets to Achieve Existing PCI plus 5 Points Scenarios Table 32 - Arterial Asphalt Roads - $7.859M Annual Budget to Achieve a PCI of 59 Year Beginning Global onventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget -
2025 $788,000 $7,071,000 56 $65,300,000
2026 $216,000 $7,643,000 56 $64,100,000
2027 $58,000 $7,801,000 57 $62,500,000 2028 $228,000 $7,631,000 57 $58,900,000
2029 $49,000 $7,810,000 59 $53,300,000 Arterial AC Roads
$7.859M Annual Budget to Achieve PCI 59

9.0 70

8.0 68

7.0 66
64 0 6.0
a 62

5.0 59 60 a

4.0 57 57 58
0 56 56
56 2.0
54 1.0
52 0.0 50
2025 2026 2027 2028 2029
Year
Global Treatment Budget Conventional Treatment Budget -PCI at Year End Figure 15. Arterial Asphalt Roads - $7.859M Annual Budget to Achieve a PCI of 59 Transmap Corporation: Upland, CA Final Report Page 30 of 52

Table 33 - Collector Asphalt Roads - $2.343M Annual Budget to Achieve a PCI of 66 Year Beginning Global Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget i Budget - —
D25 $149,000 $2,194,000 63 $17,900,000 026 $38,000 $2,305,000 63 $18,000,000
D27 $43,000 $2,300,000 64 $17,300,000
D28 $30,000 $2,313,000 66 $16,000,000
D29 $33,000 $2,310,000 66 $14,600,000
Collector AC Roads
$2.343M Annual Budget to Achieve PCI 66

2.5 80
75 2.0 -
in
c 70
0 3 1.5
66 64 CS d
6 6

1.0 60

0.5 55

0.0 50
2025 2026 2027 2028 2029
Year
Global Treatment Budget _i Conventional Treatment Budget -PCI at Year End Figure 16. Collector Asphalt Roads - $2.343M Annual Budget to Achieve a PCI of 66 Transmap Corporation: Upland, CA Final Report Page 31 of 52

Table 34 - Local Asphalt Roads - $9.161M Annual Budget to Achieve a PCI of 63 Year Beginning Global T ' Conventional. I pCI at Year Treatment Treatment
January 2025 End
_ Budget Budget
2025 $1,303,000 I $7,858,000 I 61 $71,700,000 2026 $389,000 I $8,772,000 62 $72,200,000 2027 $123,000 $9,038,000 62 $70,800,000
2028 $256,000 $8,905,000 62 $65,100,000
2029 $138,000 $9,023,000 63 $59,100,000
Local AC Roads
$9.161M Annual Budget to Achieve PCI 63
10 80
9 75
8 c 7
0 70
2 6
5 6 65 a
6 62 62
4 60
3 —
2 55
1 —
0 MM 50
2025 2026 2027 2028 2029
Year
Global Treatment Budget _I Conventional Treatment Budget —PCI at Year End Figure 17. Local Asphalt Roads - $9.161M Annual Budget to Achieve a PCI of 63 Total Annual Budget to Achieve Existing PCI +5 (62) = $19.363M Transmap Corporation: Upland, CA Final Report Page 32 of 52

Table 35 - Asphalt Alleys - $936K Annual Budget to Achieve a PCI of 52 Year Beginning Global Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $95,000 $841,000 49 $12,600,000 2026 $11,000 $925,000 48 $12,100,000
2027 $136,000 $800,000 48 $11,700,000
2028 $22,000 $914,000 49 $11,200,000
2029 $0 $936,000 52 $10,700,000
AC Alleys
$936K Annual Budget to Achieve PCI 52
1,000 70
900
it 65
800
,,, 700 -
c 60
ro
v,
0 600 —
H
500 — 55 a
52 400
50 300iii
200
45 100
0 ■ 40
2025 2026 2027 2028 2029
Year
Global Treatment Budget Conventional Treatment Budget - PCI at Year End Figure 18. Asphalt Alleys - $936K Annual Budget to Achieve a PCI of 52 Transmap Corporation: Upland, CA Final Report Page 33 of 52

Table 36 - Asphalt Parking Lots - 596K Annual Budget to Achieve a PCI of 39 Year Beginning Global Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $37,000 $559,000 37 $7,500,000 2026 $0 $596,000 36 $7,200,000
2027 $0 $596,000 37 $6,800,000
2028 $9,000 $587,000 38 $6,400,000 2029 $0 $596,000 39 $6,100,000
AC Parking Lots
Avg. $596K Annual Budget to Achieve PCI 39
700 — 60
600 — —
55 in
500 —
-o 50
in
o
400
III
I 45
a
300
40 3
200
3 35
100
0 30
2025 2026 2027 2028 2029
Year
Global Treatment Budget Conventional Treatment Budget —PCI at Year End Figure 19. Asphalt Parking Lots - $596K Annual Budget to Achieve a PCI of 39 Transmap Corporation: Upland, CA Final Report Page 34 of 52

2.6 Budgets to Achieve a PCI of 70 Scenarios
Table 37 - Arterial Asphalt Roads - $11.144M Annual Budget to Achieve a PCI of 70 Year Beginning Global Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $788,000 $10,356,000 58 $62,000,000 2026 $216,000 $10,928,000 60 $57,500,000 2027 $58,000 $11,086,000 62 $52,400,000
2028 $228,000 $10,916,000 65 $43,600,000 2029 $49,000 $11,095,000 70 $34,200,000
Arterial AC Roads
$11.144M Annual Budget to Achieve PCI 70

12.0 80

10.0 k
75 v 7
0 8.0 70
2 65

6.0 65 a
62 4.0 60

2.0 55

0.0 s 50
2025 2026 2027 2028 2029
Year
Global Treatment Budget NMI Conventional Treatment Budget -PCI at Year End Figure 20. Arterial Asphalt Roads - $11.144M Annual Budget to Achieve a PCI of 70 Transmap Corporation: Upland, CA Final Report Page 35 of 52

TableTa 38 - Collector Asphalt Roads - $2.775M Annual Budget to Achieve a PCI of 70 I Year Beginning
Conventional
rn -ow --ii--
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $149,000 $2,626,000 64 $17,500,000 2026 $38,000 $2,737,000 65 $17,200,000
2027 $43,000 $2,732,000 66 $16,000,000
2028 $30,000 $2,745,000 67 $14,100,000
2029 $33,000 $2,742,000 70 $12,300,000
Collector AC Roads
$2.775M Annual Budget to Achieve PCI 70

3.0 2.5 —
7 0 2.0 — 70
2 6
66 1.5 65 a

1.0 — 60

0.5 55

0.0 = 50
2025 2026 2027 2028 2029
Year
Global Treatment Budget Conventional Treatment Budget -PCI at Year End Figure 21. Collector Asphalt Roads - $2.775M Annual Budget to Achieve a PCI of 70 Transmap Corporation: Upland, CA Final Report Page 36 of 52

TableTa 39 - Local Asphalt Roads - $12.311M Annual Budget to Achieve a PCI of 70 I Year Beginning - Ioba F Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $1,303,000 $11,008,000 62 $68,500,000 2026 $389,000 $11,922,000 64 $65,800,000 2027 $123,000 $12,188,000 65 $61,100,000 2028 $256,000 $12,055,000 67 $51,700,000 2029 $138,000 $12,173,000 70 $42,200,000 Local AC Roads
$12.311M Annual Budget to Achieve PCI 70

14.0 —

12.0 —j
C

10.0 70
c
IIIo

8.0 6
6 65 d

6.0 62
60 4.0
55 2.0

0.0 50
2025 2026 2027 2028 2029
Year
Global Treatment Budget Conventional Treatment Budget —PCI at Year End Figure 22. Local Asphalt Roads - $12.311M Annual Budget to Achieve a PCI of 70 Total Annual Budget to Achieve Network PCI of 70 - $26.23M Transmap Corporation: Upland, CA Final Report Page 37 of 52

Table 40 - Asphalt Alleys - $1.846M Annual Budget to Achieve a PCI of 70 Year Global Conventional
Beginning PCI at Year Deferred
January Treatment Treatment End Maint.
2025 Budget Budget
I
2025 $95,000 $1,751,000 51 $11,700,000
2026 $11,000 $1,835,000 53 $10,200,000
2027 $136,000 $1,710,000 58 $8,900,000
2028 $22,000 $1,824,000 64 $7,400,000
2029 $0 $1,846,000 70 $5,800,000
AC Alleys
$1.846M Annual Budget to Achieve PCI 70
2,000 80
1,800 - -
75 1,600
111
70 N 1,400
v
c
o
OS
0 1,200
1- III
1,000 510f1 60 a
800 55
53 , mil
600 51
50 400
45 200
0 = 40
2025 2026 2027 2028 2029
Year
Global Treatment Budget Conventional Treatment Budget PCI at Year End Figure 23. Asphalt Alleys - $1.846M Annual Budget to Achieve a PCI of 70 Transmap Corporation: Upland, CA Final Report Page 38 of 52

Table 41 - Asphalt Parking Lots - $1.724M Annual Budget to Achieve a PCI of 70 Year Beginning Global Conventional
January 2025 Treatment Treatment PCI at Year End Deferred Maint.

Budget Budget
2025 $37,000 $1,687,000 46 $6,400,000
2026 $0 $1,724,000 55 $4,800,000
2027 $0 $1,724,000 67 $3,200,000
2028 $9,000 $1,715,000 77 $2,000,000 2029 $0 $1,724,000 75 $2,500,000
AC Parking Lots
$1.724M Annual Budget to Achieve PCI 70
2,000 80
77 1,800 — 75
75 1,600
70 1,400 -
c
65 1,200
H
1,000 60 a
800
55 600
50 400
45 200
0 40
2025 2026 2027 2028 2029
Year
MEI Global Treatment Budget Conventional Treatment Budget PCI at Year End Figure 24. Asphalt Parking Lots - $1.724M Annual Budget to Achieve a PCI of 70 Transmap Corporation: Upland, CA Final Report Page 39 of 52

2.7 Scenario Summaries
Table 42 - Arterial Asphalt Roads - Scenarios Summary
Year Beginning Given $2.038M $6.433M to $7.859M to $11.144M to January 2025 Do Nothing Budget Maintain PCI 54 Achieve 59 Achieve PCI 70 2025 53 54 56 56 58
2026 49 51 54 56 60
2027 45 47 54 57 62
2028 41 45 54 57 65
2029 37 42 54 59 70
Arterial AC Roads
PCI vs Year for Various Budget Scenarios
80 70
70 65
62 60
60 58 59
57 57
56 7
o.
54 54 54
53 50
47 49 45
45 42
40 41
37 30 ,
2025 2026 2027 2028 2029
Years
-Do Nothing -Given$2.038M Budget -$6.433M to Maintain PCI 54 -$7.859M to Achieve 59 -$11.144M to Achieve PCI 70 Figure 25. Arterial Asphalt Roads - Scenarios Summary
Transmap Corporation: Upland, CA Final Report Page 40 of 52

Table 43 - Collector Asphalt Roads - Scenarios Summary
Year Beginnin Given $894K $1.905M to $2.343M to Achieve $2.775M to Achieve January 2025 Do Nothing Budget Maintain PCI 61 66 PCI 70 2025 60 61 62 63 64
2026 56 58 62 63 65
2027 52 56 61 64 66
2028 48 53 61 66 67
2029 44 51 61 66 70
Collector AC Roads
PCI vs Year for Various Budget Scenarios
80 70
70 67
66 65
64 66 66
6 64
6 6
a60 6 62
58 61 61 61
60 56
56 53
51 50 52
48 44
40 2025 2026 2027 2028 2029 Years
Do Nothing Given$894K Budget -$1.905M to Maintain PCI 61 -$2.343M to Achieve 65 -$2.775M to Achieve PCI 70 Figure 26. Collector Asphalt Roads - Scenarios Summary
Transmap Corporation: Upland, CA Final Report Page 41 of 52

Table 44 - Local Asphalt Roads - Scenarios Summary
Given $7.418M
Year Beginning Do $3.448M to $9.161M to $12.311M to January 2025 Nothing Budget Maintain Achieve 63 Achieve PCI 70 PCI 58
2025 57 59 60 61 62
2026 53 56 59 62 64
2027 49 53 59 62 65
2028 45 51 58 62 67
2029 41 48 58 63 70
Local AC Roads
PCI vs Year for Various Budget Scenarios
80 70
70 67
65 64
62 63
60 2 62 62
59 59
58 58
o. 57 56
53 53
50 51
49 48
45 40
41 30
2025 2026 2027 2028 2029 Years
-Do Nothing -Given 53.448M Budget -$7.418M to Maintain PCI 58 -59.161M to Achieve 63 -$12.311M to Achieve PCI 70 Figure 27. Local Asphalt Roads - Scenarios Summary
Transmap Corporation: Upland, CA Final Report Page 42 of 52

Table 45 - Asphalt Alleys - Scenarios Summary
Year Beginning Do Nothing Given $350k $699K to $936K to $1.846M to 1 January 2025 Budget Maintain PCI 47 Achieve 52 Achieve PCI 70 2025 46 48 49 49 51
2026 I 42 45 47 48 53
2027 39 44 46 48 58
2028 36 42 46 49 64
2029 34 41 47 52 70
AC Alleys
PCI vs Year for Various Budget Scenarios
80 —
70 70
64 60 58
d 53
52 51
50 48 48 48 49
49 47
46 4¢
41 40 42
39 36
34 30
2025 2026 2027 2028 2029
Years
—Do Nothing —Given$350K Budget —$699K to Maintain PCI 47 —$936K to Achieve 52 —$1.846M to Achieve PCI 70 Figure 28. Asphalt Alleys - Scenarios Summary
Transmap Corporation: Upland, CA Final Report Page 43 of 52

Table 46 - Asphalt Parking Lots - Scenarios Summary
Year Beginning Avg. $475K to A to
January 2025 Do Nothing Maintain PCI 34 Achieve 5639 Achieve PCI'70 2025 33 37 37 50
2026 28 35 36 58
2027 23 34 37 70
2028 18 34 38 78
2029 13 34 39 75
AC Parking Lots
PCI vs Year for Various Budget Scenarios
80 78
75 70
70 60 58
50 50
v
Q.
40 38 39
37 36 37
37 35 34 34 34
30 33
28 20 - 23
18 10 13
2025 2026 2027 2028 2029
Years
-Do Nothing -Avg.$475K to Maintain PCI 34 -Avg.$596K to Achieve 39 -Avg$1.258M to Achieve PCI 70 Figure 29. Asphalt Parking Lots - Scenarios Summary
Transmap Corporation: Upland, CA Final Report Page 44 of 52

Appendix A - Asphalt Pavement Performance Curve
The predictive modeling (family modeling) process groups pavements of similar construction that are subjected to similar traffic loads, weather, and other factors that affect pavement life. The historical data on pavement condition can be used to build a model which can predict the future performance of a group of pavements with similar attributes. In PAVER, this model of a pavement's life is referred to as a "family."
The performance curve plays a key role in the development of network-level budget analysis. If the deterioration rate of the curve is too steep, the required budget to repair these pavements will increase. If the deterioration rate of the curve is too flat, the required budget to repair these pavements will be too small. Both situations are erroneous, but when analyzing over a brief period, like 5 years, the change at any point over that period needs only be close initially. Constructing models that can accurately predict the performance of any road is an iterative process that is refined from the results of multiple condition surveys. Historical maintenance data are useful but can be initially misleading because they will contain many outliers particularly if the data are not being collected specifically for this purpose.

Figure A-1 below shows the results from the asphalt performance model developed for the City for Arterial/Collector and Local roads.

ModeIData —CalculatedModelDataHigh
4 BadData —CalculatedModelDat8L COON ow
—CalculatedModelData Designated Critical PCI
Rename
100 Delete
90 80
70 60
50 40
30 20
Close
2 4 6 8 10 12 14 16 18 20 __ 24 26 28 Bandane8 In, Orders '!

1.Review Model Data 2.Use Basndaly/Wier 3 Options 4.Mew Equations and State 5.Assign Falsely 1*(100-3.48679971694946 X^1+0.61124587059021 X^2-0.0618810392916203 X^3+0.00311908428557217 X04-8.01940186647698E-05 X^5+7.85595318575361E- 07 X^6)PCI Pts
Figure A.1. All Roads - Pavement Performance Curve as translated by PAVER and its polynomial.

Transmap Corporation: Upland, CA Final Report Page 45 of 52

Appendix B - Pavement Condition Index (PCI) Formula
Step 1: In a Network Level PMS, a survey of a limited number of sample units per section is sufficient. A sample area is defined as an area of 2,500 square feet plus or minus 1,000. A section is viewed as the smallest management unit when considering the application and selection of maintenance and repair (M&R) treatments.

R
E PCI ri x Ari
PCI s = PCIr= ' 1
EAri
i=1
Where
PCI a =PCI of a pavement section
PCI r =area weighted average PCI of random (or representative)sample units PCI ri = PCI of random sample unit number i
Ari=area of the random sample unit i
R=total number of inspected random sample units
Step 2: If additional sample units are inspected, they can be used to enhance the section PCI as follows:

A
>2(PCIQixAQi)
PCIa = ' 1
EAoi
A
i=1
A A
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PCI8= i=1 i=1
As
PCI a= area weighted average PCI of additional sample units PCI ai= PCI of additional sample unit number i
Aai =area of additional sample unit i
A.=total section area
Step 3: Using customer-defined constraints, such as the desired level of service, available rehabilitation technologies, or budgets, paving plans are developed in the Pavement Management System.

Transmap Corporation: Upland, CA Final Report Page 46 of 52

Appendix C - Principles of Pavement Management
Given the persistent shortage of funding for maintaining street systems, the most efficient means of maximizing the return on investment for road maintenance is to implement a Pavement Management System.

Pavement management is a systematic approach to maximizing the life of a pavement network while optimizing the use of constrained funding encompassing planning, budgeting, funding, designing, constructing, monitoring, evaluating, maintaining, rehabilitating and reconstructing a pavement network.

A Pavement Management System assists in finding and implementing the best Maintenance & Rehabilitation (M&R) strategies. Intuitively, we know that repairing streets when they are still in fair condition costs less over their lifetime than waiting to fix roads that have fallen into poor condition and extensive research over the years has proven this to be true. A proactive approach of routine pavement management means less money wasted on roadway reconstruction and a potential savings of millions of dollars.

This process is illustrated below. It details how timely intervention can delay the inevitable total reconstruction for as long as practical. If repairs are delayed until a road is rated in "Fair" condition or worse, the cost of rehabilitation becomes 4 to 5 times more expensive than for those roads in "Good" condition. This means without preventative pavement maintenance; the cost of rehabilitation will be prohibitively expensive.

Asphalt Pavement Deterioration

COST OF 'TIMELY' MAINTENANCE
75%Time
10 i
40%Quality Drop IEach$1.00 of
Very Good I Renovation Cost
8 I Here...

I
Good I
>, 6 I
s Fair I
0 4I
I Will Cost$4.00
Poor 40%Quality Drop I to Dellaa e t
yedd to Here
2 I
Very112%Time
Poor
L — — — Total Fai lure
4 8 12 16
YEARS (Time Varies for Each Road Section)
Transmap Corporation: Upland, CA Final Report Page 47 of 52

A Pavement Management System also provides a way to store an accurate inventory of all roadways, enriched with links to easements, as-built records, and historical documentation. The breadth and depth of information they hold, including digital images of roadways, baseline pavement condition data, and reviews of deterioration over time, are invaluable resources for measuring and tracking the effectiveness of Maintenance and Rehabilitation strategies.

Successful pavement management system programs let agency decision-makers develop reliable performance models for the roadway, which can be used to generate sound policies and long-term rehabilitation strategies, budgets, and timetables.

Another compelling reason for implementing a Pavement Management System is the Governmental Accounting Standards Board (GASB) Statement 34. This regulation requires agencies that collect taxes to manage a long-term, fixed infrastructure asset to either:
• Option #1 - Implement financial accounting controls to effectively depreciate and plan for the replacement of fixed assets.
• Option #2 - Implement an asset management system that provides a mechanism to gauge and budget for the long-term rehabilitation and/or maintenance of assets.

This study completed on the roadway network can be used as the basis for achieving GASB 34** compliance, either as the foundation for the inventory and valuation of the network (Option #1) or as the foundation of an asset management system (Option #2). **Although it is not required to meet GASB 34 standards, it is recommended to follow the industry's best practices regarding monitoring their infrastructure.

The Pavement Management Process
The figure below depicts the three unique, but equally important, steps that comprise the Pavement Management Process.

System Configuration Field Data Collection Analysis and Reporting 4111111
_ All lanes-100%analysis
_ Red-Not driven 11 °"
Yellow Driven one way i
Green-Driven . _ �T
l0 r s ' Grey No cracks Lr. Green Some cracks
Reporting Dashboard
l i f j = M PMS Report Date December 2021 Number of Miles in Network 907.23 C/L Miles
Network Value _$1.41B
Cost to Fix Everything $130.84M
Average Network PCI Principle/Arterial(AB)-75
Collector/Local(CE)-69
Work Planning Horizon 5-Years
Roadway Families Principle/Arterial(AB)&
Collector/Local(CE)
Do-Nothing Budget Scenario PCI=59&54 after 5-Years
Current$17M Annual Budget PCI 70 and 72
(AB-$3.363M&CE-$13.637M) after 5-Years
Annual Budget to Maintain AB AB-$5.101M&
PCI=75 and CE PCI 69 CE-$10.836M _
Annual Budget to Achieve AB-$6.073M&
Network PCI of 80 CE-$17.338M
Transmap Corporation: Upland, CA Final Report Page 48 of 52

1. System Configuration
System configuration involves identifying all roadways of the project network and assigning them a unique identifier. Each section has attributes such as physical characteristics (length, width, etc.), pavement type, and road classification. As part of system configuration, the network is linked to a GIS map. This map is loaded into our web-based mapping system.

2. Field Data Collection
After system configuration is completed, every roadway and all lanes in the system are surveyed and its condition is assessed using the following criteria:

Surface Distress
We use a Laser Crack Measurement System (LCMS4m) 3D pavement imaging technology. Pavement surface distresses, including alligator cracking, block cracking, rutting, raveling, reflective cracking, loss of section, bleeding, edge distress, and patched areas, as well as right of way (ROW) imagery will be collected on a segment-by-segment basis, with each distress captured by type, extent, and severity.

Table 1, with respect to the pavement type (AC=Asphalt Pavement and PCC=Portland Cement Concrete).

Description of Surface Distresses Recorded by Transmap
Pavement Distresses for Asphalt Pavement
Alligator Cracking Patching and Utility Cut Patching Block Cracking Potholes
Bleeding Rutting
Edge Cracking Weathering
Transverse and Longitudinal Cracking Raveling
Bumps and Sags, Corrugations and
Depressions
Pavement Distresses for Concrete Pavement
Divided Slabs Pop Outs
Linear Cracking Pumping
Corner Breaks Scaling or Map Cracking
Durability ("D") Cracking Shrinkage Cracking
Faulting Corner or Joint Spalling
Joint Seal Damage Small or Large Patching
Detailed descriptions of pavement distress and severity can be found in ASTM D6433-11.

Severity
Once distress has been identified, its severity (Low, Moderate, High) is attached to the appropriate record and its count, e.g., the number of potholes, square footage (area covered by cracking), or linear feet (length of a specific crack) are added as well.

In a Network Level PMS, a survey of a limited number of sample units per section is sufficient. A sample area is defined as an area of 2,500 square feet plus or minus 1,000. A section is viewed as Transmap Corporation: Upland, CA Final Report Page 49 of 52

the smallest management unit when considering the application and selection of maintenance and repair (M&R) treatments. All field survey data collected in samples are summarized on a section-by- section basis. Each section constitutes a unit of data to populate the Pavement Management System.

Other data collected during field surveys include the pavement width, the pavement type, GPS coordinates, and digital images.

3. Analysis and Reporting
The results of a Pavement Management System analysis provide a quantitative performance score called Pavement Condition Index (PCI).

Pavement Condition Index (PCI) is an engineering terminology representing the surface condition of the pavement on a scale of 0 to 100. For example:
• PCI of 100 is a pavement in perfect condition.
• PCI of 0 is a pavement that is destroyed.

The PCI is a distress-based condition index, i.e., specific distresses in the pavement are identified and tallied, and the type, severity, and extent of each distress are used to calculate a single number representing the pavement condition. The higher numbers reflect better pavement. The formula used to calculate the PCIs is in Appendix B.

All condition ratings of the field surveys are captured at sample areas and combined to calculate one value, which represents the PCI of a pavement section using the area weighted average.

Understanding the Pavement Condition Index
Good
BO
Satisfactory
114666.....'
c 60 rnyrr..wr........«..,.»....... — Fair _• -0• 50_
Poor
• 40�
Very Poor
as 30
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Serious
—Collectors , �J
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—Locals
Failed
0,
0 10 20 30 40 50 60
Time(Years)
Understanding the Pavement Condition Index Score
The following illustration shows how the Pavement Condition Index (PCI) deteriorates over time for three different types of roadways. It also compares the PCIs to commonly used descriptive terms (Good, Satisfactory, Fair, Poor, Very Poor, Serious, Failed). The divisions between the descriptive terms are not fixed but are meant to indicate common perceptions of roadway conditions.

Transmap Corporation: Upland, CA Final Report Page 50 of 52

An industry-standard defines the different PCI condition levels with respect to the remaining life of a pavement and typical rehabilitation options recommended.

Industry Standard for PCI Condition Levels
PCI Ran'e Work T •e
86-100 Little or no maintenance
Good Rejuvenation E.g., Crack Seal,
Reclimite, fog seal
71-85 Routine Maintenance,
Satisfactory Global e.g., Seals such as slurry seal
56-70 Critical Non-structural overlay,
Fair cape seal
41-55 Structural Overlay
Poor Conventional Overlay or Mill & overlay 26-40 iv Structural Overlay
Very Poor Conventional Overlay or Mill & overt 11-25 Reconstruction Reconstruction, rebuild i AiliaLiALLs milikiiiillitiolliiililli
-
0-10 Reconstruction Reconstruction, rebuild, Failed full depth reclamation
Maintenance and Rehabilitation Planning
Key Analysis Inputs
All Pavement Management Systems require user input to establish budget estimates and pavement Maintenance & Rehabilitation (M&R) plans. During the Boot Camp, decisions were made that affected the pavement rehabilitation program in a variety of ways. The key inputs are:
• The M&R pavement preservation categories
• The M&R pavement treatment type
• The PCI ranges are assigned to the M&R categories. • The Critical PCI
• Unit cost for each pavement treatment type
• Expected life of the treatment type
• Agency budget and length of the planning period
• Budget required to achieve a target PCI at the end of the planning period. • Desired deferred maintenance at the end of the planning period Transmap Corporation: Upland, CA Final Report Page 51 of 52

Pavement Preservation
The figure below represents the American Public Works Association (APWA) industry-standard pavement preservation curve.

PAVEMENT PRESERVATION
PCI /gos Less expensive to work with good pavements
Refuvanatlon 86-100 • - Ssarrace Treatments.
' •Reclamite
1 �
Surface Treatments rrt
Global 71-85 - _ —'-Yrs.8-12 ! -Liquid Road o -Micro-Surfacing 3
Surface Treatments m
Yrs.10.14 -Cape Seals Z
Critical 57-70 •Micro-Surfacing 17
rn
26-50 Con �tionalApproach 75
Conventional -Overlay n
-Mltl&Overlay _1
rn
0-25 J4econstru t ftebuil[t
MIIMI
4 8 12 16 20
PAVEMENT AGE(Years)
Pavement Preservation
The figure below represents APWA's Pavement Toolbox. This toolbox looks at preservation treatments and how they are cost-effective to use as opposed to spending all funding on worst-first maintenance (rehabilitation/reconstruction).

Istio
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rl
Asphalt Pavement Toolbox
Preservation
-a7 t r ,. SLuctRy SEALS
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and even $$ NILL4NG t"OL
Reconstruction
Preservation Treatments
This hierarchical strategy ensures that roadways slated for reconstruction remain in the reconstruction pipeline even if there is a funding shortfall. Available funds are used to preserve those streets that can be treated with slurries and overlays. No real equity is lost when those roads become unacceptable for use since they were already scheduled for reconstruction.

Transmap Corporation: Upland, CA Final Report Page 52 of 52

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TABLE OF CONTENTS

1.0 PROJECT OVERVIEW 2

1.1 Project Summary 2

1.2 Sidewalk Survey Results Summary 2

2.0 SURVEY METHODS 3

2.1 Survey Process 3

2.2 LiDAR&Sidewalk Surface Tester(SST) 3

2.3 Distress and Condition Rating in Connect 6

3.0 PAVEMENT CONDITIONS 8

3.1 Sidewalk Conditions Overview 8

3.2 Sidewalk Condition Images 10

3.3 Observed Obstructions 15

3.4 Pedestrian Curb Ramp Summary 18

3.5 Pedestrian Curb Ramp Conformity Level Images 18

3.6 Current Sidewalk Ramp Conditions Overview 22

4.0 PROJECT RECOMMENDATIONS AND COMMENTS 23

4.1 Project Summary and Recommendations 23

4.2 Closing 23
IMS Pavement Management Report Upland,CA 2024 Page i

1.o PROJECT OVERVIEW

7.7 Project Summary
In 2023 IMS Infrastructure Management Services, LP (IMS)was contracted by the City of Upland to conduct a condition assessment and analysis update on approximately 343 miles of City maintained sidewalks and 4406 curb ramps.

IMS mobilized our Sidewalk Surface Tester(SST)to conduct an objective condition assessment of the sidewalks and ramps using industry standard pavement distress protocols, which were modeled similar to those found in ASTM D6433.The data was then loaded into IMS' proprietary spreadsheet software, known as Easy Sidewalk Analysis (ESWA),for analysis and given a Sidewalk Condition Index (SWCI). A full inventory of sidewalk and ramp assets are included in Appendices A and B.

7.2 Sidewalk Survey Results Summary
The Upland network has an average SWCI of 55,with most of the network landing in the Poor to Fair SWCI range as seen in Figure 1.

Good(75 to 100) V. Poor(0 to 25)
14% 2%
Fair(50 to 75)
47%
Poor(25 to 50)
37%
Figure 1 - Sidewalk Network Condition
IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 12

2.0 SURVEY METHODS

2.7 Survey Process
The IMS approach to sidewalk and pedestrian curb ramp assessments is comprehensive in nature.

Every mile of every road must first be driven with a vehicle that has high-definition cameras (LiDAR vehicle in this case)to allow for the extraction of sidewalks and curb ramps from the imagery. Then, each extracted sidewalk and curb ramp must be inspected. These locations are provided to IMS'field crew. The field crew then mobilizes to the asset locations and surveys each with IMS'Sidewalk Surface Tester(SST).

2.2 LiDAR &Sidewalk Surface Tester (SST)
The IMS LiDAR Survey vehicle was first deployed in Upland. This unit was chosen specifically for the purposes of collecting high-definition imagery and yielding accurate and consistent measurements of Americans with Disabilities Act (ADA) accessible curb ramps throughout the City.

The mobile LiDAR unit used in the Upland survey is pictured below in Figure 2. fYt '3h r -ti. �, - J,
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The mobile LiDAR unit is equipped with a RIEGL VMQ-1HA High-Performance LiDAR Sensor designed specifically for mobile mapping and data collection. It is capable of capturing measurements with 5mm IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 1 3

accuracy in a 360-degree field of view.The frequency of these measurements is 250 scan lines per second, so the Mobile LiDAR unit can function completely without impeding the flow of traffic.

Some highlight specs of the IMS LiDAR equipment are as follows:
• 5mm level relative accuracy
• 1 million individual measurements or 250 scan lines per second • Travels at marked speed limit
• GIS linked data collection
• LiDAR point-cloud ideal for geometric measurements for ramps/landings/flare/slope Once the LiDAR vehicle pass was complete, IMS'SST was deployed. The SST employs IMS' in-house Drive data collection software that integrates the survey inventory(sidewalk and curb ramp GIS shapefiles),field maps, GPS, and field data collection into a single platform. Drive may be customized for virtually any type of survey ranging from trails, parking lots, sidewalks, and ramps to full sign surveys. Multiple SST units may be deployed depending on the complexity and size of the project.

The sidewalk and curb ramp condition survey that was performed for Upland was completed using one IMS SST. Images of the SST units can be seen in Figure 3.

The SST is a purpose-built field data collection unit designed primarily for surveying municipal sidewalks, curb ramps, trails, right-of-way, and parking lots.The SST is equipped with the following:
• Front and rear 12MP Basler HD cameras
• Drive collection system (fanless computer and ADAS in environmentally sealed enclosure) • Hemisphere DGPS
• 3x Gocator point lasers
• 5g Accelerometers
• 250 Hz MEMS IMU
• 5,000 CPR wheel encoder
• Target sensor
• High contrast monitor
• Event keyboard
• Tow Vehicle and Trailer
IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 14

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Figure 3 - Sidewalk Surface Tester (SST)
Using the Drive platform,the SST operator inputs GPS-tagged events for distresses that are observed on sidewalks and curb ramps. These distresses and their different categories can be found in Table 1'
IMS Sidewalk and Ramp Management Report Upland,cxzom page | 5

Table 1 - Distress Ratings
Code Distress Moderate Severe
1 Vertical Displacements 1/4" - 1/2" > 1/2"
(including faulting, sag/heave, etc)
Separation
2 (including cracking,joint spalling, >1/2" - 1" >1" etc)
3 Excessive Cross Slope >2% - 8% >8%
Figure 5 shows what these events look like within the Drive software.

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2.3 Distress and Condition Rating in Connect
Once the imagery and distress events were collected with the SST and imported to Connect, it was then matched to the GIS shapefiles.This allowed for the City's shapefile attributes, such as sidewalk and curb ramp names, identifiers, etc. to be carried throughout IMS' process.Then, after matching was completed, IMS'trained raters extracted the remaining asset attributes(obstructions, IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 1 6

protrusions,widths, etc.)from the calibrated imagery. To illustrate this process, Figure 5 shows points that were marked on the front-facing imagery in the Connect software..fil ._ _ •a x Mp z
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IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 1 7

3.o PAVEMENT CONDITIONS

3.7 Sidewalk Conditions Overview
The Sidewalk Condition Index(SWCI) considers the sum of a variety of distresses. The SWCI calculation has been developed by IMS and is modeled after the Pavement Condition Index (PCI) calculation used in ASTM D6433 to assess the condition of paved roads. It is important to note that sidewalk obstructions do not factor into the SWCI score, however,the cost for the specific rehabilitation method based on obstruction type is factored into the cost to repair a sidewalk segment. Figure 5 illustrates the general process for calculating SWCI. SWCI is a 0-100 scale,with 100 representing a sidewalk in excellent condition.A deduct curve is defined for each distress, and the percentage area of distresses will determine the number of deduct points. Deducts are subtracted from 100 to determine SWCI. If a sidewalk segment has more than 4 distresses,the 4 largest deducts will be used to calculate SWCI.
100
Slab
90 Count Y Good
80 Good
(Dress}<SWCI)
so
40 Distress' Poor
severity
20 o
Figure 6 - Distress Rating in Connect
The following Figure 7 shows the breakdown of the SWCI for the entire sidewalk network. The City sidewalk network has a SWCI of 55, putting the sidewalk network in the Fair category.

IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 18

50 Average Sidewalk Condition Index= 55
45 — Total Sidewalk Area =8.7 M Sq Ft
40 - Total Sidewalk Length = 334 Miles _
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Figure 7 - Sidewalk Condition
• Fourteen percent(14%) of the network can be considered in "Good"condition and should be closely monitored to ensure timely application of early localized preventive measures. • Forty-seven percent(47%) of the network falls into the SWCI range considered "Fair". • Thirty-seven percent(37%) of the sidewalks are rated as"Poor". • The remaining two percent(2%) of the network is rated as"Very Poor".

IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 19

3.2 Sidewalk Condition Images
The SWCI categorizes sidewalks based on the sum and severity of distresses present. Below is an example of Upland sidewalk sections that fall within these categories.

Very Poor(0-25)
•
•
Arrow Route (SWCI = 6 SWID = 103351) — Several severe and moderate horizontal separations are present. This portion of sidewalk is flagged as an immediate priority should receive a complete remove and replacement. Areas where vegetation is growing within the cracks indicate that water is seeping into distressed areas and contributing to increased deterioration. Only 2% of the Upland network presents similar conditions.

IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 10

Poor(25-50)
• 01. • __. �� '✓
iI/i
•
X
Randy Street (SWCI = 37 SWID = 104448)—This segment displays significant cracking. This image shows only the most distressed portion of the sidewalk.The distresses are not present along the entire length of the segment, so only a partial remove and replace with partial base replacement is suggested. Portions of this sidewalk have deteriorated to the point where it is now deterring ADA travel, notably the vertical displacement present in the above photo. The analysis has prioritized this particular segment as a "High Priority Rehab". Segments displaying similar characteristics represent approximately 37% of the Upland sidewalk network.

IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 111

Fair(50-75)
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Buffington Street(SWID-102687 SWCI= 68)-This segment of sidewalk is in mostly serviceable condition with a few exceptions.There is a small amount of cracking between several panels but it is mostly low in severity. The largest concern is the severe vertical displacement shown in the image above. This is considered a severe tripping hazard and contributes very strongly towards the overall distress deducts calculated for this section of sidewalk. Approximately 47%of upland sidewalks fall into the Fair category.

IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 112

Good (75-100)
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Palm Avenue (SWID-105918 SWCI = 96) - This segment of sidewalk is rated as "good" and displays no significant distresses. The analysis has determined this segment to be a low priority rehab. Around 14% of the Upland sidewalk network is in this condition category.

IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 113

The following Figure 8 presents a breakdown of the needed rehabilitation activities on the overall sidewalk network.
• The largest rehab need will fall into the Local Rehab/AC Taper category. This represents 68% of the overall sidewalk area.
• Grind +AC Taper accounts for 21% of the sidewalk area. • The non-distressed area (area with no current rehab need) accounts for 10% of the overall sidewalk area.
• The remaining sidewalk areas are recommended for remove and replace,crack filling and Joint rehab, protrusion control, and relay pavers with base.

Non-Distressed Area
(Life Cycle
Maintenance), Crack Fill/Joint Rehab,25,762,0%
893,827, 10%
Protrusion(Weed)
Control, 100,0%
Grind+AC Taper,
1,843,396, 21%
Relay Pavers with
Base, 1,741,0%
Local Rehab/AC Taper,
5,870,171,68%
Remove&Replace,
43,902, 1%
(Rehab Area ft2,%of Network)
Figure 8 - Rehab Distribution by Area
IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 114

3.3 Observed Obstructions
Obstructions are calculated and considered separately from the SWCI and should rank high on the priority for the City to fix. There are two reasons for this. First is the consideration of ADA liability, where even a single obstruction on an overall Excellent SWCI-rated sidewalk will count the entire segment as a failure to comply with ADA regulations. Next is the cost consideration; a majority of obstructions are inexpensive and easily fixed problems. Foliage can be trimmed back, garbage and recycle receptacles can be repositioned so that they do not block the sidewalk and tripping hazards can often be smoothed over without spending a lot of capital. Figure 9 shows a breakdown of Sidewalk Obstruction type by Cost.

Guy Wire/Support,
500 Fire Hydrant,50,000
Other,9,000
Street
Furniture, Sign Pole or Post,29,000
8,000
Utility, 10,000
Tree/Vegetation,
80 Light Standard,
Power Pole,99,000 5,000
Traffic Signal, 19,000
(Obstruction Type, Rehab Cost)
Figure 9 - Sidewalk Obstruction Type by Cost
The greatest costs associated with obstruction removal involves the removal of power poles and other utilities. It is common for utility companies that manage these assets to assist the City in the costs associated with the movement of their utility assets. This may significantly reduce the overall costs associated with obstruction removal.

IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 115

Example Obstructions:

In these examples, the power poles and street furniture restrict the width of the sidewalks. This negatively affects the traversability of the sidewalk by wheelchairs and other similar assisting devices. These obstructions should be removed or additional infrastructure should be built to allow the public to traverse the sidewalks with ease.

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IMS Sidewalk and Ramp Management Report Upland,CA 2024 Page 117

3.4 Pedestrian Curb Ramp Summary
Every ramp is assigned attributes ranging from ramp/landing/flare slopes to an assessment of the visual impairment facilities (VIF). In addition,the SST operator collects the same distresses as for sidewalks on every ramp and rates them by severity(see section 2.2).

Figure 10 shows how the LiDAR point cloud data was used to measure values from the curb ramps in Upland. Smart cells of typical curb ramp configurations were placed on top of the ramps in the point cloud.This smart cell then automatically extracted and populated the parameters of interest. ,' rtcellomen sionRp rt
',�s _ Name value Gaena
r � 9mcaesrzeaL. =x -tit Fl 46434
f - Lek Flare slope 7 664%
l�l - - Ramp Runn ng Slope 8 2144
s,5,� 3 - Landing Runri ng slope 20114
3yb%Y5, .4� 'a[y 5 i Y �' v�, ��\1� Ramp width 16.s26R Ramp Length 7382H
�€ �>fts�� "u &qr� -i . -Landing Length 4o-.634in t n t
Landing width 4o-sob in
ip of Ramp Height E1 D73 in
Figure 10 - LiDAR Point Cloud Slope Measurement

3.5 Pedestrian Curb Ramp Conformity Level Images
In the absence of a nationally recognized system, IMS has developed a scale that categorizes curb ramps based on their conformance with the relevant Americans with Disabilities Act(ADA) standard.

The scale attempts to categorize the ramps based on features that would be of concern from an ADA compliance perspective. It's important to acknowledge that the final verdict of compliant or non-compliant is not the objective. Instead,these categories are designed to help the City understand their needs and begin prioritizing remediation of potential compliance violations.

Essentially,the number of ADA-related issues observed/measured on a given ramp corresponds to an ADA Conformity Level. These levels are"ADA Conformity Level 1","ADA Conformity Level 2","ADA Conformity Level 3","ADA Conformity Level 4","ADA Conformity Level 5", and "Ramp Required".The following images show examples of each category.

ADA Conformity Level 1 are ramps (Figure 11) that have minimal (if any) ADA issues — they have a protective back curb (if necessary for the design style),the slopes appear to be within a reasonable range, and for applicable design styles,the ramp has a landing.The ramp will also usually have truncated domes.

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f a lO ___
Figure 11 -ADA Conformity Level 1 Ramp
ADA Conformity Level 2 ramps (Figure 12) have slightly more ADA issues than ADA Conformity Level 1, i.e. the ramp may be missing a back curb, but is otherwise fine, in terms of slope, landing design, and presence of truncated domes.This type represents the most common ramp type in the City.

Figure 12-ADA Conformity Level 2 Ramp
ADA Conformity Level 3 ramps (Figure 13) have two or more issues. For example, they may be missing a back curb and a truncated dome plate or have some sort of non-compliant visual impairment facility instead.

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•
Public _fir
Storage
Figure 13 -ADA Conformity Level 3 Ramp
ADA Conformity Level 4 ramps (Figure 14) have several ADA issues that need to be addressed, including slope issues, lack of landings, and/or missing/non-compliant facilities. 3 x
.

Figure 14-ADA Conformity Level 4 Ramp
No ADA Conformity Level 4 ramps were found in Upland. The above image is from another city and is provided here solely to give a comprehensive overview.

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ADA Conformity Level 5 ramps(Figure 15)have several ADA issues and have many and/or excessive issues that need to be addressed, including slope issues, lack of landings, and/or missing/non-compliant facilities.
- .4 -.4k .4.!1.- 1 '' -/..:,ikr..*::.--.&: :;:-:-/. -. ' ' :,:'-'-— rJ•. f1
T
. _ -'i , -
Figure 15 -ADA Conformity Level 5 Ramp
No ADA Conformity Level 5 ramps were found in Upland. The above image is from another city and is provided here solely to give a comprehensive overview.

Ramp Required points(Figure 16) are locations where ramps are not installed, but they should be. /
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Figure 16 - Ramp Required Point
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3.6 Current Sidewalk Ramp Conditions Overview
The following figure (Figure 17) offers a summary breakdown of the City's ramps by type. The majority of the ramps in the City fall within the Conformity Level 2 designation, indicating there are some minor flaws in the design which may not meet the updated ADA standards, but are otherwise functional and easily serviceable.
•No Curb Ramp-Not Required
Conformity L1 0
Conformity L4,0,0/
Conformity L2 Conformity L3, 6,0Y
■Conformity L3 Conformity L5,0,0%
■Conformity L4
•Conformity L5
No Curb Ramp-
Not Required, 38%
Conformity L2,
2,646,60%
IV
ADA Ramp by Conformity Level (Count)
Conformity L1,94,2%
Figure 17 - Ramp Overview by Type
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4.o PROJECT RECOMMENDATIONS AND COMMENTS

4.7 Project Summary and Recommendations
In 2023, a condition survey was performed on the full City sidewalk and curb ramp networks. The results of the condition survey were aggregated into the Easy Sidewalk Analysis (ESWA) sidewalk and curb ramp management system. This system was used to organize a georeferenced sidewalk and curb ramp inventory, determine accurate conditions for the assets, and provide cost estimates for rehabilitation of the assets.

The following broad recommendations are presented to the City as an output from the sidewalk and curb ramp analysis and must be read in conjunction with the previous sections. • The City should make efforts to keep the ESWA spreadsheet up to date. — By maintaining and updating the rehabilitation unit rates, work history of the segments, and accuracy of the inventory,the City will be able to reliably forecast funding needs for future years.This allows the City to be proactive in maintaining the condition of the sidewalks and curb ramp networks at an acceptable level. • The City should periodically resurvey the sidewalk and curb ramp network. — Sidewalk and curb ramp performance over time involves many variables, such as traffic volumes, environmental factors, maintenance timing, and design standards. As these variables change,the rate at which they deteriorate will change with them.The periodic resurvey of conditions allows the City to track these changes and update the spreadsheet accordingly to ensure that appropriate rehabilitation measures are being planned.
• The City should investigate new and additional rehabilitation activities. — As technology progresses, improvements in sidewalk and curb ramp rehabilitation are constantly being made. When possible, the City should refresh the rehabilitation activities planned in ESWA to ensure these advances are used to the City's advantage. • The City should strive to maintain or better its current condition if possible. — Generally, it is more cost effective to maintain a condition than it is to regain ground lost to deterioration. The City currently maintains an overall network SWCI of 55.

4.2 Closing
The IMS Team greatly appreciates the opportunity to work with the City on this sidewalk and ramp management implementation. Over the course of this project, it has become clear that the City staff demonstrates a strong commitment to providing the highest level of service that they can to their community. IMS stands ready to assist the City with training and technical support as necessary, and we welcome the opportunity to work with the City on future pavement and asset management projects.

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