HomeMy WebLinkAboutCC 4 PMS CITY OF TUSTIN 2-5-90T qo
CONSENT CALENDAR NO. 4
2-5-90 h.
.�► Inter - Com
DATE: JANUARY 17, 1990
TO: WILLIAM HUSTON, CITY MANAGER
FROM: PUBLIC WORKS DEPARTMENT/ENGINEERING DIVISION
SUBJECT: ACCEPTANCE OF FINAL REPORT AND COMPUTER PROGRAM FOR DEVELOPMENT OF
PAVEMENT MANAGEMENT SYSTEM (PMS) FOR THE CITY OF TUSTIN
RECOMMENDATION
It is recommended that the City Council at their meeting of February 5, 1990,
accept the final report and computer program for development of the Pavement
Management System that was completed recently by BSI Consultants, Inc. for the
City of Tustin.
BACKGROUND
The City of Tustin had entered into professional services agreement on June 6,
1988 with BSI Consultants, Inc. to develop Pavement Management System (PMS) for
pavement network within the City of Tustin, excluding the portion of roads
within the newly developed areas in east Tustin. The system was used to assess
pavement condition and structural adequacy, identify and prioritize pavement
maintenance needs, evaluate the cost-effectiveness of maintenance and
rehabilitation strategies, develop annual work schedules, and determine current
and long term funding requirements.
DISCUSSION
Attached is the executive summary of the final Pavement Management System for
the City Councils review. A copy of the final report is available at the
Engineering Division office for further reference. Staff will utilize this
report to program the City's major street maintenance needs through 1993-1994.
Additionally, it will be utilized as one of the many requirements to qualify
for future state/federal gasoline tax grants/programs. The attached final
report shows that the pavement network (excluding roads in east Tustin) is
comprised of approximately 204 lane miles of paved roadway with an estimated
replacement value of over $45 million. The overall condition of the network is
good with an approximate 7% of the network in need of rehabilitation in the
form of overlay or reconstruction. Preventive maintenance (slurry seal) is
recommended for all streets every 5-7 years.
Five-year annual budgets were recommended, beginning with 1989-90 fiscal year
and ending with 1993-94 fiscal year, with an average annual budget of $518,000.
At this level of funding the overall condition of City's pavement network will
remain relatively stable, showing only a slight decrease in the network rating.
However, if the 1988-89 fiscal budget of $370,000 (inflated at 5% annually) is
maintained as funding level for the next five fiscal years, the network rating
will decrease significantly below acceptable level and create a maintenance
backlog that will cost approximately $1.5 million to restore the network to
it's present level of service.
Pavement Management System
page 2
own
Bob Ledendecker
Director Public Works/City Engineer
BL: WA: j
Attachment
Wisam Altowaij i
Associate Civil Engineer
If
14L W -A I 5A
Final Report
-------
Development of a
Pavement Management
System
Presented to:
City of Tustin, California
,July, 1989
Ly-fi CONSULTANTS, INC.
CITY OF TUSTIN, CALIFORNIA
DEVELOPMENT OF A NETWORK
PAVEMENT MANAGEMENT SYSTEM
FINAL REPORT
BSI CONSULTANTS, INC.
16880 W. Bernardo Drive
San Diego, California 92127
July, 1989
Copyright (c) 1989, BSI CONSULTANTS, INC.
All Rights Reserved
The enclosed report contains information
of a proprietary nature which is not to be
disclosed without the prior written consent
of BSI CONSULTANTS, INC.
TABLE OF CONTENTS
I
EXECUTIVE SUMEMARY
1
The Pavement Network
1
Five -Year Annual Budgets
2
The PMS Reports
3
WHAT IS A PMS?
5
Background
5
PMS Framework
6
PMS Levels
7
PMS Benefits
7
PMS DEVELOPMENT PROGRAM
9
Preliminary PMS Development Issues
9
Field Inventory
9
Structural Adequacy
10
Data Base Development
13
Design Process
15
Data . Analysis
16
Prioritization
17
Report Generation
17
Software
17
Training
18
Documentation
18
DISCUSSION
20
Commitment
22
The Importance of Preventive Maintenance
23
II NETWORK VALUE REPORT
III INVENTORY/CONDITION DATA REPORT (NAME SEQUENCE)
IV CONDITION DISTRIBUTION REPORTS
Entire Network
Major Arterial
Primary Arterial
Secondary Arterial
Commuter/Collector
Local
V CONDITION SUMMARY REPORT
-^ VI STRUCTURALLY INADEQUATE UNITS
VII ANNUAL BUDGET REPORTS
Fiscal Year 1988-89
Fiscal Year 1989-90
Fiscal Year 1990-91
Fiscal Year 1991-92
__. Fiscal Year 1992-93
VIII ACTION FORECAST REPORT (NAME SEQUENCE)
IX DETAILED WORK REPORTS (NAME SEQUENCE)
Fiscal Year 1988-89
Fiscal Year 1989-90
Fiscal Year 1990-91
Fiscal Year 1991-92
Fiscal Year 1992-93
Fiscal Year 1993-94
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X ANNUAL ACTION REPORT
Fiscal Year 1988-89
Fiscal Year 1989-90
-- Fiscal Year 1990-91
Fiscal Year 1991-92
Fiscal Year 1992-93
- Fiscal Year 1993-94
XI ANNUAL REPAIR REPORT
Fiscal Year 1988-89
Fiscal Year 1989-90
Fiscal Year 1990-91
Fiscal Year 1991-92
Fiscal Year 1992-93
-- Fiscal Year 1993-94
APPENDIX
A FIELD DATA PARAMETERS
B SCHEDULING PARAMETERS
C DETERIORATION TABLES AND CURVES
D COMPUTER REPORT DESCRIPTIONS
E DYNAMIC DEFLECTION INFORMATION
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F__X_E_CLJTrVE SUNDAARY
BSI CONSULTANTS, INC., has recently completed the design and development of a
Computerized Pavement Management System (PMS) , for the City of Tustin, California.
The system was used to assess pavement condition and structural adequacy, identify and
prioritize pavement maintenance needs, evaluate the cost-effectiveness of maintenance and
rehabilitation activities, develop annual work schedules, and determine current and long-
range funding requirements.
The Pavement Network
Use of the term pavement network in. this report refers to that portion identified by the
City to be included in the study. The area referred to by the City as East Tustin is not
included in any discussion, budgetary projections or work schedules in this report and was
not entered into the PMS database. The pavement network is comprised of approximately
204 lane miles of paved roadway. Based on standard section thicknesses (defined by
pavement type and classification), the network has an estimated replacement value of over
$45 million.
A visual survey of the network was conducted to assess the existing surface condition of
individual pavement segments. As a follow-up to the visual survey, Dynamic Deflection
analysis was conducted throughout the pavement network to ascertain the structural
adequacy of the various pavement segments. This type of non-destructive testing (NDT)
equipment exerts a 1,000 pound (peak -to -peak) dynamic load at a frequency of eight cycles
per second onto the roadway surface through two steel wheels. Refer to Appendix E for
more information regarding the dynaflect device. On the basis of the condition
assessment, pavement segments were scheduled for cost-effective preventive maintenance,
major maintenance, rehabilitation and/or reconstruction activities. Definitions of each
activity category are presented below.
PREVENTIVE Surface treatments (e.g., slurry seal) applied to
MAINTENANCE pavements with minimal or no surface distress (e.g.,
longitudinal, transverse and random cracking, ravelling,
etc.) to provide new wearing surfaces and extend
pavement life.
MAJOR Surface treatments generally utilized as "holding actions"
MAINTENANCE or "stop -gap" solutions (e.g., patching and repairs) to
delay the need for pavement structural strengthening.
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REHABILITATION Treatments intended to strengthen pavement sections
which are structurally deficient (e.g., asphaltic concrete
overlays).
RECONSTRUCTION The removal of an existing pavement section. to a
prescribed; depth, followed by the placement of a
conventional flexible pavement section (i.e., aggregate
subbase, aggregate base and asphaltic concrete), rigid
pavement section (i.e., base course and Portland cement
concrete), or a full -depth asphalt pavement section.
That portion of the pavement network which is either structurally inadequate to support
existing traffic levels or has deteriorated to the point where preventive maintenance is no
longer viable or cost-effective, comprises what is termed the maintenance" "backlog."
Results from the visual condition survey indicate the overall condition of the City's streets
to be good with approximately 93 percent of the pavement network falling within the
preventive maintenance category, while an estimated 7 percent makes up the maintenance
backlog. In the backlog category, approximately 0.2 percent of the network is in need of
major maintenance, and the remaining percentage has deteriorated to the point where
rehabilitation is necessary.
Following the visual condition survey, deflection testing was performed to determine the
structural adequacy of each pavement segment. This testing revealed that only a total of
35 segments out of a total of 784 segments, or 5.7% of the entire street network (in terms
of total surface area), was found to be structurally inadequate. This follow-up testing
also supported the findings from the visual condition survey that the overall network is in
good condition.
Five -Year Annual Budgets
Based on the current condition of the pavement network and the projected rate of
deterioration of the individual pavement segments in the coming years, annual budgets
have been prepared for each of the next five (5) fiscal years (1989-90 through 1993-94)
by maintenance district. These budgets are summarized below and represent estimated
funding requirements (inflated at 5% annually) needed to maintain the pavements at a
desirable level of service.
This means,. that those pavement segments currently, in good condition will receive periodic
preventive maintenance (i.e., slurry seals) to provide new wearing surfaces and extend
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pavement life, while those pavement segments which are structurally inadequate or have
deteriorated to the point that preventive maintenance is no longer cost-effective will
receive major maintenance rehabilitation or reconstruction in order to return them to an
acceptable level of service.
FISCAL
PREV.
MAJOR
YEAR
MAINT.
MAINT.
REHAB.
RECONST.
TOTAL
1988-89
$ - 1802124
$ 61878.00
$ 218,415
$ .00
$ 405,417
1989 - 90
148,924
.00
3192298
.00
4682222
1990 - 91
174,646
.00
364,315
.00
538,961
1991 - 92
3142087
.00
1442336
.00
458,423
1992 - 93
3002517
.00
347,994
.00
648,511
1993 - 94
141.737
.00
334,135
.00
475,872
$" 122602035
$ 6,878.00
$ 11728,493
$ .00
$ 2,995,406
Projected average budget needs of 1518,000 annually should be sufficient to sustain the
City's current preventive maintenance program while, at the same time, substantially
reducing the City's maintenance backlog.
At this level of funding the overall condition of the City's pavement network will remain
relatively stable, showing only a slight decrease from an average PCR of 175 in 1988 to
a PCR of 171 in 1993-94. However, if the current funding level of $370,000 (inflated at
5% annually) is maintained, the average PCR will decrease to 137 by 1993-94. In
addition, the City would be looking at a maintenance backlog of $1.5 million which would
be the cost of restoring. the system to its present level of service (average PCR of 175).
The PMS Reports
In addition to the annual budgets, this report contains a comprehensive and
complementary assemblage of pavement management reports generated through BSI's
Pavement Management System (PMS) software, ranging from detailed condition
assessments to annual maintenance, rehabilitation and reconstruction schedules.
Collectively as well as individually, these PMS reports represent reasonable projections of
pavement maintenance needs and performance based on visual condition assessments, unit
cost estimates, pavement deterioration models and selected maintenance strategies.
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It is important to note that pavement segment dimensions and surface area, along with the
action and repair costs, as presented on the PMS reports, are accurate within reasonable
limits. This is noteworthy due to the "implied" accuracy of reporting length and width to
the nearest foot, surface area to the nearest square yard, and action and repair unit costs
and project estimates to the nearest penny and dollar, respectively.
Recommendations
The overall effectiveness of the City's PMS will be a function of user commitment,
modifying current construction maintenance practices, and effective utilization of the
system's expansibility.
Securing and maintaining a desired level of pavement performance on a network scale,
while at the same time, minimizing annual maintenance and rehabilitation costs will require
an on-going commitment to the City's PMS by administrators, maintenance personnel, and
system operators. Administrators will need to aggressively pursue alternative financing
sources to fund the multi-year preventive maintenance program presented herein and
substantially reduce or eliminate the City's current backlog of badly deteriorated
pavements. It is also imperative that the entire pavement network be reinventoried every
three (3) to four (4) years, and all -necessary data file updates are performed whenever
changes are made to the unit cost data, actions and repairs, scheduling scenarios, etc.
Modifying current maintenance practices and policies will ' also help to ensure the ultimate
success of the City's PMS. Specifically, it is recommended that the City routinely perform
all necessary road repairs prior to major maintenance and rehabilitation treatments, and
develop comprehensive pavement design and construction specifications along with
thorough inspection and quality control procedures. In addition, it is recommended that
project -level analyses (e.g., pavement deflections, structural component material sampling
and testing, etc.) continue to be performed prior to selection of final major maintenance
and rehabilitation candidates and treatments.
Finally, the flexibility and versatility of the City's PMS will enable the City to readily
upgrade and enhance its system to satisy new and changing pavement management needs.
The City may wish to consider integrating its PMS with one or more additional
infrastructure management modules (most particularly with a curb, gutter and sidewalk
module), an automated mapping system, and/or a computerized work order and job costing
program.
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