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Home My WebLink AboutCC AG PKT 2012-05-14 #G SEA( r,, AGENDA STAFF REPORT I DATE: May 14, 2012 •`gUF0Fer•` TO: Honorable Mayor and City Council THRU: Jill R. Ingram, City Manager FROM: Sean P. Crumby P.E., Assistant City Manager/Public Works SUBJECT: 2012 PAVEMENT MANAGEMENT PROGRAM REPORT SUMMARY OF REQUEST: That the City Council approve Resolution No. 6255 adopting the 2012 Pavement Management Program (PMP) Report. BACKGROUND AND ANALYSIS: Pavement Management Program is an asset management system used by agencies to effectively and equitably manage a street system for an entire city. The management system catalogs and rates all of the streets within the City. It also maps out the performance of the streets over time and with projected budget numbers, prepares recommendations for future maintenance and rehabilitation. This management system helps agencies not only to maximize the efficiency of the funds spent, but also helps to plan future needs for the City. Pavement Management became prevalent during the 1990's. During that period the Orange County Transportation Authority (OCTA) began requiring that cities implement a Pavement Management Program to remain eligible to receive Measure M funding for street funding. OCTA has since updated the request that all streets within the City are included within a Pavement Management Program (PMP) that is updated every 2 years. The State of California also requires that Pavement Management Programs are implemented in order to receive Gas Tax funding. Currently, the City receives approximately $350,000 in Measure M turnback funds annually, and has historically received over $300,000 annually in competitive Measure M grants. The City of Seal Beach has been utilizing a PMP since the early part of the 1990's, and has been updating that system every two years since 2004. The City of Seal Beach has invested heavily on the street system during this time and the PMP has assisted the City with optimizing this investment. In 2004 the City began utilizing a software system call the Metropolitan Transportation System for PMP. In 2009 OCTA prepared a study and standardized the requirements of the PMP that the cities utilize. One of the requirements is that the streets be rated Agenda Item G on a 0-100 scale. Many of the agencies (including Seal Beach) had already been on this system, but standardizing allowed the State to compare ratings among agencies. It also has allowed the State to compile the information from all of the agencies into a comprehensive report (California Statewide Local Streets and Roads Needs Assessment) that is used to lobby for transportation funding in Sacramento. OCTA has compiled a report entitled "Countywide Assessment of Existing and Future Pavement Needs" with similar goals in mind. For this biennial update, the City Council awarded $21,500 to the firm of Nichols Consulting Engineers (NCE). NCE promptly sent a team of inspectors to the City to rate every street within the City. NCE then prepared the Pavement Management Report. NCE has authored both the County and Statewide reports and is intimately knowledgeable in this field. The City of Seal Beach has been extremely effective in management of the City's streets and roadways. A comparison of the average rating or Pavement Condition Index is listed below. A rating of 100 indicates a new pavement and 0 is a failed pavement. Agency Average PCI State of California 68 County of Orange 77 City of Seal Beach 85 Orange County in general has been effective in maintaining the networks of streets and roads with the Measure M Program. Of the 35 agencies within Orange County, the City of Seal Beach has a PCI ranking that is the fourth (4) highest in the County. A copy of the report has been available for review at the Public Works Department and is included as attachment "B". ENVIRONMENTAL IMPACT: This project complies with all requirements of the California Environmental Quality Act (CEQA) and is categorically exempt under section 15301. LEGAL ANALYSIS: No legal analysis is required for this item. FINANCIAL IMPACT: There is no impact to the General Fund with this action. The proposed Pavement Management Program identifies approximately $24.1 million in street improvements that could be made if the City had an unlimited budget. Page 2 RECOMMENDATION: It is recommended that the City Council approve Resolution No. 6255 adopting the 2012 Pavement Management Program Report. SUBMI ED BY: NOTED AND APPROVED: t. R Sean P. Crumby, P.E. J1:11V. Ingram, Cit - ager Assistant City Manager/Public Works Prepared by: David Spitz, Associate Engineer Attachments: A. Resolution No. 6255 B. 2012 Pavement Management Program Report Page 3 RESOLUTION NUMBER 6255 A RESOLUTION OF THE SEAL BEACH CITY COUNCIL ADOPTING THE 2012 PAVEMENT MANAGEMENT PROGRAM REPORT WHEREAS, the Pavement Management Program is an asset management system used by agencies to effectively and equitably manage a street system for an entire city; and WHEREAS,the Pavement Management Program is updated every 2 years; and WHEREAS, the City of Seal Beach desires to adopt the 2012 Pavement Management Program. NOW, THEREFORE, THE SEAL BEACH CITY COUNCIL DOES HEREBY RESOLVE: Section 1. The 2012 Pavement Management Program Report is hereby adopted. PASSED, APPROVED AND ADOPTED by the Seal Beach City Council at a regular meeting held on the 14th day of May , 2012 by the following vote: AYES: Council Members NOES: Council Members ABSENT: Council Members ABSTAIN: Council Members Mayor ATTEST: City Clerk STATE OF CALIFORNIA } COUNTY OF ORANGE } SS CITY OF SEAL BEACH } I, Linda Devine, City Clerk of the City of Seal Beach, do hereby certify that the foregoing resolution is the original copy of Resolution Number 6255 on file in the office of the City Clerk, passed, approved, and adopted by the City Council at a regular meeting held on the 14th day of May , 2012. City Clerk Cit y of Seal Beach � ="�C S E A"1 `, ,a „ �F , ,ma ; °ikPOR4); 47,.,, ol ! ^ f i * , % vn : 0;4 ,. f %4 7 ill'I‘' 9,0 <0 Q. i ,CO,Y�TY• Final Pavement Management Program Report May 2012 igNichols Consulting Engineers td. Engineering & Environmental Servi 9550 Warner Avenue, #250-04 • Fountain Valley, CA 92708 • .848.8897 • Fax 714.848.2667 illNICHOLS CONSULTING ENGINEERS, CHTD. Engineering and Environmental Services 9550 Warner Avenue, #250-04 Fountain Valley, CA 92708 (714) 848-8897 A334.07.30 City of Seal Beach Pavement Management Program Final Report Submitted to: City of Seal Beach 211 S°i Street Seal Beach, CA 90740 May 2012 City of Seal Beach Pavement Management Program Final Report Table of Contents Introduction 1 Purpose 1 City's Street Network 2 Existing Pavement Condition 3 Maintenance & Rehabilitation Strategies 5 Pay Now or Pay More Later 6 Expenditures for Pavement Maintenance 7 Funding Sources 8 Budget Needs 8 Scenario 1: Unconstrained Budget($11.8 million) 12 Scenario 2: Maintain PCI at 80 ($800,000/year) 12 Scenario 3: Existing Budget($575,000/year) 14 Scenario 4: Do Nothing 15 Discussion 16 Conclusions 19 Appendix A: Street Inventory and PCI Report Appendix B: Maintenance and Rehabilitation History Appendix C: City's Projected Resurfacing Program Appendix D: City's Projected Slurry Seal Program Appendix E: Sections Selected For Treatment ($575,000/year, City's Existing Budget) Collaboration.Commitment.Confidence.sM City of Seal Beach Pavement Management Program Final Report List of Tables Table 1. Network Summary Statistics by Functional Class 1 Table 2. Percent of Pavement Area by Condition (2012) 3 Table 3. Pavement Condition by Functional Class (2012) 4 Table 4. Pavement Condition Category Breakdown for 2004-2012 4 Table 5. Average Network Condition for 2004-2012 4 Table 6. Pavement Budgets (2004 to 2018) 7 Table 7. 7-Year Preventative Program Cycle 8 Table 8. Summary of Results from Needs Analysis 9 Table 9. Summary of Results for Scenario 1 - Unconstrained Budget 12 Table 10. Summary of Results for Scenario 2 - Maintain PCI at 80 13 Table 11. Summary of Results for Scenario 3 - Existing Budget 14 Table 12. Summary of Results for Scenario 4 - Do Nothing 15 List of Figures Figure 1. Current Pavement Condition by % of Network Area 3 Figure 2. Costs to Maintain Pavements Over Time 7 Figure 3. Cost Effectiveness of Treatments 10 Figure 4. PCI vs. Unfunded Backlog for Unconstrained Budget ($11.8 million) 12 Figure 5. PCI vs. Unfunded Backlog for Maintain PCI at 80 ($0.8 million/year) 13 Figure 6. PCI vs. Unfunded Backlog for Existing Budget ($575,000/year) 14 Figure 7. PCI vs. Unfunded Backlog for Zero Budget 15 Figure 8. Pavement Condition Index for Each Scenario 16 Figure 9. Effect of Different Scenarios on Unfunded Backlog 17 Figure 10. Percentage of Road Network Area of Each Condition Category for Different Budget Scenarios 18 Collaboration.Commitment.Confidence.SM ii City of Seal Beach Pavement Management Program Final Report Introduction The City of Seal Beach has utilized a Pavement Management Program (PMP) to manage its street network since 2004. The first PMP software used was the StreetSaver® program, but in 2010, the City converted to the MicroPAVER software to be compliant with the requirements of the Orange County Transportation Authority (OCTA). Both programs are similar and rate pavements on a 0-100 Pavement Condition Index(PCI) scale. Nichols Consulting Engineers, Chtd. (NCE) was selected by the City of Seal Beach to update the City's pavement management system in 2012. The entire network (approximately 41 centerline miles or 212 pavement sections) were surveyed. The surveys were completed in March 2012, and all survey data were entered into MicroPAVER database. During this round of inspections NCE was directed by City Staff to re-segment Elder Avenue from E/Fuchsia Street to W/Ironwood Avenue to better reflect the maintenance treatments that had been and were being done to the street. Additionally, NCE was asked to rename the street segments that involved Beverly Manor Drive to North Gate Road. Also, Ironwood Avenue from S Candleberry to N Heather Street was split into two sections(section ID: 050-S Candleberry Avenue to N Elder Avenue/section ID:100-S Elder Avenue to N Heather Street). Finally, Anderson Street was added into MicroPAVER database. These bring the total sections for the City to 212. The table below summarizes the lengths and area of the pavement network by functional class: Table 1. Network Summa Statistics b Functional Class Functional Class Sections Centerline Miles Lane Miles Area (sf) Arterial 18 8.9 38.5 3,567,019 Collector 38 8.5 15.9 1,731,708 Residential 156 23.8 46.4 4,145,363 Totals 212 41.2 100.8 9,444,090 As part of this project, a pavement needs analysis was performed on the pavement network. Four budgetary scenarios were also analyzed. Purpose The purpose of this report is to assist policy makers in utilizing the results of the PMP. Specifically, this report links the PMP recommended repair program costs to the City of Seal Beach's current and projected budgets and identifies various maintenance and rehabilitation strategies. The analysis assesses the adequacy of current and projected revenues to meet the maintenance needs recommended by the PMP program. It also maximizes the return from pavement funding by: (1) Implementing a multi-year road rehabilitation and maintenance program; (2) Developing a preventative maintenance program; and (3) Prioritizing and selecting the most cost effective repairs. This study determines the overall condition of the pavement network and highlights options for improving the current network-level PCI. These options are developed by conducting "what-if' analyses. By varying the budget amounts available for pavement maintenance and repair, one can see how different funding strategies can impact the City's streets over the next seven years. Collaboration.Commitment.Confidence.sn City of Seal Beach Pavement Management Program Final Report City's Street Network The City of Seal Beach was incorporated in 1915 and has been in operation under its own charter since 1964. It covers an area of 11.6 square miles in the western corner of Orange County. The City's total population in 2010 was 24,168. Originally called Bay City, Seal Beach was developed in the early 1900's as a resort destination for residents of the Los Angeles area. Its early growth was accelerated by the construction of the Pacific Electric Railway Trolley, which reached the City in 1906. In 1926, oil was discovered in the City and the oil boom that followed resulted in the development of Seal Beach into the mainly residential community it is today. The City is divided into several distinct communities, each of which is described in detail in the following paragraphs. Old Town comprises the area south of Pacific Coast Highway (PCH) and Marina Drive, between 1st Street and Seal Beach Boulevard, and was developed in the 1920's. It is the oldest area within the City's corporate limits. High density residential and commercial land uses are prevalent in this area. Large single-family residential lots located directly on the beach are found in the Gold Coast District. The City's mile long beach in Old Town is used for surfing and swimming. The Seal Beach Pier, located at the end of Main Street, provides fishing facilities and a restaurant. Much of Old Town dates back to the 1920's. The original street network was laid out in a grid formation and constructed of concrete. Over the years, many of these streets have been overlaid with asphalt. Bridgeport is the area located west of PCH, north of Marina Drive and southwesterly of San Gabriel River. It was primarily developed in the 1960's and consists of medium and high density residential land uses. Marina Hill was developed in the 1950's and consists of single-family homes. This area is located north of PCH and west of Seal Beach Boulevard, adjacent to the southerly edge of the Hellman Ranch property. It is further divided into Marina Hill-North and Marina Hill-South with Bolsa Avenue forming the boundary. Surfside, a colony which was incorporated in the 1930's, consists of single-family homes located on the south portion of Anaheim Bay. Although a gated community, pedestrian and bicycle access to the beach is available. Leisure World covers the portion of the City between Westminster Boulevard and the San Diego Freeway westerly of Seal Beach Boulevard. It was built in 1961. It is a gated retirement community of 600 acres. Leisure World provides a secure, serene environment for seniors 55 and older. Medical, religious, commercial and recreational facilities are all provided within the compound limits. College Park East is a single-family residential area developed in the late 1960's. It is located between the San Diego Freeway and Lampson Avenue, west of the Bolsa Chica Channel in the northeast section of the City. Streets within this community were constructed in the late sixties. The original thickness of the asphalt concrete was only 2 inches and too thin to accommodate the traffic loads. Private Streets The following neighborhoods have private streets and are maintained by an association and no City funds go toward their maintenance. • Leisure World • Centex Homes • Riverbeach Condominiums • Surfside • Heron Pointe Collaboration.Commitment.Confidence.sM 2 City of Seal Beach Pavement Management Program Final Report Existing Pavement Condition As previously noted, the City of Seal Beach is responsible for the repair and maintenance of approximately 41 centerline miles of streets. The surface area of the network is approximately 9.4 million square feet or 1 million square yards. The replacement value of the City's streets is approximately$109.3 million. (This is the cost to replace the pavement and does not include sidewalk, ramps, curb& gutter etc.) The Pavement Condition Index (PCI) is a measurement of pavement grade or condition and ranges from 0 to 100. A newly constructed road would have a PCI of 100, while very poor streets would have a PCI of 40 or less. Table 2 provides pavement condition breakdowns by PCI ranges or condition category and summarizes the condition of the network in the City of Seal Beach. A large portion of the City's streets are in"Good"or "Very Good" condition category, as shown in Figure 1. Table 3 provides the pavement condition by Functional Class. Table 2. Percent of Pavement Area b Condition 2012 %of Pavement Rating PCI Range Pavement Description of Pavement Condition Area The pavement is new or almost new and will not require significant 86-100 69% improvement for some time, but may require localized minor repairs. The pavement is structurally sound and has very little or no rou.hness. The pavement is in good shape but has some surface defects 75-85 11% indicating the need for routine maintenance. The pavement is .enerall structural) sound and has onl minor rou.hness. The pavement has a fair number of defects such as cracking, F sir 60-74 5% material loss, depressions, etc. indicating the need for maintenance or repair.The pavement is beginning to become structurally deficient and ma have noticeable rou.hness. The pavement has significant defects such as major cracking, Poor 41-59 11 significant surface distortions and material loss indicating a need for rehabilitation (i.e. structural improvement). The pavement is structural) deficient and has noticeable rou.hness. The pavement has major defects indicating the need for major 0-40 4% rehabilitation or reconstruction. The pavement is structurally inade.uate. Figure 1. Current Pavement Condition by%of Network Area • Very Poor 4% oor • Fair P 11% 5% •Good/Very Good •Fair Poor •Very Poor Collaboration.Commitment.Confidence.SM 3 City of Seal Beach Pavement Management Program Final Report Table 3. Pavement Condition b Functional Class 2012 Functional Class Average PCI (weighted by area) Arterial 82 Collector 83 Residential 89 All 85 The City of Seal Beach's current weighted average PCI for roadways is 85 or in the "Good" condition category. The weighted average is determined as follows: I PCI; x A,) PCI = `-' a N Where PCIa area weighted average PCI of pavement network PC/F: PCI of pavement section number i A,=area of section number i N=total number of section in City's network This average PCI of 85 is a 1-point increase from the last update in 2010 (This needs to reflect the increase from 2010) and is largely due to the significant amount of maintenance activities that have occurred in the past three years. The street inventory and PCI report is included in Appendix A. A summary of the maintenance and rehabilitation history is included in Appendix B. Table 4 summarizes the condition of the road network from 2004-2012. The percentages of pavements in good and very good condition have significantly increased since 2008. Conversely, the percentage of pavements in poor to very poor condition has gradually decreased over time. Table 4. Pavement Condition Cate.o Breakdown for 2004-2012 Percent of Network Area Condition Category PCI Range 2004 2006 2008 2010 2012 86-100 46% 54% 41% 69% 69% Good ; 75-85 13% 7% 20% 6% 11% Fair 60-74 11% 16% 17% 8% 5% Poor 41-59 12% 14% 12% 6% 11% 0-40 18% 9% 10% 11% 4% Table 5 below shows the network average PCI in the past 7 years. As can be seen,the weighted average condition of the pavement network has improved since 2006, with the highest increase in the last two years. Again,this is attributable to the significant repairs that have occurred in this period. Table 5. Average Network Condition for 2004-2012 Collaboration.Commitment.Confidence.SM 4 City of Seal Beach Pavement Management Program Final Report Year 2004 2006 2008 2010 2012 Average Network PCI 79 74 76 84 85 The improvement in the pavement condition continues to keep the City eligible for a 10% reduction in local matching fund requirements for the renewed Measure M2 competitive grant. This is a new incentive approved as part of the Renewed Measure M2; specifically, the Measure M2 Regional Capacity Program- which will provide Measure M2 grant funding for arterial, intersection, and freeway/arterial improvements- includes an incentive for successful implementation of pavement management programs. The incentive is a 10% reduction in local matching fund requirements, if either of the following conditions apply i.e. a. Show measurable improvement of paved road conditions during the previous reporting period defined as an overall weighted (by area) average system improvement of one PCI point with no reduction in the overall weighted (by area) average PCI in the Master Plan of Arterial Highways (MPAH) or local street categories; or b. Have road pavement conditions during the previous reporting period within the highest 20% of the scale for road pavement conditions in conformance with OCTA Ordinance No. 3, defined as a PCI of 75 or higher. The City's PCI rating continues to comply with the Measure M2 subtext"b" mentioned above. Since 2008, the City has maintained a PCI greater than the OCTA required condition of 75. Even though the analysis for this update shows the potential decrease in the overall PCI from 85 to 79, the City will still remain eligible for the 10% reduction in local matching fund requirement. No two inspectors will arrive at the exact same PCI on a given street segment. There is a level of subjectivity to all survey data collection. As inspection data is gathered by different inspectors there can be small variances to what they see, measure and record. The accepted industry standard deviation for inspected Pavement Condition Index(PCI) numbers is± 10 points. Maintenance & Rehabilitation Strategies A variety of Maintenance and Rehabilitation (M&R) strategies may be applied to maintain pavements. They include slurry seals, asphalt concrete overlays and reconstruction, all of which extend the pavement life. The following paragraphs briefly describe the various strategies that are utilized in the City. Slurry Seals are a mixture of slow setting asphalt emulsion, fine aggregate (sand-like), and water. This mixture is spread over the entire pavement surface and is about 3/8" thick. In addition to protecting the asphalt concrete surface and subgrade from water damage, the slurry seal provides a new wearing surface. This type of treatment is analogous to oil changes for a car i.e. necessary maintenance that increases the life of a car (or, in this case, increases the life of the pavement so they do not prematurely require more costly repairs). Asphalt Concrete (AC) Overlays typically involves placing 1.5 to 4 inches of asphalt concrete over the existing surface. Overlays are placed when the pavement has deteriorated to a point that a seal coat will not bring the pavement back to an acceptable level of service, usually because of structural inadequacy. This may be caused by: • Age • Climate • Air&water penetrating the pavement through cracks • Aggregate base or subgrade soil failures • Heavier traffic loads than anticipated in the original design Reconstruction involves removing the existing layers of asphalt concrete and base and reconstructing an entirely new pavement section. Collaboration.Commitment.Confidence.SM 5 City of Seal Beach Pavement Management Program Final Report Maintenance Intervals A seal coat is applied at regular intervals, usually 5 to 7 years. After several intervals of seal coats, an overlay is typically required to address structural issues. The intervals between overlays and reconstruction depend upon the road classification as well as the original design life. Major roads have higher traffic volumes, speeds, and loads, which increases pavement wear and demand a higher level of service for safety reasons. Every street eventually fails or reaches a point where it is cheaper to reconstruct than to repair. Pay Now or Pay More Later The PMP is designed to achieve an optimal network PCI somewhere between the low to mid 80's, which brings the network into a "good" condition category. In other words, the system will recommend priority list of maintenance treatments in an attempt to bring all the streets in the City of Seal Beach to a good condition,with the majority of the roads falling in the mid 80's. The cost to repair and maintain a pavement depends on its current PCI. In the "good" category, preventive maintenance treatments such as slurry seals have minimal costs. They are applied before pavement deterioration has become severe and usually cost approximately$0.30/sq.ft. About 80% of the City's streets would benefit from these relatively inexpensive, life-extending treatments. As noted in Table 4, approximately 5% of the City's streets fall into the "fair" condition category. Pavements in this range show some form of distress or wear that require more than a life-extending treatment. The pavements typically require a thin overlay,with costs in the range of$2.08/sq.ft. The remaining 15% of the City of Seal Beach's streets fall below a PCI of 60. The City's policies indicate that a thick overlay or reconstruction is the most appropriate treatment. The costs for these treatments range from $4.40 to$9.26/sq.ft. Figure 2 demonstrates that pavement maintenance follows the old colloquial saying of"pay me now, or pay me more later." History has shown that it costs less to maintain roads in good condition than to repair roads that have failed. By allowing pavements to deteriorate, roads that once cost only $0.30/sq. ft. to slurry seal may soon cost$2.08 to$4.40/sq.ft. to overlay and upwards of$9.26/sq.ft.to reconstruct. Collaboration.Commitment.Confidence.SM 6 City of Seal Beach Pavement Management Program Final Report Pavement Condition Very Good Do Nothing Good Slurry Seal $0.30/sr Fair 2"AC Overlay 2.08$/st Poor ( 4"AC Overlay and Digouts $4.40/st Very Poor Reconstruction $9.26/st 1 Pavement Life Figure 2. Costs to Maintain Pavements Over Time One of the key elements of a pavement management repair strategy is to keep roads in the "good" and "fair"categories from deteriorating. This is particularly true for roads in the"fair" range, due to the fact that they are at the point where pavement deterioration accelerates if left untreated. Expenditures for Pavement Maintenance It is estimated that the City of Seal Beach will have funds of$575,000/year for pavement expenditures for the next seven years. Table 6 summarizes the past and future estimated budget amounts. Three continuing funding programs have been allocated to meet the needs of preventative maintenance and rehabilitation. • Arterial Rehabilitation Program • Local Street Rehabilitation Program • Preventative Program(Slurry Seal) Table 6. Pavement Bud a ets 2004 to 2018 Year 2004 2006 2008 2010 2012-2018 Arterial Rehabilitation 0.3 1.13 0.35 0.50 0.20 ($Million)' Preventative Program 0.08 0.1 0.15 0.15 0.10 ($Million) Local Street Rehabilitation 1.41 1.86 0.4 5.05 0.28 ($Million) Arterial rehabilitation has been funded with Measure M2 grants which augment City funds. Collaboration.Commitment.Confidence.sM 7 City of Seal Beach Pavement Management Program Final Report Note that the City currently has $575,000 a year budgeted for the seven-year Capital Improvement Program (CIP). This includes $100,000 for slurry seals, $200,000 for arterial rehabilitation, and $275,000 for local rehabilitation. Historically, Seal Beach has been successful at obtaining additional funds and receiving Measure M competitive grants. Therefore, this report assumes that, on average, $575,000 a year will be spent on paving. The City has established a seven year cycle to address the needs of the Preventative Program. Each year the City will be focusing maintenance efforts in a different area of the City. There are many advantages in this strategy. A more cost-effective mobilization from a chosen contractor is the largest monetary benefit. Table 7 shown below reflects the various areas of the City along with the year in which that area is scheduled for treatments. This report finds the City ready to perform maintenance work for year 3 of this cycle. Table 7. 7-Year Preventative Pr.a ram C cle Year Zone 1 Hill/Cove 2 Old Town 3 CPE Phase I 4 CPE Phase II 5 CPE Phase III 6 CPE Phase IV 7 CPW/Bridgeport Funding Sources The following is a discussion of future revenues available to the City for street maintenance. Measure M2 Tumback Measure M2 is the '/2-cent local retail sales tax approved by voters in November 1990 and renewed in 2006 until 2040. The program will provide$450 million to local agencies for street maintenance and local traffic improvements. These funds are used alone or in conjunction with other sources to address transportation improvements such as rehabilitation, signals, street widening, etc. The City's share is approximately$400,000 per year and will be used to fund resurfacing projects. Measure M2 Competitive Grants In addition to the Turnback funds, the Comprehensive Transportation Program (CTP) also includes a competitive grant process for projects such as capacity program, signal synchronization and transit. The Arterial Highway Rehabilitation Program (AHRP) will fund projects such as overlays and reconstruction. Eligible expenditures include bike lanes, bus turnouts/pads, and replacement of parking lanes, curbs, gutters, catch basins, curb ramps and some sidewalks. City streets that are included in the Master Plan of Arterial Highway(MPAH)system are eligible. Local Revenues/General Funds Local revenues that may be used for street rehabilitation include retail sales tax, redevelopment fees, assessment districts and property taxes. These revenue sources are also used for vital city activities such as police, fire and administrative services. In 2010, the City budgeted and expended more than $1.2 million on local paving projects. Budget Needs Based on the principle that it costs less to maintain roads in good condition than bad, the PMP strives to develop a maintenance strategy that will first improve the overall condition of the arterials to an optimal PCI somewhere between the mid and upper 80's, and then maintain it at that level. The average PCI for Collaboration.Commitment.Confidence.sM 8 City of Seal Beach Pavement Management Program Final Report the City's streets is 85, which is in the "Good" condition category, but there is still a portion of the streets that exhibit load-related distresses. In addition, there is currently a significant unfunded backlog of several million dollars. If these issues are not addressed, the quality of the arterials will inevitably decline. In order to correct these deficiencies, a cost-effective funding and maintenance and rehabilitation strategy must be implemented. The first step in developing a cost-effective maintenance and rehabilitation strategy is to determine the maintenance "needs" of the City of Seal Beach's streets. Using the budget needs module, maintenance needs over the next seven years were estimated at $11.8 million. These costs significantly exceed the City's current funding levels of$4.03 million. If the City of Seal Beach rehabilitated every street within the City, the average PCI will be 93 in 2018. If, however, no maintenance is applied over the next seven years, already distressed roads will continue to deteriorate, and the PCI will drop to 73 by 2018. The results of the budget needs analysis are shown in Table 8 below. Of the$11.8 million in maintenance needs shown, approximately $1.1 million (9 percent) is earmarked for preventative maintenance, while $10.7 million (91 percent) is allocated for more costly rehabilitation and reconstruction treatments. Table 8. Summa of Results from Needs Anal sis Year 2012 2013 2014 2015 2016 2017 2018 PCI with Treatment 98 97 95 95 93 95 93 PCI without Treatment 85 83 81 79 77 75 73 Budget Needs($million) 6.9 0.5 0.2 1.0 0.2 2.2 0.8 Preventive Maintenance 12% 100% 100% 100% 100% 100% 100% Rehabilitation 88% - - - - - - It is important to note that these budgetary numbers have been compiled using current projects as a basis for construction costs. An inflation factor of 5%was used for this analysis. The cost-effectiveness of preventative maintenance treatments is demonstrated in Figure 3 which compares the current condition of the network and the maintenance needs estimated. The portion of the network in good and very good condition (80% of the City's streets) requires only $1.0 million over the next seven years, whereas the 20% in the "fair" to "very poor" condition needs approximately $10.8 million. Collaboration.Commitment.Confidence.SM 9 City of Seal Beach Pavement Management Program Final Report Figure 3. Cost Effectiveness of Treatments • Very Poor 4% Poor • Fair 11% 5% - •Good/Very Good ■Fair Poor .�o/Very ■Very Poor Good 80% Network Area by Condition • Good/Very Good,$1.0M ii ■ Fair,$1.0M •Good/Very Good •Fair Poor •Very Poor Poor,$4.3M kgCollaboration.Commitment.Confidence.SM 10 City of Seal Beach Pavement Management Program Final Report Budget Scenarios Having determined the maintenance needs of the City's street, the next step is to conduct what-if analysis. The program projects the consequences of different scenarios on PCI and unfunded backlog. By examining the effects on these indicators, the advantages and disadvantages of different funding levels and maintenance strategies become clear. The following scenarios were analyzed for this report: Scenario 1: Unconstrained Budget($11.8 million) -the total amount for the next seven years and the budget for each year are the same as identified in the budget needs analysis, i.e. $11.8 million. This scenario will spend $6.9 million in 2012 to rehabilitate the City's entire pavement. It will improve the condition of the streets to a PCI of 93 by 2018 and eliminate the unfunded backlog. Scenario 2:Maintain PCI at 80($800,000/year)- The budget required to maintain the City's streets at a PCI of 80 would be $800,000/year. In the meantime, the unfunded backlog will grow from $5.3 million to $7.9 million by 2018. Scenario 3:Existing Budget($575,000/year)- This scenario illustrates the impacts of the City's current budget on the network. The PCI of the network will deteriorate to 79, and the unfunded backlog will grow from $5.3 million to$9.3 million by 2018. Scenario 4 D Nothing-This Scenario illustrates that a zero budget will increase the unfunded backlog to $26.9 million after seven years and the pavement condition will deteriorate from a PCI of 85 to 73 by 2018. Note that the unfunded backlog consists of pavement maintenance that is needed, but which cannot be accomplished due to lack of funding. Shrinking budgets have forced many California cities and counties to defer much-needed road maintenance. By deferring maintenance, not only does the frequency of citizens'complaints about the condition of the network increase, but the cost to repair these roads rises as well. 11‘ Collaboration.Commitment.Confidence.sM I I City of Seal Beach Pavement Management Program Final Report Scenario 1: Unconstrained Budget ($11.8 million) To eliminate the unfunded backlog will require$11.8 million for the next seven years. The average PCI will increase to 93 from its current level of 85 by 2018. Table 9. Summa of Results for Scenario 1-Unconstrained Bud!.t Year 2012 2013 2014 2015 2016 2017 2018 Total Budget($ million) 6.9 0.5 0.2 1.0 0.2 2.2 0.8 11.8 Rehabilitation ($million) 6.79 0.40 0.13 0.85 0.00 2.00 0.52 10.69 Preventive Maintenance($million) 0.08 0.08 0.12 0.16 0.15 0.25 0.24 1.07 Unfunded Backlog($million) - - - - - - - PCI 98 97 95 95 93 94 93 $20 98 97 g5 �95 94 - - - g3 _ _93-- 100 - 90 N C O_ - 80 - 70 a >- vs °7a - 60 E c $10 - - 50 v a 0 - 40 C d rn - 30 d O ' a- U m - 20 v 0 $0.0 10 • $0 $0.0 I $0.0 i $0.0 i $0.0 i $0.0 i $0.0 0 2012 2013 2014 2015 2016 2017 2018 Year MN Unfunded Backlog ■ Pavement Condition Index Figure 4.PCI vs.Unfunded Backlog for Unconstrained Budget($11.8 million) Collaboration.Commitment.Confidence.SM 12 City of Seal Beach Pavement Management Program Final Report Scenario 2: Maintain PCI at 80 ($800,000/year) The budget required for maintaining the City's network at an average PCI of 80 will be $800,000/year. In the meantime, the unfunded backlog will increase from$5.3 million to$7.9 million by 2018 Table 10. Summa of Results for Scenario 2-Maintain PCI at 80 Year 2012 2013 2014 2015 2016 2017 2018 Total Budget($ million) 0.8 0.8 0.8 0.8 0.8 0.8 0.8 5.6 Rehabilitation ($million) 0.71 0.69 0.62 0.55 0.42 0.20 0.00 3.19 Preventive Maintenance ($ million) 0.08 0.11 0.18 0.24 0.36 0.57 0.80 2.34 Unfunded Backlog ($ million) 5.3 5.3 5.4 5.5 5.7 6.3 7.9 PCI 87 86 86 85 83 81 80 $30 - - - - 100 - 90 80 87 86 86 55 83 80 va 83 81 - 70 x `=" $20 0 - 60 0 iis - 50 m a 0 - 40 Z' $10 - $7.9 - 30 E $5.3 $5.3 $5.4 $5.5 $5.7 $6.3 - 20 nom- - 10 �, $0 I I l f 0 Y 2012 2013 2014 2015 2016 2017 2018 o m Year m cUnfunded Backlog ��Pavement Condition Index C D Figure 5. PCI vs.Unfunded Backlog for Maintain PCI at 80($0.8 million/year) 011 Collaboration.Commitment.Confidence.SM 13 City of Seal Beach Pavement Management Program Final Report Scenario 3: Existing Budget ($575,000/year) In this scenario, the average PCI will deteriorate to approximately 79 from its current level of 85. Pavements in this category are still in "Good" condition. Not only does the pavement condition deteriorate, but the unfunded backlog grows from $5.9 million to$9.3 million by 2018. What this implies is that the City is"falling behind"with the increased number of streets that are deteriorating. Table 11. Summa of Results for Scenario 3-Existin• Bud.et Year 2012 2013 2014 2015 2016 2017 2018 Total Budget 0.58 0.58 0.58 0.58 0.58 0.58 0.58 4.03 ($million) Rehabilitation ($thousand) 0.47 0.47 0.47 0.47 0.47 0.47 0.47 3.30 Preventive Maintenance ($million) 0.10 0.10 0.10 0.10 0.10 0.10 0.10 0.70 Unfunded Backlog 5.9 6.2 6.5 6.9 7.3 8.0 9.3 ($million) PCI 87 86 84 83 82 81 79 $30 - 100 87 86 H 84 83 82 81 - 90 0 79 - 80 _ U da $20 70 d v E - 60 c 0 50 g 0 0 40 m E '..3 - $9.3 m $5.9 $6.2 $6.5 $6.9 $7.3 $8.0 - 30 n 7. I20 c C 10 $0 , iui1i . I , I I 0 2012 2013 2014 2015 2016 2017 2018 Year Unfunded Backlog �■•Pavement Condition Index Figure 6. PCI vs.Unfunded Backlog for Existing Budget($575,000/year) igCollaboration.Commitment.Confidence.SM 14 City of Seal Beach Pavement Management Program Final Report Scenario 4: Do Nothing In this scenario, the average PCI will deteriorate to approximately 73 from its current level of 85. Pavements in this category are in "Fair" condition. Not only does the pavement condition deteriorate, but the unfunded backlog grows from $12.1 million to$26.9 million by 2018. Table 12. Summa of Results for Scenario 4-Do Nothin• Year 2012 2013 2014 2015 2016 2017 2018 Total Budget($million) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Rehabilitation ($ K) 0.0 0. 0 0.0 0.0 0.0 0.0 0.0 0.0 Preventive Maintenance($million) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Unfunded Backlog ($million) 12.1 13.7 15.6 17.6 19.8 22.6 26.9 PCI 85 83 81 79 77 75 73 $50 - 100 85 90 83 . 81 79 77 $40 73 80 U 75 70 v w v C $30 -- -- 60 a $26.9 ° $22.6 - 50 c U $20 -- $17.6 • • -- 40 m o $15.6 u $12.1 $13.7 � - 30 a" CO m V $10 - - 20 2 D 10 $0 0 2012 2013 2014 2015 2016 2017 2018 Year IMMINN Unfunded Backlog -.4-Pavement Pavement Condition Index Figure 7. PCI vs.Unfunded Backlog for Zero Budget igCollaboration.Commitment.Confidence.SM 15 City of Seal Beach Pavement Management Program Final Report Discussion Figure 8 illustrates the change in PCI over time for the different budget scenarios. Note that in the unconstrained funding scenario, the PCI will reach 93 after seven years. This is due to the cyclical nature of preventative maintenance treatments that are applied once every 5 to 7 years. By comparison, the existing budget will result in a drop of the PCI to 79 by 2018. 100 -- 95 98 97 95 95 94 93 93 90 87 86 86 85 as- 86 83 84 85 84 81 83 83 a 80 - 82 80 81 81 79 79 75 77 75 73 70 65 - 60 2011 2012 2013 2014 2015 2016 2017 2018 Year Ending Unconstrained Budget Maintain PCI at 80 Existing Budget Do Nothing Figure 8. Pavement Condition Index for Each Scenario On the following page, Figure 9 illustrates the change in unfunded backlog over time for the different budget scenarios. Note that the unconstrained budget has no unfunded backlog. NCollaboration.Commitment.Confidence.SM 16 City of Seal Beach Pavement Management Program Final Report $9.3 $10.0 to 01 1161 ,. . ,, , •5.9 $6.2 $8.0 o $6.5 $6.9 $7.3 8.0 u R $ d .5 m cci E. ., S v� c ii/ 7, 2013 �►' / 2014 2015 2016 .__ Y ar 2017 2018 •Unconstrained Budget •Maintain PCI at 80 •Existing Budget Figure 10 (below) illustrates the change in the percentage of the road area with each condition category for the different budget scenarios. With Scenario 3 (Existing Budget), the "Very Poor" category increases to 12% from the current 4%. But with $800,000/year (Maintain PCI at 80), the "Good" and "Very Good" category increase to 87%from the current 80%. • Vcry Poor or III I ai r Po t ti�� 'Good/Very Good Bran Poor ■Vcry Poor Current Conditions-2012 igCollaboration.Commitment.Confidence.SM 17 City of Seal Beach Pavement Management Program Final Report Poor • F 0%air •Good/Very Good •Fair Poor •Very Poor Scenario 3:Existing Budget-2018 Poor 1% • F 0%air •Good/Very Good •Fair Poor •Very Poor Scenario 2: Maintain PCI at 80-2018 Figure 10. Percentage of Road Network Area of Each Condition Category for Different Budget Scenarios 11‘ Collaboration.Commitment.Confidence.SM 18 City of Seal Beach Pavement Management Program Final Report Conclusions The City of Seal Beach has a substantial investment in their street network as evidenced by the replacement cost of approximately $109.2 million. The network average PCI of the City is 85. Overall, 80% of the City's street network is in the "Good" and "Very Good" condition category. In the meantime, about 15% of the streets are in "Poor" or "Very Poor" condition category. This requires a significant amount of money to bring them into the "Good" condition category. If sufficient funding is unavailable for street maintenance, the average PCI of the network is expected to decrease and the unfunded backlog will increase. The higher backlog will result in increased future costs as more capital intensive treatments (such as reconstruction)will be necessary as streets are deferred where less expensive treatments (such as surface seals or overlays)are currently feasible. Our analysis indicates that the City needs to spend $11.8 million in pavement maintenance and rehabilitation in the next seven years, in order to eliminate the unfunded backlog. By doing so, many streets then can be maintained in good condition with on-going preventive maintenance. This will eventually save money by avoiding reaching the level of major rehabilitation (such as reconstruction) until the end of the pavement's service life. Pavement Budget The City's current budget for pavement maintenance and rehabilitation is $4.03 million for next seven years. At this budget level,the network average PCI is expected to decrease from the current level of 85, which is in "Good" condition category, to 79. In addition, 13% of the network will fall in the "Poor" and "Very Poor"category. As a minimum, we suggest that the City of Seal Beach consider increasing pavement expenditures to achieve the following objectives: • To preserve and improve pavements in the"Good"category • Reduce the percentage of pavements in the"Poor"and"Very Poor"categories • Maintain the average PCI at 80 Note too that the new Measure M2 guidelines recently adopted by OCTA allow for a 10% reduction in matching funds if one of the following conditions are met: a. Shows measurable improvement of paved road conditions during the previous reporting period defined as an overall weighted (by area) average system improvement of one Pavement Condition Index(PCI)point with no reduction in the overall weighted(by area)average PCI in the Master Plan of Arter49I Highways(MPAH)or local street categories; -or- b. Have road pavement conditions during the previous reporting period within the highest 20% of the scale for road pavement conditions in conformance with OCTA Ordinance No. 3, defined as a PCI of 75 or higher. The City's PCI rating continues to comply with the Measure M2 subtext"b" mentioned above. Since 2008 the City has maintained a PCI greater than the OCTA required condition of 75. Even though the analysis for this update shows the potential decrease in the overall PCI from 85 to 79, the City will still remain eligible for the 10% reduction in local matching fund requirement. In terms of priorities, the City should: a. Fully fund all preventive maintenance activities. b. "Package"surface seal projects to produce cost effective bids. c. Apply sufficient stop gap funds to streets that are deferred. Examples of other sources of funding include: • Assessment districts Bond • Local Transportation B Collaboration.Commitment.Confidence.SM 19 City of Seal Beach Pavement Management Program Final Report • Developers'fees • Parking fees • Truck impact fees • Federal & State Grants Pavement Maintenance Strategies The City's pavement maintenance strategies include slurry seals, overlays and reconstruction. It is tempting to invest in the worst streets and only fund overlay or reconstruction projects. However, it is equally important to preserve good pavements. Crack sealing, one of the least expensive treatments, can keep moisture out of pavements and prevent the underlying aggregate base from premature failures. Surface seals are also cost-effective for pavements currently in good condition. Therefore, we recommend that the City continues its preventive maintenance program to preserve the good pavements. In addition, other strategies such as cold-in-place recycling or full depth reclamation should be considered when considering rehabilitation treatments. These may save the city significant amounts over more conventional treatments. Maintenance and Rehabilitation Decision Trees The maintenance and rehabilitation decision trees and the associated unit costs should be reviewed and updated annually to reflect new construction techniques/repairs and changing costs so the budget analysis results can be reliable and accurate. Pavement Management Program Update OCTA requires cities submitting pavement rehabilitation projects for Measure M2 funding to utilize a PMP. This includes updating the condition for all MPAH streets every two years, and non-MPAH streets every six years. We recommend that the City of Seal Beach comply with the above requirements so as not to jeopardize any federal, state or local transportation funds. This is particularly critical since significant funding increases are needed to maintain the pavement network in"good"condition. 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N N N O 0 cn C co (b co C N 2 O NNN r (L) 2 City of Seal Beach Pavement Management Program Final Report APPENDIX D City's Projected Slurry Seal Program Collaboration.Commitment.Confidence.SM c CO (U CU Ca (U CU Ca ca (a CO m Ca (U m CD ca Co (a ca Ca CO ca m CU (a Ca (U (U ca Ca m Q) U CU Cl) U U Q) U U Cl) CD U Cl) U) Q) Cl) Cl) U U U U U U Q) U U) Q) U) U U) N E U) U) U) U) CO U) U) U) U) U) U) U) U) U) Us) U) U) U) U) U) U) U) U) U) Cr) U) U) cn cn o) o is a' a' Z' a' a~ L" L' a' L' an a' a' S L a' a' L as L as a" Z' L' L' L" ca' L N 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 d- I— w w w U) U) U) co co O) U) U) U) U) U) U) U) U) U) (1) U) U) U) U) U) U) U) U) co U) co LB C �, CO r` 0 U) t C) M (D M CO CV CO a) N- N- 6) N- CO CO N r- (� V' M O O O N _ E p N A P- CO C*N) co V m N V V O 000 V: N N O N ° O (OD N N 2 N O co O mos V Cf} ti)- EtT (f) Ca Eft (c co- H-} Ef3 co 64 Ca (NR co- EfT EA e co (NI 1- U C O a) (V E (A O N- co CO O Up to CO O CO V' O CO N O N 1- 6) O) O CO 0) (() V' - i� CO CO N- r` m — co r` co r rn co co o) rn co co c) co a) a) a) o) co co co a) co co rn U 2 Cl- I- () N N N N N N N N N N N N N N N N N N N N N N N N N N N N (N N a coco - o M d' M co •1 U d' co o co co M o co o co M co co o co co UO co o co o o CO V' d' LL W W W 0 W 0 W W W W 0 0 W W W W W 0 W W W W W W W W W U W 0 0 CO O O 00 O O O O O O O O 0 r O O O O O N O O O O O ,Q- O O O O O O O V co o co co co N N 0N N V V' co O O dM V`' r O (!M) In 0 O go'(a 2 a) 7i V' V' co O V' M O V r co ,_ co O U N r to CA O In Q .t V' t` N - CO CO N N N- (t) e- V O d' d' co co U) E (a L N- CO 0 N- CO N- CO CO CO N- CD CO CO Co CO CO CO CO CO CO CO CO CO CO CO CO CO O CO N- ''' CO CO UU M CO Co M M M Ch CO M CO CO Co M co M M co M M M Co M co M UU M M 7 O U as w m a ^ U) O O O O O O O O O O O O O O O O O O O O O O O O O O O O O co _ C CO CO CO CA CD a) a) CD CO 01 CD CO CO CO Co r- N CO Co Co (fl N y-- M U) (II N r- ,- N- - CO N M CD if) CO 'V N- LO CO N N V' N V' (n CO N N '- CO N CO 0) C(7 Cl) () C N- - — N r- 4_ J Cl) O U (s .` Q = co O To 0 __J ❑ ❑ ❑ 0 ❑ ❑ 0 0 OO Q W O> > Q W = H _ } p 0 CC I > w Q >w w 2- w a- = z = W v CC 0 N O Z w ❑ ❑ ❑ O 0 O z z Q D Q D W O n ❑ I J Q Z Z Z Z Z O J O W Q CO W W I U I W I Q J m m O w W m W Li- CL w w ❑ L W a_ I 12 z z z z z z z z z z• z z• z z z z z• z z >- t CC CC❑ ❑ w ❑ J Z ❑ ❑ W ❑ ❑ ❑ ❑ ❑ ❑ JO ❑ ❑ CO ❑ W O Z w' Z >- I z O z Z w z z Z ,1 f z Z J Z z > Q O W Q (n H Q w 0 0 1- 0 0 0 } W O O ❑ O Q > E Q Q I 0-C I L O cL W= O Q Q Q Q Q Q E o 0 0 0 U = 0 u_ _ (n (n n C. (n w w w (n w w (n (n w U) (n U) (n w w w (n (n in En- (n w w VI a) U) c >- Y 'a) 1 J w Cl) W W ❑ J w CC Z 0 ❑ f W w (T o C w Z O ❑ >OW Q W ❑ O O>> O 0 O O ) 5 Z W W I >- Q J J Z > J J Q 0 Z cL W W C N W > 0 f- U) W Ui > U J LL O U) w W ❑ Z w >- >- > W Z Q 2 J C= ` (n _J CC uJ Q O _I D Q D Q J Q Q Q Q Q Q O O J W ,- Q J (Y I I 0 0 Z7) Q O LT I w CC W 0 I (n Q CO CO 0 0 00 0 0 0 0 w w ± O a (n O O co I 0 tC U } CO CO CO CO CO CO 'ct V' CU LO CD (D CD UU CD CD CO CU CU CO CO CO (D CD (D CO CD r- N- N Z O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O C ai N N N N N N N N N N N N N N N N N N N N N N (N N (N N N (N (N N a. • ca ca ca ca (a co co ca ca 0) 03 ca CO 03 CO CO ca a) Ca CO ca co CO ca as ca ca as ca as o a) a) a) a) a) a) ) m a) a) a) a) a) a) a) 0) a) a) a) a) 0) CD CD 0) 0) a) a) a) 0) CD N E (n (n (n Co U co (n En (n (n co (n (n co (n (n Cn (n (n u) (n (n co (n (n (n (n En (n fn T Z' Z' L. Z' L. a^ Z Z' Z L. Z' Z' Z' as z' Z' Z as Z L- Z' L. Z' z' Z' L. Z Z' O N 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 N it H (n Cn Cn U) &) Cn Co co (n co (n (n u) (n (n (n u) u) (n (n (n 0) (n (n (n (0 (n (n (n in O O CO N CNO co CO co W N- CO 00 L cf) o) O co p p N (A N CD co co to O E CO CV O tt O Co O N- CO CO ti LE) O LC) N O O N d- CO _ CO O N O CO N- N LO p rime) N O co M p O p N N ( '— NI M M c` M M N O CO `— O r- N cPr EA EH cR en 2 to Efl Ea cA Efl EA (a (a ER (a E9 ER EA EA 69 to ER 69 H C O (1) a) E co N- r1' N d' co r- O 0) co N co CO N- 00 CO CO N- CO CO CO V' CA CO 0) CO 0) CO - ca CO 0) co O) 0) 0) f) 0) co co Co O) O) o) O) O) O) a) 0) O) O) 0) O) 0) o) a) O) 0) O) co U a� IZ l- a) N N N N N N N N N N N N N N N N N CO N N N N N N N N N C- N N N N \ `--7- r r r r r r \ r \ -C-V- \ \ \ \ \ -C-V- \ r r r O O co co O co O CD N r- r- r N N O co C 00 p (O (0 CO (O r. 7. 7. 7. 7 CO r r • 0 W W W W < O W O W W W W W W W W W W W W W W W W W W W W O W O O O O O O O O O O _O O O O O_ O O O O O p O C 0 O r O O O 0 p 0) co N N- 0) co d' co co co d' O) O N .1' c.1- co N p c1) CO p [t p CO O N ,- p CO CO CO_ 0) p N 0) 0) co N co r- O co_ O cra M .-- co N 05 N N N N Cr) - - ,: (0 (. O N M p cc O O (0 p �t co p �. co p co f co N 00 p CD N CO c- V' ,— N. O ,— n O — — co co Q r T- ,.., .,_, E N _c V' co Tr co CO N- CO N- p CO O CO CO CO CO N- N- N- N- CO I� CO CO CO N- CO CO O N. d' C O . CO CO N co CO CO co N CO CO CO CO CO CO CO CO CO N CON CO CO N N CO CO d' CO N U ca IZ U O O O O O O O O O O O co m �' O O O O O _O O O O CO O O O O O O O O O _ O O) N co CO CO r CO p CO (0 (O CO co I� co CO CO ( 8 (O M p M cU CO O ca 7 CA O p CO CO O CO CO r- N (D CO O Ni- CO N N O CO N �!' 'V' O Co N N (n p N - .- CO — - N N M a) O 0 J (0 J,+`J Q- p U To Y o c o Q J 1= w o w 0C O a w w Z > w w Z Cr Z Q W CC 0 ~ J < < W j Z z U E. J O O (n > > } J H (n O O 5 H 2 0 z cf)O Q O Dz p Oz Z = 0 0 0 Oz O O -J O -J Q w > I z Z z w 2 w O 2 ( w C) O w w = 0 U w O v U m w m ° U Q (Un w w w W eL 0 12 z z z z z z z z z z z z z z z Y Y Y CC CC CC W 0 J z w 0 W w Ex z W Z < Z Z Z Z D 0 CC W 0 E O co O2 O O 7 < w w Z O H z > < J p U J J z J J Q (n LL' CO Q Q J Q O Q H W' W 0 J 2 W J J Q Q J J H J J 0 CC CC 0 H H J Q H W W Q -o E Q Q z Q O H J O O H z Q O Q O -' Q z Q Q z Q Q Q O Q U J w s 0 S 0 W 0 0 p W 0 0 (0 W 0' U U co u) m W U U w U U CJ U U ,..-1 O W (n U 1— It W cn W w w W (n U o) W W W w cn (n W W W (n W W (n W -6 (n (n cn (n (n w uj 43 a) c Y Q C CC J C E IL 0• I— U U p ¢ O w W W w W z Z < < Z Z W CC c) Z W Q O Q WD U O 0 0 w J J 1-- H --I H H 0 W u7) J CC ry W W —) O z O J Q > H H Q Q W W Cr m Q H H H 0 0 0 < 0 J J Q Q 0 U U Q > Q Q Q Q O O O O co O w o N N 0 CO 0 0 D O W W O 2 J O W Cn >- < m O O O O O O O O 0 W U) H 0 N 0 U 0) N- N- N- N- N- N- N- N- N- N- N- N- N- CO CO CO CO CO CO CO Co CO CO CO CO CO CO O) 0) 0) Z O C) O O O O O O O O O O O O O O O O O O O O O O O O O O O O c76 N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N Q. m / \ \ \ \ \ \ ] m \ \ ± \ / I— \ / / \ / a E � r = & $ \ E § \ 7 r co a � o ® o CO G CO & e e I— / k ± k 7 \ % co % ) § 4 / m_ m a 2 2 O \ \ \ G oc- 1- ® 7 0- 1.- C 0 0 0 0 0 C / « / •t e / t o ( / 0 0 0 \ t \ \ 2 © % / O. \ © E © N < 0 ■ € 2 / \ Co % 2 2 \ ± = o 0 0 o c 'E. r \ / \ J / f / co• \ \\ \ »t • \/ \ = 0 0 K / _J / > 0) m 0 3 = t u ± y / _ > \ < f z \ / O 2 \ \ _ \ \ _/ \ _C \ CO \ / Co _\ > C I- 2 % \ 2 \ 2 \ / \ / \ 0 / o E z z = E g e u) 0000 ° 2 0 m r # < co N. Co a) \ \ \ \ \ / \ \ I I < )- CO \ CO \ \ CO \ CO o CO Z w w a » K * » u u a < ± § \ c c z m z a E / \ \ o H E co \ \ \ \ \ \ e @ m e g a = o o o o o o o 0 _� _ m b G m 2 .- s m a a a m a / § C •E LU c Z a E 0 0 2 2 CO = o o z y C 7 2 / / / / © 3 '% \ 2/ 0) 0) 0) 0) 0 \ \ \§ E City of Seal Beach Pavement Management Program Final Report APPENDIX E Sections Selected for Treatment ($575,000/year, City's Existing Budget) OCTA Required illCollaboration.Commitment.Confidence.sM +. 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N N v) v) v) v) v) Ni vl Ni N v) ut v) v) v) N v) U 0 ((J 0 0 ut N (.7 vt 0 () vt (7 v) U v) C7 0 0 0 N U L N N N N N CO`O L CO 0 N N CO N CO CO N N W V LMD LND U3 V 0MO LLD L11 CO (^f1 N 00 IN CO M f N U) OM M VU1 LLD a N N N N N N N N N N N N N N N N N N N N N N O N N N N N N N N N N N N N N N N ci .--I .--I s-I .-I .--I s-I c-1 .-1 s-C .-1 .--1 .--1 .--1 .--I c-1 <-I 1--1 .-1 .--1 .-1 .-1 .-1 <-I r1 .--1 c-1 .--I .-I .-1 c-I 1--1 .--I .-C .1 .--I .-I .--I ri alea I'd s-I s-I s-I s-I .\-1 .\-1 .\-1 s-I .\-I .\-1 .\-I .-1 .-1 .-I .-I I-I .-1 .-I .-I 1-1 .-1 .\-I t) 1\1 s-I .\-I .\1 .\-I s-I .-1 .\I s--1 .\-I .\-1 .-I .-1 1-1 C3 O o C) 0 C) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O o 0 0 0 0 0 ") a a a a a a a a a a a a a Q a a a < a a a a a a a a a a < a a a a a a a a a a U w w w w w w w w w U w w w w w w w w U U U Q Q LU U U w U w w U w U w U U U w LU 00 o d' C) C) O O O V O o O o 0 C) 0 0 0 0 0 0 0 0 0 0 0 0 0 C) O O d' O N O o 0 01 to LD -O = v) CO O M 01 Dl N N 00 O O CO M CO d' O (T N N M LID O N O CO CO .4 N Dl N .--1 O m 01 d' to LD CO v) CO N N L!1 N tP N lD O CO 00 .--I N O to Ln ti CO N 00 CO O 01 d' N O Ol to .--I M Ol r-1 to N Ol M CO O to n to M I- LO to O M r M to to to t\ lD Ifl o LD N 'xi O to to M 1-: to r-1 LD O n n n W .--i Dl 00 N V N N st V) to N N N d' .-1 M s-1 <-1 O c-1 .--I M M M .4 LA a X w t .1 -6 ^ to N O M M M d' d' LD to O M M M d' O M ct N N M d' d' O N N d' N M d' N O co M N to .-i N M N N LD M M M M N M N LD M M M N LD M CO N M M LD M CO CO M N M M Cr) M M N M M Vl LD N N U Co _c O N tI) O O C) C) LD 0 0 CO 0 0 0 0 to o 0 0 0 C) 0 C) 0 C) 0 0 0 0 0 N O V 0 0 0 0 CO N .-I N N .--1 M M 00 N M LD M LD .-I LD .-1 N M O0 w 01 N O M M 01 d' .-I .--1 M 00 N M LD M N co N Lo N C \ d0 v N .-I d- n .-1 N a-I N .-I M .-1 M LD .--1 N d' N .-1 IT N d- N O N M d' N 00 N .-1 M N M N O LD LD .--I co O a) N .--1 N 1 .-I .--I .-I N .-I Ni. a O -I N M O .+_ co ti" a) sauei N N N N N N N N N .--C N N N N N N N N .-I N N d' N N N N N N N N N N N N N N M N N .-1 N 1./1. a1 C0 O +. 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