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Home My WebLink AboutItem F•�,pf SEAZ" AGENDA STAFF REPORT 41FORN%� DATE: June 25, 2018 TO: Honorable Mayor and City Council THRU: Jill R. Ingram, City Manager FROM: Steve Myrter, P. E., Director of Public Works SUBJECT: Adopt the 2018 Pavement Management Plan SUMMARY OF REQUEST: That the City Council approve Resolution 6834 adopting the 2018 Pavement Management Plan (PMP) Report. BACKGROUND AND ANALYSIS: The Pavement Management Plan 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, and prepares recommendations for future maintenance and rehabilitation. This management system helps agencies not only maximize the efficiency of the funds spent, but also helps to plan future needs for the City. Pavement Management Plans became common 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 (and now Measure M2) street funding. OCTA has since updated the request that all streets within the City are included within a Pavement Management Plan (PMP) that is updated every 2 years. The State of California also requires that Pavement Management Plans are implemented in order to receive Gas Tax funding. Currently, the City receives approximately $400,000 in Measure M2 fairshare funds annually, and has historically received over $300,000 annually in competitive Measure M and M2 grants. The City of Seal Beach has been utilizing a PMP since the early part of the 1990's, and has been updating its program every two years since 2004. The City of Seal Beach has invested heavily in the street system during this time and the PMP has assisted the City with optimizing this investment. 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 on a 0 -100 scale. Many of the agencies (including Seal Beach) had already been on this system, Agenda Item F 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. The firm of Nichols Consulting Engineers (NCE) was selected to prepare this update. NCE promptly sent an inspector to the City to evaluate every street within the City. NCE then prepared the Pavement Management Report update for 2018. NCE has prepared many PMP reports for agencies within Orange County and the State and are experts in this field. The City of Seal Beach has been extremely effective in management of the City's streets and roadways. A comparison between the City, the County, and the State of the average rating or Pavement Condition Index within the last two years is listed below. A rating of 100 indicates new pavement and 0 is failed pavement. Agency Average PCI State of California (2016) 66 County of Orange (2016) 77 City of Seal Beach (2018) 82 Orange County in general has been effective in maintaining the networks of streets and roads with the Measure M2 Program. Of the 35 agencies within Orange County, the City of Seal Beach has a PC] ranking that is one of the highest in the County. A copy of the PMP report has been available for review at the Public Works Department and is included as attachment "A ". 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: Nichols Consulting Engineers (NCE) was retained to prepare the 2018 Pavement Management Plan update for a cost not to exceed $21,200, funded through the City's Gas Tax Fund 040 - 090 - 44000. Page 2 RECOMMENDATION: That the City Council approve Resolution 6834 adopting the 2018 Pavement Management Plan (PMP) Report. SUBMITTED BY: Steve ✓Ytq� Steve Myrter, P.E., Director of Public Works Prepared by: David Spitz, P.E. QSD NOTED AND APPROVED: X Ag4am Jill R. Ingram, City Manager ATTACHMENTS: A. Resolution 6834 B. 2018 Pavement Management Plan Report Page 3 Attachment "A'� RESOLUTION 6834 CONCERNING THE STATUS AND UPDATE OF THE 2018 PAVEMENT MANAGEMENT PLAN FOR THE MEASURE M2 (M2) PROGRAM WHEREAS, the City of Seal Beach is required to meet eligibility requirements and submit eligibility verification packages to Orange County Transportation Authority (OCTA) in order to remain eligible to receive M2 funds; and WHEREAS, the City of Seal Beach is required to and update a Pavement Management Plan (PMP), using the required format, regarding the status of road pavement conditions and implementation of the PMP on a biennial basis; and WHEREAS, the City of Seal Beach is required to provide a plan that manages the preservation, rehabilitation, and maintenance of paved roads by analyzing pavement life cycles, assessing overall system performance costs, and determining alternative strategies and costs necessary to improve paved roads. NOW, THEREFORE, THE SEAL BEACH CITY COUNCIL DOES HEREBY RESOLVE: Section 1. The PMP is in conformance with the PMP Submittal Template provided in the Countywide Pavement Management Plan Guidelines. Section 2. The City of Seal Beach hereby adopts a PMP and has provided an updated PMP report, using the required format, to OCTA. Section 3. The Public Works Director, City Engineer or designee is authorized to sign the PMP Certification form. PASSED, APPROVED and ADOPTED by the Seal Beach City Council at a regular meeting held on the 25th day of June , 2018 by the following vote: AYES: Council Members: NOES: Council Members: ABSENT: Council Members: ABSTAIN: Council Members: Mike Varipapa, Mayor ATTEST: Robin L. Roberts, City Clerk Resolution 6834 STATE OF CALIFORNIA } COUNTY OF ORANGE } SS CITY OF SEAL BEACH } I, Robin L. Roberts, City Clerk of the City of Seal Beach, do hereby certify that the foregoing resolution is the original copy of Resolution 6834 on file in the office of the City Clerk, passed, approved, and adopted by the Seal Beach City Council at a regular meeting held on the 25th day of June , 2018. Robin L. Roberts, City Clerk Attachment "B" Pavement Management Program Final Report 2018 Update 334.10.30 City of Seal Beach Pavement Management Plan 2018 Update Final Report Submitted to: City of Seal Beach Public Works Department 211 Eighth Seal Beach, CA 90740 May 2018 City of Seal Beach 2018 Pavement Management Plan Update Final Report Table of Contents BACKGROUND............................................................... ..............................1 PURPOSE...................................................................... ............................... 2 NETWORK PAVEMENT CONDITION ................................ ..............................3 REDUCTION IN M2 LOCAL MATCH ................................. ..............................6 COST TO REPAIR STREETS ............................................ ..............................6 BUDGET NEEDS VS. ZERO BUDGET ................................ ..............................8 FUNDING FOR PAVEMENT MAINTENANCE ..................... ..............................9 BUDGETSCENARIOS .................................................... .............................11 SCENARIO 1: CITY'S CURRENT BUDGET ($4 M) ............ .............................12 SCENARIO 2: MAINTAIN PCI AT 82 ($6.1 M) ............... .............................13 SCENARIO 3: INCREASE PCI TO 83 ($6.3 M) ................ .............................14 SUMMARY.................................................................. ............................... is CONCLUSIONS............................................................. .............................16 RECOMMENDATIONS .................................................... .............................16 Appendix 1: Pavement Management Plan - Average (weighted by area) PCI i. MPAH Network by Street Name Local Network by Street Name ii. MPAH Network by PCI Local Network by PCI Appendix 2 Seven Year Work Plan i. MPAH Network Rehabilitation ii. Local Network Rehabilitation iii. Slurry Seal Program Appendix 3: OCTA Pavement Management Plan Agency Submittal VIONCE 1.i 4\ City of Seal Beach 2018 Pavement Management Plan Update MW�° Final Reoort List of Tables Table 1: Pavement Condition Categories by PCI ............ ..............................3 Table 2: Pavement Network Summary .......................... ..............................3 Table 3: Pavement Condition Summary ......................... ..............................5 Table 4: Summary of Results from an Unconstrained Needs Analysis .........8 Table 5: Pavement Maintenance Budget for FY 2018/19 to 2024/25..........9 Table 6: Pavement Budget on Three Programs for Seven Years ..................9 Table7: Seven -Year Preventive Program Cycle ............ .............................10 Table 8: Summary of Results for Scenario 1 ................. .............................12 Table 9: Summary of Results for Scenario 2 ................. .............................13 Table 10: Summary of Results for Scenario 3 ............... .............................14 List of Figures Figure1: Historical PCI ................................................. ..............................4 Figure 2: Pavements with Different PCIs ...................... ..............................4 Figure 3: MPAH /Local Network Area by Condition ......... ..............................5 Figure4: Cost to Maintain Pavement over Time ............ ..............................7 Figure 5: PCI vs. Deferred Maintenance for Scenario 1 .............................12 Figure 6: PCI vs. Deferred Maintenance for Scenario 2 .............................13 Figure 7: PCI vs. Deferred Maintenance for Scenario 3 .............................14 Figure 8: Deferred Maintenance by Scenario by Year ... .............................15 ;OUNCE City of Seal Beach 2018 Pavement Management Plan Update Final Reoort BACKGROUND NCE was selected by the City of Seal Beach to perform an update of the City's Pavement Management Program (PMP). The goal of this project is to update the PMP with current pavement conditions and to perform funding analyses to help inform and educate policy makers as well as to comply with the County of Orange Transportation Authority (OCTA)'s Measure M2 Program. Broadly, a "... pavement management system is designed to provide objective information and useful data for analysis so that ... managers can make more consistent, cost - effective, and defensible decisions related to the preservation of a pavement network." The PMP is designed to assist cities with answering questions such as: • What does the City's pavement network consist of? How many miles of public streets are in a jurisdiction? What is the total pavement area of these public streets? • What is the existing Pavement Condition Index (PCI)1 of the public street pavement network? Is this an acceptable PCI level for the City? If not, what is an acceptable level? How much additional funding is needed to achieve an acceptable level? How much is needed to maintain the public street pavement network at this PCI level? • How will the condition of the pavement network respond over time under existing funding levels? • What maintenance strategies are needed to maintain or improve the current pavement conditions? • What maintenance activities or treatments have occurred since the last PMP update on any given street? • What are the maintenance priorities under different budget constraints? In order to answer the questions above, the City uses the PAVERTm pavement management software, and the pavement distress data was collected in compliance with ASTM D6433 -161 and as outlined by OCTA in the "Countywide Pavement 1 The weighted average PCI is a result of multiplying the area of each street section by the PCI of that section, totaling all sections together and then dividing by the total of the network areas or functional classification. 1 ASTM. "ASTM D6433 -16." Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys. MINCE 1 Vj City of Seal Beach 2018 Pavement Management Plan Update Final Report Management Plan Guidelines" 3. The average PCI from the last update in 2016 was 84. The City is responsible for the maintenance and repair of approximately 41.3 centerline miles of pavements, which includes 12.5 miles of Master Plan of Arterial Highways (MPAH), and 28.8 miles of local public streets comprising a total replacement cost of $105.2 million. There are approximately 6.3 miles of alley streets in the City's inventory. These streets were not inspected and are not part of the City's reportable street network. PURPOSE The purpose of this report is to assist policy makers in utilizing the results of the pavement management program. This report analyzes different levels of funding and maximizes the return from expenditures by selecting the most cost effective repairs. It assists the City with identifying maintenance & rehabilitation (M &R) priorities specific to the City's needs, and highlights options for improving the current PCI. These options are developed by conducting "what -if' analyses using the PAVERTm software. By varying the budget amounts available for pavement maintenance and repair, the impact of different funding strategies on the City's streets for the next seven years was determined. The 2018 PMP update included an assessment of the entire pavement network (MPAH and local public streets), which was conducted in December 2017 and January 2018. The database was also updated with maintenance activities that have occurred since the last update. In addition, pavement treatment policies were reviewed and unit costs were updated. ' OCTA. Countywide Pavement Management Plan Guidelines Manual. February 2018. ONCE 2 City of Seal Beach 2018 Pavement Management Plan Update NETWORK PAVEMENT CONDITION The PCI is a measurement of pavement grade or condition, and ranges from 0 to 100. A newly constructed or rehabilitated street should have a PCI of 100, while a very poor street has a PCI of 40 or less. Table 1 below shows the PCI range for each condition category. Table 1: Pavement Condition Categories by PCI The City's overall weighted PCI for the pavement network is 82, which is in the "Good" category. Overall, 79.9 percent (by area) of the City's street network is in the "Very Good" or "Good" condition category, approximately 17.8 percent of the streets are in the "Fair" to "Poor" category with the remaining 2.3 percent of the streets in the "Very Poor" condition. Table 2 shows that the MPAH streets, with an average PCI of 83, are in a slightly better condition than the local streets which have an average PCI of 81. The local network PCI decreased from 86 (2016 update) to 81 which might be attributed to less maintenance performed on the local streets during the past two years. Detailed section inventory and PCI reports including M &R history are listed in the Appendix 1. Table 2: Pavement Network Summary AA NCE 3 City of Seal Beach 2018 Pavement Management Plan Update Final Report Figure 1 shows that the network PCI has fluctuated in the low -80s to mid -80s since 2010. It shows a slight declining trend which might be due to the City's funding that has not changed over the past several years. 100 95 90 e85 884 8+5 �4 82 80 -8 75 70 2010 2012 2014 2016 2018 Year Figure 1: Historical PCI Figure 2 includes photos to illustrate pavements with different PCIs. (These photos are included for illustration purposes and they are from other agencies.) Figure 2: Pavements with Different PCIs 4jONCE 4 City of Seal Beach 2018 Pavement Management Plan Update Final Reoort Table 3 and Figure 3 provide a pavement condition breakdown for the street network by PCI range and condition category. The network now has 79.9 percent of its streets under the "Good" or "Very Good" condition. There are 17.8 percent of the streets in the "Fair" to "Poor" category, and 2.3 percent in the "Very Poor" condition. Overall, Local and MPAH networks have relatively similar conditions. Table 3: Pavement Condition Summary Condition PCI Category Range Network Percent Area of Total Area of Pavement Percent Centerline Mileage of Centerline Mileage of Very ®� Pavement (sf) Network Network Good Good Very Poor � • � ��® r Total 100.0% 9,469,304 100.0% 41.3 MPAH Network Poor Very Poor PIA f-IONCE A Very Good 4.3% Local Network Very Poor 2.0% Fair 11.7% Figure 3: MPAH /Local Network Area by Condition Very Good 47.0% City of Seal Beach 2018 Pavement Management Plan Update Final Report REDUCTION IN M2 LOCAL MATCH The Measure M Regional Capacity Plan, which provides Measure M2 grant funding for arterial, intersection, and freeway /arterial improvements, includes an incentive for successful implementation of a PMP. The incentive is a 10 percent reduction in local matching fund requirements if either of the following conditions apply: a) Show measurable improvement of paved street 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 MPAH or local street categories; or - b) Have street pavement conditions for the overall network during the previous reporting period within the highest 20 percent of the scale for street pavement conditions in conformance with OCTA Ordinance No.3, defined as a PCI of 75 or higher. The City's PCI meets requirement (b) as noted in the preceding paragraphs by maintaining the network PCI above 75 as required by OCTA. The City will therefore remain eligible for the 10 percent reduction in local matching fund requirements. COST TO REPAIR STREETS The cost to repair and maintain a street depends on its current PCI and functional classification. For streets in the "Good" to "Very Good" categories, it costs as little as $0.25 - $0.40 per square foot to apply preventive maintenance treatments such as a slurry seal, which can extend the life of a pavement by correcting minor faults and slowing deterioration. Preventive maintenance treatments are typically applied before pavement conditions are severe. Approximately 79.9 percent of the City's pavement area would benefit from these relatively inexpensive treatments. Pavements in the "Fair" to "Poor" range show some form of distress or wear that require more than just preventive maintenance. At this point, a well- designed pavement will have served at least 75 percent of its life, and the quality of the pavement has dropped by approximately 40 percent. A thin asphalt concrete (AC) overlay with dig -outs, which costs approximately $2 per square foot, is usually needed for streets in the "Fair" condition. Streets in the "Poor" condition typically require a thick AC overlay with more dig -outs and costs $3 - $4 per square foot. Base repairs or dig -outs are required prior to the overlays. Approximately 17.8 percent of NANCE 0 City of Seal Beach 2018 Pavement Management Plan Update Final Reoort the City's pavement area falls into these two condition categories. The final PCI range is 0 -40 or "Very Poor" condition. Pavements in this category are near the end of their service life and often exhibit severe forms of distress such as potholes, rutting and extensive cracking, etc. At this stage, a pavement usually needs to be reconstructed at approximately $6.50 - $11.11 per square foot. Approximately 2.3 percent of the City's streets fall into this PCI range. Figure 4 demonstrates that pavement maintenance follows the old colloquial saying of "pay now, or pay more later". As can be seen, by allowing pavements to deteriorate, streets that once cost only $0.25 per square foot to seal may cost upwards of $11.11 per square foot to reconstruct. Very Good e Good Y_ C C U Y Fair e d E L a o Poor Very Poor 40% 75% 90% % of Pavement Life Figure 4: Cost to Maintain Pavements over Time One of the key elements of a pavement management repair strategy is to keep streets in the "Good" to "Fair" category from deteriorating. This is particularly true for streets in the "Fair" range due to the fact that pavement deterioration will accelerate if left untreated. The City's pavement maintenance strategies include slurry seals, thin or thick AC overlays with dig -outs and reconstruction. It is important to preserve the streets that are in the "Good" condition. Slurry seals, one of the least expensive treatments, can NCE 7 W City of Seal Beach 2018 Pavement Management Plan Update Final Report keep the moisture out of the pavements and prevent premature failures. BUDGET NEEDS VS. ZERO BUDGET Based on the principle that it costs less to maintain streets in good condition than bad, the PAVERT" software strives to develop an M &R strategy that will improve the overall condition of the network to an optimal PCI level. The optimal PCI level is dependent upon the City's M &R policies. The first step in developing a cost - effective M &R strategy is to determine, assuming unlimited revenues (i.e., an unconstrained budget), the maintenance "needs" of the network. This is estimated to be approximately $7.9 million over the next seven years. If the City follows this strategy, the citywide average network PCI will fluctuate in between 86 and 92. If, however, no funding is allocated to roadway pavement maintenance over the next seven years, the streets will deteriorate, and the network PCI will drop to 68. Table 4 below shows the impacts on the PCIs separately, assuming an unconstrained budget and a zero budget, Table 4: Summary of Results from an Unconstrained Needs Analysis Of the needs shown in Table 4, $3.5 million, 44 percent of the budget needs is identified for preventive maintenance for the network. Additionally, $4.4 million (56 percent) is allocated for the more costly rehabilitation treatments, totaling $7.9 million in pavement resurfacing needs over the seven -year analysis period. VIONCE 19 20 21 22 23 24 25 Budget Needs Network 4.7 0.2 0.1 0.4 0.6 1.5 0.4 7.9 ($M) Rehabilitation MPAH 1.7 0.0 0.0 0.0 0.2 0.5 0.0 2.4 ($M) Local 1.7 0.0 0.0 0.0 0.1 0.2 0.0 2.0 Preventive MPAH 0.8 0.0 0.0 0.1 0.3 0.5 0.1 1.8 Maintenance ($M) Local 0.5 0.2 0.1 0.3 0.0 0.3 0.3 1.7 MPAH 92 90 88 85 88 90 88 N/A PCI with treatment Local 92 91 89 88 86 87 86 N/A Network 92 90 88 86 86 89 87 N/A PCI without Network 81 79 76 74 72 70 68 N/A treatment Of the needs shown in Table 4, $3.5 million, 44 percent of the budget needs is identified for preventive maintenance for the network. Additionally, $4.4 million (56 percent) is allocated for the more costly rehabilitation treatments, totaling $7.9 million in pavement resurfacing needs over the seven -year analysis period. VIONCE City of Seal Beach 2018 Pavement Management Plan Update Final Report The unconstrained "Needs" module looks at each street section and identifies the treatment needed and what year the treatment should be performed. The streets in "Poor" and `Very Poor" conditions that require the more costly repairs will be among those chosen in the first year. Once these treatments are completed, the streets may not require another treatment during the analysis period. The expenditures of this unconstrained budget scenario reflect a strategy of "front loading" the maintenance repairs due to the fact that deferring treatments will cost more later. Based on this strategy, 60 percent ($4.7 million) is needed in FY 2018/19. However, very few agencies are able to fund all maintenance treatments in the first year, so the budget scenarios reflect a more realistic annual funding level. FUNDING FOR PAVEMENT MAINTENANCE Currently, based upon existing revenue estimates, the City identified a total of $4,025,000 in the Capital Improvement Project (CIP) budget. The budget for each year is shown in Table 5. This does not include funding anticipated from the recently passed Road Maintenance and Rehabilitation Account (RMRA, also known as Senate Bill 1). It should be noted that City's annual budget has been $575,000 consistently. Table 5: Pavement Maintenance Budget for FY 2018/19 to 2024/25 This amount will be used on three programs. The distribution of funds on these three programs are found in Table 6. Table 6: Pavement Budget on Three Programs for Seven Years The City established a seven -year cycle for its Preventive Program, so as to maintain the pavement cost - effectively. The program funds $100,000 on a specific geographic ONCE 9 MW City of Seal Beach 2018 Pavement Management Plan Update area each year. In this way, the City will focus on one or two communities each year. Table 7 shows the various communities of the City along with the year in which that area is scheduled for preventive maintenance. Table 7: Seven -Year Preventive Program Cycle Maintenance Year 2018/19 Zone Old Town 2019/20 CPE Phase I 2020/21 CPE Phase II 2021/22 CPE Phase III 2022/23 CPE Phase IV 2023/24 CPW /Bridgeport 2024/25 Hill /Cove (ONCE 10 City of Seal Beach 2018 Pavement Management Plan Update Final Report BUDGET SCENARIOS Having determined the maintenance needs of the street network, the next step in developing a cost - effective M &R strategy is to conduct several "what -if analyses ". Using the budget scenario module, the impacts of various budget "scenarios" can be evaluated. By examining the impacts, the advantages and disadvantages of different funding levels and maintenance strategies can be illustrated. The following scenarios were performed for this report. Scenario 1: City's Current Budget ($4 Million) - The projected budget for roadway resurfacing is $4 million over the next seven years. This will result in a one -point decline in the weighted network PCI from 82 to 81. The deferred maintenance will increase from $4.7 million to $6.4 million at the end of FY 2024/25. Scenario 2: Maintain Current Network PCI 82 ($6.1 Million) - In order to maintain the current network PCI of 82, the City will need to spend $6.1 million for the next seven years, approximately $870,000 per year. The deferred maintenance will increase slightly from $4.7 million to $5.9 million at the end of FY 2024/25. Scenario 3: Improve Network PCI to 83 ($6.3 Million) - As part of the OCTA submittal, agencies are required to submit an alternative funding level that will improve the average weighted network PCI. To improve the PCI by one point, the City will need to spend $6.3 million over the next seven year, which equals to $900,000 per year. In addition, the deferred maintenance will increase from $4.7 million to $5.7 million by the end of the analysis period. Note that an annual inflation factor of 3 percent was used for the analysis. Deferred maintenance consists of pavement maintenance that is needed, but cannot be performed due to lack of funding. It is also referred to as the unfunded backlog. The Appendix 2 lists the seven -year work plan under City's current budget. ONCE 11 City of Seal Beach 2018 Pavement Management Plan Update Final Report SCENARIO 1: CITY'S CURRENT BUDGET ($4 M) The City's current seven -year budget of $4 million, or $575,000 per year, will result in a one -point decline in the network PCI to 81 by the end of the analysis period. By FY 2024/25, 82.4 percent of the street network will be in the "Very Good" to "Good" category, 13.3 percent in the "Fair" to "Poor" category, and 4.3 percent in the "Very Poor" category. This means that by FY 2024/25 the percentage of streets in the "Very Poor" category will almost double. The deferred maintenance will increase from $4.7 million to $6.4 million. Table 8 and Figure 5 show the results of this scenario. Table 8: Summary of Results for Scenario 1 Figure 5: PCI vs. Deferred Maintenance for Scenario 1 UNCE 12 Before IS/ 19/ 20/ 21/ 22/ 23/ 24/ Total Fiscal Year Work 19 20 21 22 23 24 25 c Budget ($M) N/A 0.5 0.6 0.5 0.5 0.6 0.6 0.5 3.8 Rehabilitation ($M) N/A 0.4 0.5 0.4 0.4 0.5 0.5 0.4 3.1 Preventive N/A 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.7 Maintenance M 0. 40 4 Co Deferred 4.7 4.3 4.5 4.9 5.3 5.5 6.1 6.4 N/A Maintenance M 20 2 1 PCI (Network) 82 83 83 83 82 1 82 1 81 81 N/A PCI (MPAH) 83 84 84 84 84 84 84 82 N/A PCI (Local) 81 83 82 81 80 80 80 81 N/A Figure 5: PCI vs. Deferred Maintenance for Scenario 1 UNCE 12 10 100 90 82 83 83 83 82 82 81 81 9 80 8 c 0 70 $6.1 $6.4 7 I 60 #5.3 #5.5 6 .4. $4.9 .. 50 4.7 $4.3 $4.5 5 e 0. 40 4 Co 30 3 °o 20 2 1 10 0 t m 0 Before 18/ 19 19/20 20/21 21/22 22/23 23/24 24/25 Work Fiscal Year =:!- Figure 5: PCI vs. Deferred Maintenance for Scenario 1 UNCE 12 City of Seal Beach 2018 Pavement Management Plan Update Final Report SCENARIO 2: MAINTAIN PCI AT 82 ($6.1 M) In order to maintain the current network PCI of 82, the City will need a total of $6.1 million, approximately $870,000 per year. By FY 2024/25, 78.1 percent of the network will be in the "Very Good" to "Good" condition range, 18 percent in the "Fair" and "Poor" categories, and 3.9 percent in the "Very Poor" condition. Even though the PCI stays the same, as with Scenario 1, the "Very Poor" category street percentage will increase. Due to the fact that repairing streets in the bad condition costs much more than maintaining streets in the good condition, the deferred maintenance will increase from $4.7 million to $5.9 million. Table 9 and Figure 6 show the results of this scenario. Table 9: Summary of Results for Scenario 2 100 90 80 70 60 50 M IL 40 30 20 10 0 82 83 83 82 82 82 82 82 $4.7 $4.8 $4.7 $4.6 $4.5 $4.7 Before 18/19 19/20 20/21 21/22 22/ 23 23/24 24/25 Work Fiscal Year Figure 6: PCI vs. Deferred Maintenance for Scenario 2 VA 10 9 8 7 6 5 4 3 2 1 0 C 0 E h 8 e 0 0 13 Work 19 20 21 22 23 24 25 Budget ($M) N/A 0.9 0.9 0.8 0.9 0.9 0.9 0.8 6.1 Rehabilitation ($M) N/A 0.0 0.3 0.7 0.6 0.5 0.3 0.3 2.7 Preventive N/A 0.9 0.6 0.1 0.3 0.4 0.6 0.5 3.4 Maintenance M Deferred 4.7 4.8 4.7 4.6 4.5 4.7 5.5 5.9 N/A Maintenance M PCI (Network) 1 82 1 83 83 1 82 1 82 82 82 1 82 1 N/A PCI(MPAH) 83 85 85 84 82 86 87 85 N/A PCI (Local) 81 80 81 80 81 79 77 79 N/A 100 90 80 70 60 50 M IL 40 30 20 10 0 82 83 83 82 82 82 82 82 $4.7 $4.8 $4.7 $4.6 $4.5 $4.7 Before 18/19 19/20 20/21 21/22 22/ 23 23/24 24/25 Work Fiscal Year Figure 6: PCI vs. Deferred Maintenance for Scenario 2 VA 10 9 8 7 6 5 4 3 2 1 0 C 0 E h 8 e 0 0 13 City of Seal Beach 2018 Pavement Management Plan Update Final Report SCENARIO 3: INCREASE PCI TO 83 ($6.3 M) OCTA requires an alternative funding scenario to improve the average network PCI. This scenario shows that an annual budget of $900,000 is required to improve the network PCI from 82 to 83. By FY 2024/25, 80 percent of the street network will be in the "Very Good" to "Good" category, 16.1 percent in the "Fair" and "Poor" conditions, and 3.9 percent in the "Very Poor" category. As with Scenario 1, the "Very Poor" category street percentage will increase. The deferred maintenance will increase from $4.7 million to $5.7 million. Table 10 and Figure 7 show the results of this scenario. Table 30: Summary of Results for Scenario 3 100 90 80 70 60 .. 50 u o. 40 30 20 10 0 Before IS/ 19/ 20/ 21/ 22/ 23/ 24/ Total Fiscal Year Work 19 20 21 22 23 24 25 0 Budget ($M) N/A 0.9 0.9 0.9 0.9 0.9 0.9 0.9 6.3 Rehabilitation ($M) N/A 010 0.3 0.8 0.6 0.5 0.3 0.4 2.9 Preventive N/A 0.9 0.6 0.1 0.3 0.4 0.6 0.5 3.4 Maintenance ($M) 3 a Deferred 4.7 4.7 4.6 4.5 4.4 4.6 5.4 5.7 N/A Maintenance ($M) 1 PCI (Network) 82 83 83 82 81 82 83 83 N/A PCI(MPAH) 83 85 85 84 83 86 88 86 N/A PCI (Local) 81 80 81 79 79 79 77 78 N/A 100 90 80 70 60 .. 50 u o. 40 30 20 10 0 Figure 7: PCI vs. Deferred Maintenance for Scenario 3 ;4;NCE 14 10 82 83 83 82 81 82 83 83 9 8 c 0 7 i $5.4 $5.7 6 $4.7 $4.7 $4.6 $4.5 $4.4 44.6 5 8 4 C N cu 3 a 2 9 1 0 Before 18/19 19/20 20/21 21/22 22/23 23/24 24/25 Work Fiscal Year Figure 7: PCI vs. Deferred Maintenance for Scenario 3 ;4;NCE 14 City of Seal Beach Vj2018 Pavement Management Plan Update Final Report SUMMARY In Scenario 1, the City's current budget of $4 million shows a one -point decline in the network PCI to 81 by the end of FY 2024/25. Scenario 2 ($6.1 million), will maintain the network PCI at 82. To increase the network PCI by one point, a total budget of $6.3 million is needed. Scenario 3 shows a lower but only by $200,000 deferred maintenance at the end of the analysis period. Figure 8 illustrates the difference in deferred maintenance costs over time for each funding scenarios. E w E C e C e Y _C e E v P e a V 0 7.0 W Deferred Maintenance by Fiscal Year - All Budget Scenarios 6.4 5.0 4.7 4.0 3.0 2.0 1.0 0.0 Scenario 1: Current Funding Level($4 M) UNCE 5.9 11111111 1111 5.7 Scenario 2: Maintain Current PCI Scenario 3: Increase PCI to 83 at 82 ($6.1 M) ($6.3 M) Figure 8: Deferred Maintenance by Scenario by Year 15 City of Seal Beach 2018 Pavement Management Plan Update Final Report CONCLUSIONS The City has a street system that is in an overall "Good" condition with a network average (weighted by area) PCI of 82. Approximately 79.9 percent (by area) of the network is in the "Good" or "Very Good" condition category. There are 17.8 percent of the streets that fall in the "Fair" to "Poor" condition and 2.3 percent within the "Very Poor" category. The biennial update of the PMP is an eligibility requirement of the Measure M2 plan as administered by OCTA. Appendix 3 contains the Pavement Management Plan Submittal as required by OCTA. Based on the pavement condition, the City has met OCTA's requirements for receiving a 10 percent reduction in the local matching fund by maintaining the PCI above 75. The current budget of $4 million is expected to drop the overall network PCI from 82 to 81 by the end of FY 2024/25. However, the City will still be eligible for Measure M2 local matching funds at this level. The percentages of the "Very Poor" streets increase in all scenarios. The streets in this category will require major funding to rehabilitate. RECOMMENDATIONS Therefore, NCE recommends that the City consider the following: • Maintain the current funding level to keep the network PCI above 75 and ensure that the City continues to meet OCTA M2 requirements. • Use Senate Bill 1 (SB 1) funds to rehabilitates streets in "Very Poor" condition. • Seek Grant funding for streets in "Very Poor" condition. • Update the pavement management plan every two years as required by OCTA to ensure that Measure M2 funds are not jeopardized. • Review and update the M &R decision tree and the associated unit costs biennially to ensure that the budget analysis results remain accurate. In addition, all M &R construction activities should be updated in the City's database annually. ;;NCE 16 Appendix 1 Average (weighted by area) PCI for: i. MPAH Network by Street Name Local Network by Street Name ii. 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MPAH Network Rehabilitation ii. Local Network Rehabilitation iii. 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Pavement Management Plan Certification ...................................................................... ............................... 2 II. Executive Summary ........................................................................................................... ..............................3 Table1: Network Breakdown by PCI .............................................................................. ............................... 3 III. Background ( Optional) ...................................................................................................... ..............................5 IV. Current Pavement Conditions (PCI) ................................................................................. ............................... 6 V. Projected Pavement Conditions ( PCI) .............................................................................. ............................... 6 VI. Alternative Funding Levels ............................................................................................... ............................... 7 Maintain Existing Average Network PCI ............................................................................... ............................... 7 Improve Average Network PCI ............................................................................................. ............................... 7 VII. Current and Projected Backlog by Year of Pavement Maintenance Needs ..................... ............................... 8 VIII. Centerline Mileage ............................................................................................................ ..............................8 IX. Percentage of Network in Each of Five Condition Categories Based on Centerline Miles ............................. 9 X. Reduction in M2 Local Match ........................................................................................ ............................... 10 XI. Appendix A — Seven -Year Road Maintenance and Rehabilitation Plan Based on Current or Expected FundingLevel ........................................................................................................................... .............................11 XII. Appendix B — Complete Street Listing Current Conditions .............................................. .............................17 XIII. Appendix C — Quality Assurance /Quality Control Plan .................................................. ............................... 28 XIV. Appendix D — Pavement Management Data Files ......................................................... ............................... 41 Page I1 mPavement Management Plan Agency Submittal OCTA I. Pavement Management Plan Certification The City /County of Seal Beach certifies that it has a Pavement Management Plan in conformance with the criteria stated in the Orange County Transportation Authority Ordinance No. 3. This ordinance requires that a Pavement Management Plan be in place and maintained to qualify for allocation of revenues generated from renewed Measure M (M2). The plan was developed by NCE using PAVERr"'', a pavement management system, confirming to American Society of Testing and Materials (ASTM) Standard D6433, and contains, at a minimum, the following elements: • Inventory of MPAH and local routes reviewed and updated biennially. The last update of the inventory was completed on January, 2018 for Arterial (MPAH) streets and January, 2018 for local streets. • Assessment of pavement condition for all routes in the system, updated biennially. The last field review of pavement condition was completed on January, 2018. • Percentage of all sections of pavement needing: o Preventative Maintenance:79.9% o Rehabilitation: 17.8% o Reconstruction: 2.3% • Budget needs for Preventative Maintenance, Rehabilitation, and /or Reconstruction of deficient sections of pavement for: o Current biennial period $4.9 million o Following biennial period $0.5 million • Funds budgeted or available for Preventative Maintenance, Rehabilitation, and /or Reconstruction: o Current biennial period $1.2 million o Following biennial period $1.2 million • Backlog by year of unfunded pavement rehabilitation, restoration, and reconstruction needs. • The Pavement Management Plan is consistent with countywide pavement condition assessment standards as described in the OCTA Countywide Pavement Management Plan Guidelines adopted by the OCTA Board of Directors. 'An electronic copy of the Pavement Management Plan (with Micro Paver or Street5aver compatible files) has been, or will be, submitted with the certification statement. A copy of this certification is being provided to the Orange County Transportation Authority. Submitted by: STEVE MYRTER, P.E. Name (Print) Signed Director of Public Works Title Page 12 City of Seal Beach Jurisdiction Date m OCTA II. Executive Summary Pavement Management Plan Agency Submittal The City of Seal Beach performs biennial updates of its Pavement Management Plan (PMP) to assist policy makers in making decisions for street maintenance as well as complying with the County of Orange Transportation Authority (OCTA)'s Measure M2 Program. This report summarizes findings from the 2018 PMP Update. The City is responsible for the maintenance and repair of approximately 41.3 centerline miles of pavements, which includes 12.5 miles of Master Plan of Arterial Highways (MPAH), and 28.8 miles of local public streets comprising a total replacement cost of $105.2 million. There are approximately 6.3 miles of alley streets in the City's inventory. These streets were not inspected and are not part of the City's street network. The City monitors pavement conditions by collecting pavement distresses in compliance with ASTM D6433 -161 and as outlined by OCTA in the "Countywide Pavement Management Plan Guidelines"'. Table 1 below summarizes the network's streets by Pavement Condition Index (PCI)3 and functional classification. Table 1: Network Breakdown by PCI The current weighted average PCI of the City of Seal Beach is 82, which shows a decrease of two PCI points since the last update in 2016. Overall, 79.9 percent (by area) of the City's street network is in the "Very Good" and "Good" condition categories, approximately 17.8 percent of the streets are in the "Fair" to "Poor category, 2.3 percent of the streets are in the "Very Poor" condition. The following scenarios were performed for this report. Scenario 1: City's Current Budget ($4 Million) — The projected budget for roadway resurfacing is $4 million over the next seven years. $575,000 annually. This will result in a one -point decline in the weighted network PCI from 82 to 81. The deferred maintenance will increase from $4.7 million to $6.4 million at the end of fiscal year (FY) 2024/25. Scenario 1: Maintain Current Network PCI 82 ($6.1 Million) — In order to maintain the current network PCI of 82, the City will need to spend $6.1 million for the next seven years, approximately $870,000 per 'ASTM. "ASTM D6433 -16." Standard Practice for Roads and Parking Lots Pavement Condition Index surveys. 'OCTA. Countywide Pavement Management Pion Guidelines Manual. February 2018. 3 The weighted average PCI is a result of multiplying the area of each street section by the PCI of that section, totaling all sections together and then dividing by the total of the network areas or functional classification. P 2 g C 13 m OCTA Pavement Management Plan Agency Submittal year. The deferred maintenance will increase slightly from $4.7 million to $5.9 million at the end of FY 2024/25. Scenario 3: Improve Network PCI to 83 ($6.3 Million) — As part of the OCTA submittal, agencies are required to submit an alternative funding level that will improve the average weighted network PCI. To improve the PCI by one point, the City will need to spend $6.3 million over the next seven year, which equals to $900,000 per year. In addition, the deferred maintenance will increase from $4.7 million to $5.7 million by the end of the analysis period. The current estimated seven -year budget of $4 million is expected to decrease the network PCI from 82 to 81 by the end of FY 2024/25. However, the City will still be eligible for Measure M2 local matching funds. NCE recommends that the City consider the following: • With the Senate Bill 1 (SB 1) funds the City will start to receive, increase the current funding to the local network. • Maintain the current funding level to keep the network PCI above 75 and ensure that the City will continue to comply with OCTA M2 requirements. • Update the pavement management plan every two years as required by OCTA to ensure that Measure M2 funds are not jeopardized. • Review and update the maintenance and rehabilitation (M &R) decision tree and the associated unit costs biennially to ensure that the budget analysis results remain accurate. Page 14 M OCTA III. Background (Optional) Pavement Management Plan Agency Submittal The City owns and maintains approximately 41.3 centerline miles of pavements, which includes 12.5 miles of MPAH streets, and 28.8 miles of local streets, representing a total replacement cost of $105.2 million. The City uses the PAVER TM pavement management software, and the pavement distress data was collected in compliance with ASTM D6433 -16. This is compliance with OCTA's "Countywide Pavement Management Plan Guidelines'. A PMP is a tool designed to assist cities and counties to answer typical questions such as: • What does the City's pavement network consist of? How many miles of public streets are in a jurisdiction? What is the total pavement area of these public streets? • What is the existing condition of the public street pavement network? Is this an acceptable level for the City? If not, what is an acceptable level? How much additional funding is needed to achieve an acceptable level? How much is needed to maintain the public street pavement network at this level? • How will the condition of the pavement network respond over time under existing funding levels? • What maintenance strategies are needed to maintain or improve current pavement conditions? • What maintenance activities or treatments have occurred in the past on any given street? • What are the maintenance priorities under different budget constraints? N MPavement Management Plan Agency Submittal OCTA IV. Current Pavement Conditions (PCI) V. Projected Pavement Conditions (PCI) 1E Fiscal Year Today Current Funding $575,000 Entire Network PCI 82 MPAH 81 L 40 82 2018 -19 $575,000 83 84 83 2019 -20 $575,000 83 84 82 2020 -21 $575,000 83 84 81 2021 -22 $575,000 82 84 80 2022 -23 $575,000 82 84 80 2023 -24 $575,000 81 84 80 2024 -25 $575,000 81 82 81 1E FAPavement Management Plan Agency Submittal OCTA VI. Alternative Funding Levels Maintain Existing Average Network PCI Fiscal Year Today Maintain Funding $870,000 Entire Network PCI 82 MPAH 81 Local 82 2018 -19 $870,000 83 85 80 2019 -20 $870,000 83 85 81 2020 -21 $870,000 82 84 80 2021 -22 $870,000 82 82 81 2022 -23 $870,000 82 86 79 2023 -24 $870,000 82 87 77 2024 -25 $870,000 82 85 79 Improve Average Network PCI Fiscal Year Today Current Funding $900,000 Entire Network PCI 82 MPAH Local 81 82 2018 -19 $900,000 83 85 80 2019 -20 $900,000 83 85 81 2020 -21 $900,000 82 84 79 2021 -22 $900,000 81 83 79 2022 -23 $900,000 82 86 79 2023 -24 $900,000 83 88 77 2024 -25 $900,000 83 86 78 Wage 17 MPavement Management Plan Agency Submittal OCTA VII. Current and Projected Backlog by Year of Pavement Maintenance Needs VIII ��L Current Funding Backlog $4.7 million Maintain PCI Backlog $4.7 million Increase PCI Backlo . $4.7 million Today 2018 -19 $4.3 million $4.8 million 2019 -20 $4.5 million $4.7 million $4.6 million 2020 -21 $4.9 million $4.6 million $4.5 million 2021 -22 $5.3 million $4.5 million $4.4 million 2022 -23 $5.5 million $4.7 million $4.6 million 2023 -24 $6.1 million $5.5 million $5.4 million 2024 -25 $6.4 million $5.9 million $5.7 million Centerline Mileage 18 MPavement Management Plan Agency Submittal OCTA IX. Percentage of Network in Each of Five Condition Categories Based on Centerline Miles Condition Category PCI Range Network Percent Area of Total Area of Pavement (sfi Percent Centerline Mileage of Centerline Mileage of Network Pavement Network mm=mm� �, i 19 m OCTA X. Reduction in M2 Local Match Pavement Management Plan Agency Submittal A local agency match reduction of 10% of the eligible cost for projects submitted for consideration of funding through the M2 Comprehensive Transportation Funding Programs (CTFP) call for projects is available if the local agency either: 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 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, otherwise defined as in "good condition ". The City of Seal Beach meets requirement (b) as noted in the preceding paragraphs by maintaining the network PCI above 75. The City will therefore remain eligible for the 10 percent reduction in local matching fund requirements. P ,, tb 110 M OCTA Pavement Management Plan Agency Submittal XI. Appendix A Seven -Year Road Maintenance and Rehabilitation Plan Based on Current or Expected Funding Level Page 1 11 Y C N m v O Ul } T U yN L O m 9 C 3 LL C v N 1 v c O v a m C m m a C X r = � = a a a � a � 6 y s v c m u c A C d C i v 0 C A a C d d N a C O m m m m m m m m 0 0 0.. 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Appendix C Quality Assurance /Quality Control Plan Page 1 28 QC Plan Pavement Management Program 2018 The contents of this report is the confidential property of NCE and should not be copied, modified, retransmitted, or used for any purpose except with NCE's written authorization. Page 130 City of Seal Beach Pavement Management Program 1018 Quality Control Plan TABLE OF CONTENTS 1. Introduction ......................................... ............................... 1 1.1. Objectives ......................................................... ..............................1 1.2. Structure .......................................................... ..............................1 2. Quality Control Plan .............................. ..............................2 2.1. Condition Inspection Procedures .......................... ..............................2 2.2. Accuracy Required For Data Collection .................. ..............................3 2.3. Inspectors' Qualifications and Experience .............. ..............................4 3. Safety Procedures ................................ ............................... 5 Appendix C1 - Resumes of Field Inspectors Engineering & Environmental Services Page 1 31 d 1. Introduction City of Seal Beach Pavement Management Program 2018 Quality Control Plan When performing data collection in any field, the need for quality control is paramount. This need for quality data is essential for accurate planning, analysis and design. NCE's "Quality Assurance Management Plan" (QAMP) affirms that: "NCE is dedicated to achieving technical and management excellence and to delivering professional engineering and environmental services that meet or exceed our clients' needs. NCE's Quality Assurance /Quality Control (QA /QC) Program is designed to achieve these goals. This QA Management Plan (QAMP) describes NCE's QA Program, which is based on four principles: client satisfaction, employee participation, problem prevention, and continuous quality improvements." NCE's QAMP establishes minimum quality standards for performance and procedures for assuring that our clients receive quality service. It requires the participation of employees at every level. It encourages Project Managers and technical staff to take pride in their work and responsibility for ensuring that the work is done correctly the first time. The program is designed to reduce the incidence of problems related to quality and results in implementation, where necessary, of corrective actions and modification of work procedures to minimize the incidence of future problems. NCE has also prepared detailed and specific Quality Control Plans for projects, and the most notable example is for the Long Term Pavement Performance (LTPP) — Western Regional Support Contract for the Federal Highway Administration. This is a 150 page document that covers data collection on highways, including deflection, profile, pavement distresses, traffic, maintenance and rehabilitation history, materials testing and sampling as well as a document control. 1.1. Objectives This document constitutes a formal Quality Control Plan (QCP) for the City of Seal Beach. The focus is on data collection issues as part of the pavement management update. Specifically, it is intended for the 2018 Pavement Management Update. The focus is on the collection of network -level pavement distress data (defined by NCHRP Synthesis 401 Quality Management of Pavement Data Collection, as "Network -level data collection involves collection of large quantities of pavement condition data, which is often converted to individual condition indices or aggregated into composite condition indices. ") 1.2. Structure The following components are addressed in this QCP: • Condition inspection procedures used • Accuracy required for data collection • Inspector qualifications and experience • Safety Engineering & Environmental Services Page 1 32 e : �' City of Seal Beach ° Pavement Management Program 2018 Quality Control Plan �.a 2. Quality Control Plan 2.1. Condition Inspection Procedures The governing document in performing condition inspections for the City of Seal Beach is ASTM D6433 -11 "Standard Practice for Roads and Parking Lots Pavement Condition Index (PCI) Surveys." Both asphalt concrete (AC) and Portland cement concrete (PCC) pavements are included in this protocol. The following distresses are collected for each pavement type. Asohalt Concrete (AC) Pavements 1. Alligator (fatigue) cracking 2. Bleeding 3. Block cracking 4. Bumps and sags 5. Corrugation 6. Depression 7. Edge cracking 8. Joint reflection cracking 9.Lane /Shoulder.drop off 10. Longitudinal and transverse cracking 11. Patching and utility cut patching 12. Polished aggregate 13. Potholes 14. Railroad crossing 15. Rutting 16. Shoving 17. Slippage cracking 18. Swell 19. Weathering 20. Raveling Portland Cement Concrete (Jointed) 1. Blowup /Buckling 2. Corner breaks 3. Divided slab 4. Durability ( "D ") cracking 5. Faulting 6. Joint seal damage 7. Lane /shoulder drop off 8. Linear cracking 9. Patching (large) and utility cuts 10. Patching (small) 11. Polished aggregate 12.Popouts 13. Pumping 14.Punchout 15. Railroad crossing 16. Scaling, map cracking and crazing 17: Shrinkage cracks 18. Spelling (corner) 19. Spalling (joint) Any exceptions to the above procedures will be discussed with the City before any inspections are performed. These are usually related to distresses or situations that are not covered in the manuals. Examples include slippage cracks, roller check marks or edge cracking on streets with no curbs and gutters. Others include the use of seals or open - graded asphalt concrete mixes. Any modifications will be documented and submitted to the City for approval. All distress or condition inspections are performed as walking inspections, and a minimum 10% sampling rate is utilized. Field crews are typically composed of a one - person crew teaming up when required for higher volume facilities such as arterials. The sample units for this project will be based upon the length and width of the street sections. This data will be collected to match the existing management sections of PAVER. Engineering & Environmental Services Page 1 33 �� 2.2. Accuracy Required For Data Collection City of Seal Beach Pavement Management Program 2018 Quality Control Plan The accuracy required for data collection has two components, both of which are further described in the following paragraphs. • Re- inspections • PCI comparisons with past inspections 2.2.1 Re- Inspection "Check" At least five percent of all inspections are randomly re- inspected by other team members. A different inspector will review these sites and determine the revised pavement distress measurements. If the initial inspection is determined to be inaccurate, the original inspector is given refresher training before being allowed to continue with any further inspections. Should the data be inaccurate for a certain day, all the data for that day will be re- inspected following refresher training to ensure accuracy. Acceptability Criteria At the time of re- inspection, the actual distresses will be re- inspected and verified, and any corrections made, if necessary. Distress types and severities must be the same and re- measured quantities within t10% of the original measured quantity. If corrections are required on more than 10% of the re- inspected sample units, then an additional 5% will be re- inspected. This will continue until all more than 95% of the re- inspected sections meet the acceptability criteria. 2.2.2 PCI Comparison with Past Inspections As another level of quality control, the new PCIs are compared with the previous PCIs. If they differ by more than ±10 PCI points, these sections are automatically flagged for further investigation. If PCI Increases 10 points: The section is investigated to see if a maintenance and rehabilitation event has occurred since the last inspection, but which has not been recorded. This can only be resolved with feedback from the City. Typically, it may include activities such as: • Crack sealing activities - changes medium or high severity cracking to low severity • Patching activities - alligator cracking that has been removed and patched, so that the resultant PCI is increased. • Surface seals • Overlay Engineering & Environmental Services Page 1 34 u City of Seal Beach Pavement Management Program 2018 Quality Control Plan Therefore, an up -to -date maintenance and rehabilitation history file in the PAVER database is desirable, both for historical accuracy as well as to provide additional quality control. If PCI Decreases 10 points: The section is checked to see if the average deterioration rate (usually 3 to 4 points per year) is exceeded. If the drop in PCI is within the range of what is acceptable, no further action is required. If the drop is more than the acceptable range, a re- inspection will be performed. The default performance curves in the pavement management software form the basis for what is acceptable. 2.3. Inspectors' Qualifications and Experience All NCE's inspectors are required to attend formal training on condition distress inspections. For example, any of NCE's inspectors working on the LTPP project are required to attend a week -long training workshop every year to maintain their certifications. The Regional Transportation Commission (RTC) of Washoe County requires inspectors to be calibrated prior to performing any work using the ASTM D6433 protocols (also known as the pavement management inspections). For pavement management (or ASTM D6433) inspections, NCE's technicians underwent the OCTA technician certification exercise held in May 2017. Similarly, in agencies that use the Paver system, NCE's inspectors attend the distress training conducted by the Metropolitan Transportation Commission (MTC). After the formal training, they work with an experienced inspector before they are allowed to work on their own. Within the first month of working on their own, up to 20% of their work is checked weekly. Any necessary corrections are made immediately. Finally, NCE conducts a one -day training and calibration workshop for all NCE staff involved with data collection. This is conducted once a year. Resumes of technicians utilized on this project are included in Appendix C1. Engineering & Environmental Services Page 135 City of Seal Beach Pavement Management Program 2018 a. Quality Control Plan 3. Safety Procedures NCE administers a health and safety program in compliance with the Nevada Occupational Safety and Health Act (Section 618.383) and Cal OSHA Title VIII, Section 3203. The program is documented in NCE's Workplace Safety Program Manual. Generally, the safety procedures include: • Inspectors to wear a Class 2 safety vest at all times; • Flashing beacon on all vehicles utilized for inspections; and • Stopped vehicles to be parked at locations away from moving traffic (e.g. nearby parking, shoulders etc.). On streets where there is a high volume of traffic or high speeds, additional measures may be necessary, such as: • Inspections to occur during off -peak periods or on weekends; • Additional inspector to watch out for traffic; and • Traffic flaggers in extreme cases. In extreme cases where it is not possible to walk on the pavement surface, inspections will be performed from sidewalks or raised medians. However, this is extremely rare for city or county roads /streets; this is most often encountered on state highways, and lane closures are the most likely option at this point. All NCE inspectors are required to annually update their online safety programs as administered by "Click Safety ". Class Taken are: • C2 Cal PPE • C2 Workzone Traffic Control • C2 Workzone Traffic Safety Tips • G2 Cal /OSHA Heat Illness Engineering & Environmental Services Page 136 x Appendix C1 Resumes of Field Inspectors Page 1 37 Engineering & Environmental Services v!NCE Franc Escobedo Engineering Field Technician Mr. Franc Escobedo has over 15 years of experience as a pavement management technician for NCE. He has performed numerous pavement condition Inspections throughout California, Idaho, and Washington. He experience includes distress collection across various Pavement Management Systems including the Metropolitan Transportation Commission StreetSaver, MIaoPAVER, Cartegraph, and Hansen systems. Additionally, Mr. Escobedo has completed both the OCTA MlcroPAVER and MTC "Distress Identification" courses for both Asphalt Concrete and Portland Cement Pavements and now assists with the training of agency staff on both courses. Mr. Escobedo performs ail activities relating to pavement data collection using hardcopy fors or tablets. As part of the quality control process, he performs cross- checks of data in the PMS database. He also regularly performs quality control checks of field collected data and pavement maintenance history to ensure that PMS databases are accurate and up -to- date. During this process, he also generates detailed reports, which are necessary to perform his cross - checks of the collected data. His field experience and expertise is an added benefit to agencies during field training. Listed below are a collection of agencies for which Mr. Escobedo has performed condition inspections - they total over 6,000 centerline miles of roads and streets. Representative Projects Pavement Management Inspections I Engineering Field Technician ! Ada County, Idaho V Hayward 41 San Diego County ,V Agoura Hills 0 Hillsborough 44 San Dimas V Anaheim 0 Humboldt County V. San Ramon r! Antioch *1 Inyo County 0 Santa Cruz County w Bakersfield V La Habra 0 Santa Maria V Bell :! Lake County 0 Seal Beach &! Buena Park *1 Lake Forest 41 Siskiyou County i! Camarillo 1 Lemon Grove G South Lake Tahoe v Chula Vista 'j! Marin County 0 Stanislaus County 1 Commerce v! Martinez Ly Stanton 'v'! Corona W Mendocino County w Thousand Oaks 0 Cudahy S'. Milpitas w Torrance v! Dana Point 't! Mission Viejo 0 Tulare W Davis 41 Mono County W. Tuolumne County 42 East Bay Regional v! Mountain View ti Tustin Park District :! Newark W Umpqua National rr°. El Centro 'P Orange County Forest ! El Cerrito V Palm Springs V Vallejo i9 Elk Grove :! Redwood City *8 Vernon i! Encinitas V. Rogue River National 'i! Vista 5! Fairfield Forest `i! Walnut Creek v Fremont 49 San Clemente 0 West Covina *6 Fullerton Sa West Sacramento Projects included various fors of inspections for pavement distress data collection, such as walking, windshield, and /or semi - automated. Engineering & Environmental Services Page 1 38 Education Computer Operations Program Computer Learning Center, Los Angeles, CA, 1983-84 Network Engineering & Administrative Program Computer Learning Center, Anaheim, CA, 1997 Certified Network Administration Computer Learning Center, Anaheim, CA 1997 Registrations and Certifications OCTA MicroPAVER Certification 2016 MTC StreetSaver Rater Certification Program (expires September 2017) Total years of Experience 15 y!NCE David ]. Na, E.I.T Staff Engineer For the past several years, Mr. Na has been involved in a variety of projects providing a range of services from civil design and surveying to Inspections and plan checks. While completing his undergraduate degree, he gained familiarity with multiple software programs such as HEC -HMS, SWMM, ArcGIS, and AutoCAD to name a few. Prior to joining NCE, Mr. Na was an engineering Intern with the City of Costa Mesa. Representative Projects Mr. Na has performed numerous pavement condition inspections throughout California and performs all functions relating to pavement data collection using hardcopy forms or tablets. Mr. Na has also completed the OCTA Micro PAVER "Distress Identification" for both Asphalt Concrete and Portland Cement Pavements. Listed below are a collection of agencies for which Mr. Na has performed condition inspections. Santa Monica Marin County Lake Forest Carson Anaheim Mission Viejo Stanton Burbank Orange County Laguna Niguel Garden Grove Pavement Management Citywide Sidewalk Assessment I Engineering Technician City of Carson, California NCE conducted a citywide inspection in City of Carson for tripping hazards In the public right -of -way as well as ADA- compliance of curb ramps at street Intersections. Field staff performed walking surveys and took photographs along the entire public sidewalk network. Mr. Na supported the concrete collection effort. Pavement Management System Updates I Engineering Technician City of Santa Monica, California NCE is providing the pavement management system update and GIS integration for the City of Santa Monica. The City's pavement network consists of 155 miles of paved roads of which 148 miles are asphalt concrete and seven miles are portland cement concrete. The City has utilized PAVER since 2003. Engineering & Environmental Services Page 139 Education B.S., Civil Engineering, 2015 University of California, Irvine B.S., Mathematics, 2016 Chapman University Registrations and Certifications Engineering Intern - CA ( #157537) OCTA MlcroPAVER Certification 2017 Affiliations American Society of Civil Engineers Engineers Without Borders Joined NCE 2016 Total Years of Experience 3 years www.ncenet.com d!NCE Jacob Rajnowski Field Technician Mr. Rajnowski joined NCE in 2016 as a as a pavement management technician and Is experienced in collecting distress data for Pavement Management Systems. Apart from conducting field inspections, Mr. Rajnowski performs all functions related to data collection and is an active participant In the QC process, including cross- checks of data In the PMS database, quality control checks of field collected data and pavement maintenance history to ensure that PMS databases are accurate and up to date. During this process, detailed reports are generated to perform cross - checks of the data collected. Additionally, Mr. Rajnowski has completed the OCTA MlcroPAVER'Distress Identification' course for Asphalt Concrete and Portland Cement Pavements. Representative Projects Pavement Management Pavement Management System Updates I Field Technician Various Cities and Counties, CA Projects included various forms of surveys for pavement distress data collection, this may have Included walking, windshield, and /or semi - automated. v`. Ada County, ID ! Humboldt County 5! Martinez, CA 44 Pleasant Hill, CA *! San Francisco, CA ! Stockton, CA 00 Trinity County, CA �! Yolo County, CA Engineering & Environmental Services Page 140 Education Sterling High School, Sterling, IL, 2003 Joined NCE 2016 Registrations and Certifications OCTA MicroPAVER Certification 2017 MTC Certification 2016 Total Years of Experience 2 years www.ncenet.com M OCTA Pavement Management Plan Agency Submittal XIV. Appendix D Pavement Management Data Files Attached in a Spreadsheet Format in a CD Page 141