Pittsfield Pavement Management Report

8/10/2019 Pittsfield Pavement Management Report

1/31

CITY OF PITTSFIELD

Pavement

Management

Syslem

Report

.

iuly

20

4

i.

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r

TABLE

OF

CONTENTS

TABLE

OF

FIGURES

FIGURE

1:TYPICAL PAVEMENT

DETERIORATION

CURVE..

..............6

FIGURE

2: NETWORK PAVEMENT

CONDITION

AREAS......,..

..........11

FIGURE

3:

NETWORK PAVEMENTCONDITION

D|STRtBUT|ON.................

......,..11

FIGURE

4: NETWORK PAVEMENT

USE

AREAS

...........12

FIGURE

5: NETWORK PAVEMENT

USE

DISTR|BUT|ON.........

.,....,.L2

FIGURE

6:NETWORK

OCI DISTRIBUTION

WITHIN

PAVEMENT

USE

CATEGORtES.............,.......................13

FIGURE

7: REPAIR

EFFECTS OF

PAVEMENT

DETERIORATION

WITH

TIME........,.. ..................1.9

FIGURE

8:

URBAN

ASPHALT

DETERIORATION

CURVE..

,................22

FIGURE

9:

RURAL ASPHALT

DETERIORATION

CURVE

...,.....,..,,.,..,.22

FIGURE

L0:

CONCRETE

DETERIORATION

CURVE

......22

FIGURE

11: PAVEMENT

OCI VERSUS

NETWORK

BACKLOG

COMPARISON

................

,...........25

FIGURE

12:

PITTSFIELD

BUDGET

EXPENDITURES

VERSUS NETWORK OCI

......,......

,..,.......,....26

FIGURE

13:

CITY OF PITTSFIELD

S-YEAR WO.RK

PLAN

DISTR|BUTION.......

.......,.27

Kimley>l'lorn


2/31


3/31

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tiinagement

Syslem

Report

.

July

3fl,T4

INTMffiMWffiY&ffiN

20L4, Kimley-Horn and Associates,

lnc.

(KHA)

received authorization

from

the

City

of Pittsfield

(City)

to

with the development

of a

pavement

management

program

for

the City's roadway network. The

project

of

a

roadway

pavement

inventory,

an assessment

of existing

pavement

conditions,

andthe

preparation

of

a

:gF{VQment

management

program

for

the 858 roadways

within

the

City.

The

pavement

management

program

is

part

of

effort, which

consists of the

preparation

of

pavement

condition assessments and

prioritized pavement

activities.

The

results

of

this study will be used

by the

City for future fiscal

year

maintenance

planning

;rd.furis.

The

pavement

management

program

applies value engineering

decisions

in

the development of budget

l:rlllwtre.

llls

ysvslllsrlL

lllolloS,ElllcllL

Pl9E,lqrll

qPPllC)

VqlUg

gl16lllgEllllE,

UCLI)lVll)

lll tllE UEVtlgPlllEll Vl UUUEgI

nlanning

and

serves as a tool for developing

short

and

long-term capital funding

projections

to

keep the overall

iprogram's

pavement

network

in

an acceptable operational

condition.

The

following

report is intended to

provide

an

'oveMewof

the

pavement

evaluations

and network-wide work

plan projections

developed

as

part

of

the

project.

R.

p&wHm/Tffi

ruw MAN&ffi

ffi $Wru ffi

ruW

Awwffiffi&ffi

M

of

the

primary

goals

of this

pavement

management

program

is to

develop

conceptual,

network-wide

work

plans

.,to:help

predict

future

repair and funding needs.

CarteGraph PavementVlEW

and

PavementVlEW

Plus

software,

i&feredto

here

on

out

as

Cart6Graph,

was

utilized

to assist in

generating

the work

plans.

This

program

can be

easily

5'.gstomized

to

fit the requirements and

philosophies

of the

City, as they

may

change

in

future

years.

This

pavement

i:.gJdiligement

approach and acceptable

operation conditions

were developed with

The

City of Pittsfield

Engineering

,

staff

fi-[

$tnategy

The

basic

philosophy

of

pavement

management

is

to

apply

preventive

maintenance

treatments

at appropriate

times

to retard

the rate of

pavement

deterioration.

Both

preventative

maintenance

and

rehabilitation techniques

should

be

applied

at

times when they are

cost-effective instead

of

letting the

pavement

deteriorate

to

failure, which

requires

more expensive

reconstruction.

Accordingly,

the

pavement

management

strategy used

for

the

City's

program

follows

this same

philosophy.

The

city has

been

following to

some

degree

in

previous

years

this cost

effective

approach

with

thegiven

budget

and contract constraints.

This modified

strategy utilizes

an expanded

and

more aggressive

program

of

repairs that combines

preventative

maintenance,

rehabilitation, and

reconstruction,

where

necessary,

is targeted.

Numerous

studies have shown that

a

strategy of only

reconstruction of

failed

pavements,

or reconstruction

of

pavements

that do

not require it, will cost

significantly

more

than

this

combined

approach

throughout

a defined

analysis

period.

The

reason

forthis is

that

properly

applied

preventive

maintenance

and

rehabilitation

treatments

effectively

extend

the

life of

the

pavement.

When this approach

is

applied on

a network-wide

level,

it

frees up

a

considerable

portion

of the budget

to spend

on these

cost-effective

strategies that

may

have

previously

been

dedicated

to reconstruction

of

a

much smaller

percentage

of

the

pavement

network.

*"ff

Pnmgrffiflm

[$nput$

The

pavement

condition

prediction

model,

Cart6Graph,

requires

a

significant

amount

of input

information'

Some

of

the

input factors

were easily

defined, whereas

others

required

some assumptions

and

interpretation

of

related

technical

data.

Changes to

any of the technical

inputs or parameters

will

affect

the

results

of the

analysis. The inputs

were

selected

based on

field

results, input

from

City

staff,

and engineering

judgement.

The

program

has

the

potential

to be modified

in

the

future

to

account

for

changing

goals,

varying budgets,

or

altering

management

philosopies

as

requested

by the

City. The following

sections

descibe

the

key inputs

to Cart6Graph.

Kimley>l-{orn


4/31

CITY

OF

PII'TSFITLD

iaoe*entf,fiunag"*"nt

SysIem

Report

'

Suly

]o14

*''2*g

osd

mmd

PA$E'tr

&ofrutgp

$ysrena

one

of

the

inputs

to

cart6Graph

is

the

existing

conditon

of the

pavement'

The

pavement

condition

is

used

to

determine

whether

or

not

pavement

segments

are

in

need

of maintenance,

repair,

or

reconstruction'

The

condition

of

the

pavement

is

defined

in

terms

of

an

overall

condition

lndex

(ocl),

which

is

based

on

the

Pavement

surface

Evaluation and

Rating sYstem

(PAsER).

PASER

was

developed

by

the

University of wisconsin-Madison',

Department

of

Engineering

professional

Deveiopment,

in

conjunction

wtth

the

Federal

Highway

Administration

(FHWA)'

The

PASER

system

utilizes

a

simple

0-10

scale

to

rate

pavements

based

on

observed

dirtr*tt"t

without

requiring

quantification

of

each

distress,

Asphalt

and

concrete

Paser

Manuals

are

contained

in

Appendix

B'

A modified.PASER

rating

system

was

used,

which

uses

a

0-L00

scale,

with

100

representing

new

pavement,

The

modified

scale

allows

for

more

detailed

ratings

while

using

the

same

observed

distress

criterL.

By

utilizing

the

PASER

method'

pavement

segments

can

be

rated

in

direct

correlation

to

the

type of

repairs

that

should

be

performed'

ln addition

to

making

the

evaluation

process

fairly

simple,

the

PASER

method

also

makes

the

conceptual

analysis

more

streamlined'

The

ocl

rating

scale

corresponds

with

the

modified

PASER

ratings

for

asphalt

and

concrete

and

are

displayed

in

Table

1 and

Table

2'

below,

resPectivelY,

t

(

{

{

i

TABLE

1: M0DIFIED

ASPHAIT

PAsE-qle"ltlGJ

1oo-

Excellent

None'

90

*

Excellent

80:

Verv[,"d*

6lr"cit,,dfi"[ta*s

eicipt

reRection

of

paving

ioints'

.

occasiinal

transverse

crack,

widely

spaced

(lKt' or

greater).

%

ihows

some

traffic

wear'

Very

slight

or

no

raveling,

s

ioneitu-dintt

crack

(open

114")

due

to

re-flectlon

or

p"Yiiil:i1"1

;H#;;ili;il;

i/0")

spaced

10'

or more

apart'

little

or

slisht

crack

ravelins'

No

patching

or

very

few

patches in

eliellg$

condition'

,.-

,---,

-

_.---*

ffit*"iilc

(l*t

of fines)

and

trafficwear'

.

ioisituOin.r

"r;cks

(open Lll'-

r,lt'\,

some

sPaced

lest

thil,l3:

rirJrien

ot

ufock

craiking.

slight

to

moderate

flushing

or

polishing"

gate)'

Longitudinal

and

transverse

cracks

(open

r/

i,i

rt

o*

tirgt

signs

of

slight

raveling

and

secondary

*acks'

First

signs

of

longitudinal

crr.t

r n".,

pt'"'"nt

"dge'

Block

cracking

up

to

S0%

of

surface'

Extensive

to

severe

flushing

or

polishing'

Some

patching or

edge

wedging

in

good

40

-

Fair

Severe

surface

raveling.

rrruf,ipf"

bngitudinal

ind transverse

cracking

with

slight

ravelint'

;""d;;ir"l

.tacking

in

wheel

path'

Block

cracklng

(over

50Yo

of

surface)'

putlt

in* in

fair

condition.

slighi

ruttllgll

qFt9rtioqs

1/2"

dee

ing

raveling

and

crack

Closely

sPaced

longitudinal

erosion.Severe

block

cracXing,

Some

alligator

cracking{less

than,2:n'1"'Yry:}

patches

in

fair

to

poor

condition,

Moderite

rutting

or

distortion

(1"

or

2"

deep)'

ffi

ng

(rvlore

than

25%

of

surface).

Severe

distortions

(More

than

2"

deep '

Extensive

patching

in

poor

condition'

ffi;dirtrest

*lth

ixtensive

loss

of

surface

integrity'

Kimlev> Horn


5/31

CITY OF PITTSFIELD

tntdment

i[anagement

System

Report

.

July

]St4

J,#"f

Pever??er?f

Oefenfcr'mfrnm

#unves

Another

input into Cart6Graph

is the

pavement deterioration

curve that

is

associated

with each

section

of

pavement.

Atypical

pavement

deterioration

curve,

shown

in Figure

L

below,

demonstrates

how

the deterioration

rate

can

vary

depending

on

the

Pavement

Condition

lndex

(PCl)throughout

the

life-cycle

of a

pavement

segment.

ln the

case

of the

City's

study,

since the

OCI

is

rated

based on the

surface distresses

and defects

noted duringthe

roadway

investigations, the

PCI

is

directly

related to

the OCI condjtion.

Deterioration

rates are

also

dependent

upon

several

otherfactors

including, but not limited

to:

original

section

design,

quality

of

original

construction,

subgrade

condition,

traffic loadings, climate,

and

the

quality

and extent

of the maintenance

program

in

place.

Pavement

deterioration

can

fluctuate

significantly depending

on these

factors.

As

pavement

condition

reaches

the

critical

range, loadings,

moisture

intrusion,

and

other environmental

conditions

can

cause the

pavement

to

deteriorate

from

good

condition

{OCl

60-80)

to

poor

condition

(OCl

1.0-30)

in

a

relatively

short time

frame.

TABLE

2:

MODIFIED

CONCRETE

PASER

RATINGS

100

-

Excellent

None.

90

-

ExCellenl

Traffic

wear

in

wheelpath.

8O

*

Very

Good

Pop'outs,

map

cracking,

or mlnor

zurJace defects.

Slight surface scaling.

Partial

losS

ofjolnt sealant.

lsolated meander

cracks,

tight

or well-sealed.

70

-

Good

More extcnsive surface

scaling. Some open

joints.

lsolated

transverse

or

longitudinal

crack,

tight

or well-sealed,

Some manhole displacement

and cracking. First

utility

patch,

in

good

condition.

First

noticeable settlement or heave area.

60

-

GOOd

Moderate

scaling in several locations. A few

isolated

surface spalls.

Shallow reinforcement causing cracks. Several corner cracks,

tight or

well-sealed.

Open

(1/4"

wide)

longltudinal or

transversejoints and

more

fiequent transverse cracks

(some

open

1/4").

50

-

Fair

Moderate

to

severe

polishing

or scaling over

259/o ofthe

surface.

High

reinforcing

steel

causing

surface spalllng.

Som

joints

and cracks have begun

spalling.

First

signs of

joint

or crack taulting

(1/4").

Multiple corner cracks

with

broken

pieces.

Moderate settlement or frost heave

areas. Patchins

showine distress.

Severe

polishin&

scaling, map

oacking, or

spalling over 5ffi6 of

the

area. Joints and

crack

show moderate

to

severe spalling.

fumping

and faulting of

joints

(x/2")

with

fair ride.

Several

slabs have

multiple

transverse

or

meander

cracks

with

moderate

spalling.

Spalled

area broken into

several

pieces,

Corner

crack with missing

pieces

or

patches,

Pavement

30

-

poor

Most

joints

and

cracks

are open,

with multiple

parallel

cracks, severe

spalling, or

faulting.

D-cracking is

evident. Severe

faultint

(1") giving poor

ride,

Extensive

patching

in fair to

poor

condition,

Many transverse

and meander

cracks, open

and severely

spalled'

Extensive slab cracking,

severely spalled

and

patched.

Joints

failed.

Patching in

very

poor

condition.

Severe and ol-lorn


6/31

CITY OF

PITTSFIELD

Pavement Management

System

Report

'

juiy

20i4

FIGURE 1;

WPICAL PAVEMENT

DETEilORATION

CURVE

Concrete

TYPICAL

PAVEMENT

DETERIORATION

CURVE

75oi6

OF PAVEMENT LIFE

. FOR EACH t1-00

i

sPEflrorv FEn ovAnoru

i

t,v rHls R rvGE ...

w

481214

AGE OF PAVEMENI

IN

YEARB

^

EXCELLENT

o

g

x

ul

9

r.*v

coop

Z

o

f

i5

GooD

z

o

rAlR

O

F

z

E

PooR

trj

> VERY POOR

TL

FAILEO

Pavement deterioration

follows a

curve

with

a

critical

PCI

range that

is

generally

considered

to

be

between

a modified

PASER

OCI

rating

of

75

and

57 on

the

curue.

The

"Critical Point" of 57 on

the

curve

is considered

the threshold

where

preventative maintenance

measures

become

less

cost-effective.

Some

form

of

rehabilitation

is

required

forthe

pavement

to

restore serviceability

when

pavement

falls below

the Critical

Point

and

typically

requires

more

costly

repair. Upon

further

deterioration,

the end

of

the

useful

life

is

reached

when

the

pavement

is

considered

to

be

a

safety

hazard.

At this

point,

more costly

and extensive

reconstruction

repairs are

required

to

restore

the service

condition.

For the

City of Pittsfield. a

modified

PASER

OCI rating of

10 is typically

viewed

as

the

end

of the

pavement's

useful life,

however, some

roadways

were

evaluated

in

Pittsfield

to

be at this

point

and

are still serviceable

since

these were

areas that

were utilized

by only

a

few

homeowners.

Evaluation

of the

pavement

on

a

consistent

basis

wlll

maximize

capital

expenditures by

providing

the most

cost-effective

repairs

relative

to

the

type

and extent

of

distresses.

When

the

network-wide

average

OCI is

significantly higher

than the

approximate

Critical Point

of

57

on

the

deterioration

curve,

the best management

strategy

will

focus

primarily

on

preventative

maintenance

while

providing

required

rehabilitation

and

reconstruction

repairs

where needed.

Alternatively,

a

networkwith

an average

OCI

much

lower

than the approximate Critical

Point

will

require

a

management strategy focusing on

heavy

rehabilitation

and

reconstruction

while

providing preventative

ma

i

ntena

nce

where needed'

,?""tr,S

ffmtreruremf

Surf,mee

?"$rpe

Pavement

surface

types are also

input into Cart6Graph.

The

pavement

surface

type

defines

the

types of

pavement

that

make up

a roadway,

Each

type

of

pavement

performs

differently

undervariable

loading conditions'

Forthis

project,

the

pavement

surface

types

were mostly

classified

as

either

conventional

asphalt

pavement

(Asp) or

concrete

pavement

(Concrete),

When shoulders

are

paved

as

part

of the

roadway

they have

been

included

in the segment

width'

When

possible

and

inmorerural

areas,

thec'rtyshouldfocusrepairsonroadway.

lftheCitychoosestoforgorepairoftheshoulderwhile

just

focusing

on the roadway,

the shoulder

width

is

not

included

as

part

of

the

segment

width

and

is

noted

in

the field

survey ofthe

roadway

network.

lf any

unpaved shoulders

are

paved

in

the

future,

the new

pavement

should

be

added

to the

Cart6Graph database

as

an

additional

width

to the segment of the City's

network

if

this

is

an

important

section to maintain

as

previously

described.

Atthis time, the

costto

pave

and/or maintain

gravel

and

paved

shoulders,

other

than those

that would

be logically repaired

with the

roadway,

have

not been

included

in

the

Kimley>[-lorn

ttt

-J

/E

rs

s

$

s

q

&

s


7/31

C|TY

0F:'P:lITSflELD

Pavgmgnt ititanagement

$f$tem,

:Raport

"

budgeting

scenarios. lt

will

be

im

portant

for the

City

to recognize

any shoulder

wort

as

a

s

*r$te

line

itern

when

determining

estimated

costs for

a

specific

site repair

project,

t"t.4

Fexyentemf fJse

The

pavement

use

of

each

segement

is

another input

to

Cart6Graph. Pavement

use

is

generally

related

to

the location

and

expected

traffic loads

of a

particular

segment. How

the

pavement

is

used

will

determine

which

future

repalr

scenarios

are

recommended.

For

this

project,

five

pavement

use categories

were

provided'by

the

City;

T-tible.3;

bElow,

gives an

overview of

the

pavement

use

categories

and

an

associated

description of

each one.

Urban

Collectort

LJsed

qs

a.connection

between:local

and.arterial

r.oads

ta

circulation within

residential

commerclil

arid

Urban

Minor

Arterial

lnterconnects

with

and

augments the

urban

principal

arterial

system

and

provlde

serviceto

trips

with

moderate

len8th at

a

somewhat lower

level of travel mobiliW than

prlncipal

arterials.

MaJor streets

or

hlghways

serving the rnajor movements within the

U rba

n

Pri

ncipal.Art"qrial

arterial,

but tha.t

which

has

stightly

less

volume of

tr.affic and are

mprej{f"i?irtiiiff

an urba.n

collector,

f.J,S

&e6rmfrAefiurfies

ffmd

CssS

ln

addition

to the inputs

to

Caft6craph

on existing

pavement

conditions, there

are also inputs relating

to the repair

strategies

and

costs.

City staff was

consulted

to

establish the

previous

repair strategy and cost inputs

that

best

modelled

the

actual strategies

of

the

City.

Data

from

recent City

pavement projects,

as

well

as

other similar

pavement

projects,

was

taken into account

when determining unit

costs

for repair

activities,

"i"

li.6

JVefwerr&

trrfunffy

ffimmf*fmgr

Cart6Graph

uses

the

concept of Network Priority

Ranking

(NPR)

to

prioritize

the

pavement

segment

repair

selection.

This calculation

for

prioritization

computes

a

weighted

average

based

on the selected

inputfields

and

weighting

factors.

The

higher

a

particular

segment's NPR, the more likely it will

be

chosen for

repair,

The

variables involved

in

the

NPR

calculation

are almost limitless, butgenerallycontain at leastthe

OCl,

pavement

use,

and

pavementsurface

type. tach

of

the factors

has

a rank

(weight)

associated

with

it,

which is defined by

the

Cart6Graph

user.

Per

discussions with

City

staff,

the

OCl,

type of

pavement,

functional classification

and segment

priority

was

identified

as

components in determining the

priority

field for

the

program

development.

S-

ffi&T& ffiffiLLffiffiYEffiN

"$"

lL

ffi

emteafir

m[aa$ ffi

mtm

One

pavement

core

was

obtained on

40 roads to determine

typical

pavement

thicknesses,

base

materials and

thicknesses, and subgrade soil characteristics,

KHA

enlisted

Professional Service

lndustires,

lnc.

as a

subconsultantto

complete the

subsurface

exploration

of

the

pavement

cores. The

core results

are

summarized below

in

Table 4.

Full

pavement

core

maps and additional

information are located

in Appendix D,

Geotechnical and

pavement

data

was

compiled and incorporated

in

the design

parameters

forthe

pavement

deterioration

curyes, and

used

in

the

pavement

management

proBram

for the

future

development

of the work

plans.

TABLE

3: PAVEMENT

USE CATEGORIES

KimleyuF'lorn


8/31

CITY

OF

P1TTSFIELD

Pavement

Management

System

RePort

'

July 2$'tr4

TABLE 4: SUMMARY OF

PAVEMENT

CORES

LEBANON AVENUE

Asphalt

9.75

Refusal

on Concrete

SOUTH

CHURCH

STREET

Asphalt

6,5

N/A

N/A

t2

;

7AM2O

i

zoroso

SCHOOL

STREET

Asphalt

3.5

4.5

Brick

4.5 Brick

sphalt

2.5

Refusal on

Cobbles

ALLEN STREET

N/A

;

201150

FEDERAL STREET

2

then

4.5

Brick

Refusal on Cobbles

Asphalt

3.25

4,5

Loose

G

t

&

w

w

ffi

\{T

W

M

W

&

M

*

W

w

g

.&

;

e

d

w

;

sp

:

w

;

&

s

A

q{

ig

&l

;

A

s

s

t

i

9

q

.*

\j.

{

c

l

it

I

lt

N/A

N/A

FENN STREET

SEYMOUR STREET

Asphalt

BROOKS

AVENUE

Asphalt

KELLOGG STREET

Asphalt

BROWN STREET

10 Asphalt

BROWN

STREET

13

Asphatt

Asphalt

2.5

2.5

SCAMMELL

AVENUE

tz

Asphalt

DRAPER

AVENUE

SADLER

AVENUE

Asphalt

3.75

ROLAND STREET

15

Asphalt

Asphalt

3.75

Refusal

in

Agg Base

Brown

Coarse

to Fine

SAND,

Some

Medium

to Fine

Gravel,

Little

Silt

Brown

Coarse

to

Fine SAND,

Some

Medium

to

FineGravel,

Little

silt

Refusal on Concrete

Tan

Medium

to

Fine

SAND

&

Silt,

Little

Medium

to

Fine

Gravel

Dark

Brown

Coarse

to

Fine

SAND

&

Silt,

Trace

Gravel

Light

Brown

Medium

to

Fine

SAND,

Some

Silt,

Little

Medium

to

Fine

Gravel

Brown

Tan

Coarse

to

Fine

SAND

and Gravel,

Little Silt

Dark

Brown

Coarse

to

Fine

SAND,

Little

Silt,

Little

Gravel

t

I

osogzo

I

i

zozrso

i

I

zat210

100070

100410

N/A

N/A

N/A

N/A

1..

r_00340

STANLEY

AVENUE

16

77

18

1.9

z0

Asphalt

Asphalt

2.s

L00170

DICKINSON

AVENUE

NORMAN

AVENUE

Asphalt

3.75

72

N/A

Orange

Tan

Fine

SAND

and

Silt,

Trace

Medium

to

Fine

Gravel

f-*-"

Tan

Brown

Coarse

to

Fine

SAND, Some

Medium

to

Fine

Gravel,

Little

Silt

Tan Orange

Medium

to Fine

SAND,

Some

Silt,

Trace

Fine

Gravel

Tan Brown

Coarse

to

Fine

SAND

and

Gravel,

Little

Silt

Brown

Coarse

to

Fine SAND,

Some

Medium

to

Fine

Gravel,

Little

silt

PERRINE

AVENUE

ALDEN

AVENUE

Asphalt

3.75

Asphalt

5.25

3.25

3.5

N/A

Kimley>)Horn

ENSIGN

AVENUE

7t

Asphalt

3,5

Grey

Coarse

to

Fine

GRAVEL,


9/31

CITY OF

PITTSFIELD

"i.

Pavement

Management

System Report

.

.luly

?S,14

251840

NEW

HAMPSHIRE AVENUE

NEW JERSEY AVENUE

CALIFORNIA AVENUE

72

23

24

25

28

26

27

29

30

31"

Asphalt

Asphalt

Asphalt

Asphalt

Asphalt

Asphalt

Asphalt

7.25

3.75

7.25

4.5

4.5

,'25X910

RHODE ISLAND

AVENUE

251610

CONNECI-ICUT AVENUE

:251650

DELAWARE AVENUE

OHIO AVENUE Asphalt

4.5

VIRGINIA

AVENUE

MARYLAND AVENUE

Asphalt

3.5

3.5

51960 SOUTH CAROLINA AVENUE

Asphalt

Som

sirt

--

*"1

G*y

C".r* t"

Fir"

SANq-l

15

3.5

51850

Some

5ilt, Little Medium

to

Fine Gravel

Tan

SILT, Some Fine

Sand,

Trace

Medium to

Fine Gravel

Light Tan

Coarse

to

Fine SAND

&

Gravel, Trace Silt

R.frml;c"bbl"

@

1'j1;

Tan SILT, Trace

Fine Sand,

Trace Fine Gravel

Grey Tan Medium

to

Coarse

SAND&

Gravel, Trace

Silt

Tan

5lLT, Some

Medium

to

Fine Sand,

Little Medium

to

Fine Gravel

Orange

Tan

SILT,

Trace

Fine

Sand,

Trace Gravel

Tan

Coarse

to Fine

SAND,

Some Silt,

Little

Medium

to

i

251690

DOWNING PARKWAY

LEONA

DRIVE

32

33

34

35

36

37

Asphalt

Asphalt

9.5

9.5

251560 ALLENDALE

ROAD

2.25

302190

DORCHESTER

AVENUE

Asphalt

4s4340 ELAINE

DRIVE

Asphalt

2.5

Asphalt

MARSHALL

AVENUE

Asphalt

POMEROY

AVENUE

38

Asphalt

4O4O4O

PINTO DRIVE

Asphalt

3.5

18

N/A

N/A

N/A

SAND

&

Gravel,

Trace

Silt

/

Orange

Tan

Medium

to

Coarse

SAND,

Trace

Gravel,

Irace

Sllt

..

--"",

.,..",..,

",^

,,

1

Light

Brown

Coarse

to

Fine

I

sAND,

Little

Medium

to

Fine

Gravel,

Trace

Silt

505074

SOUTH

MOUNTAIN

ROAD

KimleyDhlorn

39

Asphalt

6.75

N/A

Asphalt

N/A

-

Not

available


10/31

CITY

OF

PITTSFIELD

Pavement

Managertent $yitem$eForl

'

J,tJly

?$I4

[:$eIol

&ssessmnernts

KHA teamed

with

city

staff

to

perform

the

field

investigations.

Roadways

were

were

divided

into

individual

segments

based

on

Ward,

OCl,

pavement surface

type,

and

pavement use'

ln

any

location

where

a

major

change

in

one

of

these

categories

occurred,

a

new

segment

was

created'

For example,

changing

from asphalt

to

concrete

was

noted

as

a

change

in

pavement surface

type,

and

thus,

a

new

segment

was

created'

Similarly,

changing

from

a

neighborhood

road

to

a

major

thoroughfare

was noted

as

a

change

in

pavement

use,

and

again,

a new

segment

was created'

Changes

in

OCI

of at least

10-20

points typically triggered

a

new

segment

being

created. Where

OCI

ratings

on

adjacent

pavements of the same

pavement

surface

type

and

use

varied

by

less

than

10

OCI

points, these

sestions

were

generally

combined

into

one

segment

with the

OCI rating

averaged

over

the

entire

area"

Determining

the

segments

in

the manner

described

above

allows

future

sorting

on

pavement

surface

types,

uses,

and conditions'

ln

addition

to

the

pavement segments

identified.

The

general

conditions

of the

concrete

sidewalks

and

ADA

features

for

each roadway

were

observed.

Each

segment

of

pavement for

each

site

was

assigned

a

unique

Segment

lD

for

later

input into

Cart6Graph'

A

consistent

methodology

was used

when

assignini

Segment

lDs

to

individual

pavement

segments'

Each

segment

lD

has 6

characters,

stafting

with the

first

2 digits

representing

the

Ward

of

the

roadway.

This includes

the

first

digit

for

the Ward

number

and

the second

didgit

for

the

AIB designition.

Wards

A

have a

value

0 and

Wards

B

have

a

value

of

5

for the

second

digit,

After

the

2 digit

Ward

code,

it

is followed

by

the

three

Segment

lD characters

starting

at

001

and counting

consecutively

the

number

of segments

for

each

roadway.

lf

a

roadway

segment

had

to

be broken

within

the Ward,

the

last

or sixth

digit

represents

the

broken out subsections/segments allowing

up

to

10

(0-9)

different

segments

for one

roadway

per

ward

with

the

corresponding

increasing

numerical

value

based

on

the

segment

break

location

in regards

to

it's

overall

location

on

the

segment.

This

last digit

increases

in

value

going

from

Westto

East

and North to

South,

For

example,

the

segment

lD

"555626"

would

represent

a

segment

which

is

located

in

ward

58

that

was

split

just

west of

the

half

way

point

of the

original

segment.

similarly,

the

segment

lD

"100040"

would

represent

the

forth

roadway

seBment

in

Ward

1A

which

received

no

split'

ffi

sr

ad

ffi

v

id

ft#w

sr

\,

#

t

&*j

tsPl

\,

dt

\,

,6f

\{|,

r{

"t,

.U

\t

rS

' t

r'T

*xq

\U

toiif

';il

rl

a4$l

vril,

ffi

/l

E*l

iu

/l

l4dl

@

6l

6l

,l

w

rl

w

r

,"1

'6

,,il

t?

&

d

s{t

s&

$ii(

{i

iii

^1r

i-

t+

r"

i.v

55

s62

Ward

lD

Roadway

Number

Segment

Number

The

City

provided

GIS

mapping

data

for

each

roadway

and Ward.

The

roadway

data was

divided

by

Wards

and

had

roadway

numbers

assigned

to

each

segment.

The

roadways

were

segmented

and

color

coded

to

graphically represent

the

following

pavement

properties:

r

Overall

Condition

lndex

(OCl)

r

Pavement

PrioritY

:

Pavement

Use

I PavementClassification

A

set

of

color

coded

plans

prepared

for

each

road

is

included

in

Appendix

c'

During

the

field

investigations,

information

regarding

General

ADA

Compliance

and

sidewalk

condition

were

also

gathered and noted

foi

each

roadway

segment.

n raiing

systems

tied

together

with an

associated

repair

rational

is

provided

in

APPendix

B.

$q

$l

q

i,i

$q

l:

B

imley>h{orn

10


11/31

r:.

,ri3

CITY

OF

PTTTSFIELD

PaVemehtManagemcnt

System

Report

.

july

Z0' 4

s,;$".fl

&{sfvlrarr&

fl'ondrd'rarms

There

is

a total of

approximately

31",300,876

square

feet

of

pavement

in

the city's

network.

The weighted

average

ocl

forthe pavement

network

is

58.86. This

number

encompasses

all of

the identified

pavement

segments

on the

roadways

that

were evaluated;

it

does not

include

gravel

roadways, gravel

or

paved

shoulders,

curbs,

or

sidewalks.

The

twocharts

below,

Figure

2 and

Figure

3,

displaythe

pavement

conditions

bytotal

area

and

percentage

distribution'

fu

an

overall

network,

approximately

56,3%

of

the City's

pavement

assets

are

above

the critical

point

on

thecurveand

currently

have

an

OCI

of

55

orgreaterand

are

considered

"Good"

condition.

An

additional

approximately 31.3%

af pavement

assets

are

below

the critical

point

and have

an OCI between

35-55 and

are

considered

"Fair"

condition.

FIGURE

2:

NETWORK

PAVEMENT

CONDITION AREAS

6,000,000

5,000,000

4,000,000

3,000,000

2,000,000

1,000,000

0

Condition

Areas

City

of

Pittsfield

Overalt

Network

-

April

2014

New

Pavemont Excellent

(OCl

.Very

Good

Good+

(OCl

Good

(OCl

Fair+

{OCl

Fair

(OCl

(ocr

10s.96)

95

995)

(OCl

84.99-75) 74.9S"55) 6{ 99-s5)

54

99-45)

44.99-35)

Overall Condition

lndex

(OCl)

Poor

(OCl

34 99-25)

Very Poor

(OCl

Failod

4.99-15)

Pavement(OCl

14 99)

o

o

Il.

o

t-

o

a

IT

o

L

{

FIGURE

3:

NETWORK PAVEMENT CONDITION DISTRIBUTION

Cond

ition

Distri

bution

City

of Pittsfield

Overall

Network

-

April

2014

14.0%

11.9%

ltru**

euu"rent

(OCl

100-96)

I

I

El Excellent

(OCl

95.99-85)

I

rVery Good

(OCl

84.s9-75)

lsGood+

(OCl

74.99-65)

EGood

(OC164.99-55)

sFair+

(OCl

54.99-45)

ElFair

(ocl

44.99-35)

I

t__

DHOTN

18.2%

Kimley

17.3%

10.2%

:

EFair

(ocr

44.ee-35)

I

aPoor

(oCl

34.9e-25)

I

I

EVery

Poor

(OCl

24.99-15)

|

l@Failed

Pa,vemen-t

{ocl

14 9s:.911

11


12/31

CITY

OF PITTSTIELD

Pavement

Management

Sistem

Report

,

July

20?4

Figure

4

and

Figure

5,

below,

show

the

pavement

use

areas

and percent

distrihution

throughout

the network.

Nearly

three quarters

of

the

city's

network

is

comprised

of

pavement

falling

into

the

Local

category,

This

is

key

to keep

in

mind

while

budgeting

for

future

repairs

since

Local

roads

may trave

a

lower

acceptable

ocl

than

the

more

frequently

used,

higher

traffic

volume/

or

more

important

higher

functional

classification

(pavement

use),

FIGURE

4;

NETWORK

PAVEMENT

USE

AREAS

Pavement

Use

Areas

City

of

Flttsfield

Overail

Network

?5,000,000

5,000,000

0

Urban

Priciod

Addet

PEvement

Use

EqURE

5:

NETWORK

PAVEMENT

USE

DtSTRtBUTtON

Pavement

Use

Distribution

City

of Pittsfield

Overall

Network

8

Local

BPrincipalArterial

@Urhan

Collector

MUrban

Minor Arterial

o

Urban

Principal

Arterial

I

I

I

{

'

?

t

(r

b

(,

^

,'

?

sl

tir

*l

A

tl

1

d

q+

-

t"

A

V

iS

$t1

.&

c.l

il:1

B1

r.+

q{

rlh

rh,

r:ii

;

t{q

'P6

$s

(;

&

('4

;&

1i;

*r

*e

diM

s@

&"

ffi?

^ ei

-s,6

&slt

\:1

l

_&4

[&i

.$,'

ts;i$

'i

t$qt

s.

1l

LL

&r;ii

$zo,ooo,ooo

o

IL

e

515,000,000

E

g

I

ro,ooo,ooo

3.Bo/o

Kimley>hlorn


13/31

.. i',).far*

r

:,,$IY

Qn'"Bttts

r,tr

to

;it

voment

ftllanagement

System

Report

*

luly

20,l4

Figure 6,

below,

gives

a distribution

of

the

OCI

ranges

within

each

pavement

use category

for

the

entire

pavement

ia,'

$etwo*'

The OCI

ranges

determine

typical repair

strategies,

with

an

OCI

65-100

benefiting from

preventative

."#laint {axce,

an OCI

25-65

benefitting

from

rehabilitation,

and an

OCI 0-25 requiring

reconstruction.

Approximately

''r$.8?6oiall

pavements

in

the

network had

an

OCI

of

65

or better

and

should receive

preventative

maintenance

in

the

;1$Workplans'

Approximately

58%

of

all

pavements

in

the

network

had an ocl between

25

and

65 and should

receive

;;,.'rchalititation

in

the

work

plans,

Approximately

4%

of

all

pavements

in

the

network

had

an

OCI

below

25

and should

receive

feconstruction

in

the

work

plans.

rrcURE

6:

NETWORK

OCl DISTRIBUTION

WITHIN

PAVEMENT

UsE

CATEGORIEs

(g

o

o

e

o

n-

100.0%

90.0%

80.0o/o

70.00/o

60.0%

50.070

N.Ooh

30,0%

20.QYo

10.070

0,0%

OCI

Distribution

within

Pavement

Use Categclries

City

of Pittsfield

Overall Network

-

April 2014

Principal

Arterial Urban

Colleclor

eOCl65-100

nOCl25-65

w0Cl0-25

Urban

Minor

Urban Principal

Arterial

Arterial

Kimley>Horn

Pavement Use

L3


14/31

CITY OF PITTSFIELD

Favement

Management

System Repo*

n

iuiy

?014

",:,,",:.,i"

J,l#,[,el.

fJmmdr*roms

A

general

overview

of the condition

of

each

Ward within

the

City

is

provided

below.

More

detailed

information

of the

findings

at each specific

segment

can

be

found

in

Appendix

C,

The

OCI

was

input

into

Cartdcraph on

a

scale ranging

from

0

(failed pavement)to

100

(newty

constructed

pavement).

The

OCI

corresponds

with the

modified

PASER ratings

assigned

to

the

various

pavement

segments observed

in the field.

The average, weighted

OCI for

each

roadway

segment

is

shown

in Table

5

and Table 6

below, sorted numerically and

by

condition

(worst

to

best), respectively.

TABLE 5r AVERAGE,

WEIG

MERTCALLY)

TED OCI TOR EACH W^ARD ISORTED

NU

1A

1,843,346

54.32

18

1,987,210

56.50

2A 1,428,148

66.50

28 2,258,694

52,91

3A 2,451,056

55.07

38

2,570,511 68.19

4A

2,504,093

65.39

48 2,397,973

62.06

5A 3,226,149

63.76

58 2,125,089

55.47

6A

2,647,9M

65.12

68 1,578,542

50.'15

7A

1,636,163

47,10

78 2,645,938 53.08

7A 1,636,163

47.16

68 1

,578,542

50.15

29 2,258,694

52.91

78 2,645,938

53.08

1A 1,843,346 il.32

3A

2,451,056

55.07

58

2,125,089

55.47

18

1,987

,210

56.50

49

2,397,973

62.06

5A

3,226,149

63.76

6A

2,647,964

65.12

44

2,504,093

65.39

2A

1,428,148

38 2,570,511

68.19

Kiml v>> l- orn

14


15/31

EITY

Of

PI'I''ISFIELD

Panement

tlltanagement

System Report

.

July

2014

&-

WdMffiK

PL&N

ffiffiWffiLffiPPffiffiruT

:

s.x

I

I

I

I

The

pavement

management

program

develops

a

conceptual,

network-wide

work

plan

to

help

predicl

future

repairs

and

funding

needs

for

the network.

The

work

plan

utilizes

a budget

based

on the City's

projected

funding allocations,

andthen

distributes

the funds for

preventative

maintenance,

rehabilitation,

and

reconstruction

repairs

based

on

the

input

parameters

for each

pavement

segment.

Cart6Graph

reevaluates

each segment

in

every

year

of the

plan.

For

each

year

a

current

OCI

condition

is

determined

based

on

the

appropriate

deterioration

curves and any repairs

that

may

have

been

assigned

to

a

segment

in

a

previous

plan year.

The

system

then

prioritizes

the

overall network to

determine

which

segments

receive

funding

that

year,

how

much funding

is received,

and

how the conceptual repairs

willimprove

the

overall

network

OCl. The steps

taken

to

develop the work

plan

are listed below

and described

in

detail

in

the following

sections.

Define

program

parameters

Establish

prioritization

system

Define

repair

activities

and

costs

Develop

deterioration

cu

rves

Analyze

scenarios

Pnex6na

rm

Pm

rm

s,q'n

etm

rs

The

budget

parameter

inputs into

Cart6Graph

were

developed

with discussions between City

staff

and

Kimley-Horn.

Tle

Ci$

provided

budget

information

based

on current spending levels

to

use

in

the model.

The

total

City budget

recently

has been in the range

of 2

to

5

million dollars

per year.

Per

discussions with City staff, and

based

on the

existing

budget

information, an

annual budget

of 2.1

million

dollars was used

to

analyze

a

fixed budget senario.

Flve

years

was

determined

to be an appropriate

analysis duration. lt

was determined

that

a

five-year

work

plan

could

provide

the

City

with

a future

projection

that

was

realistic

and had a long

enough

duration

to

observe network

trends.

As

with

any

model

that

makes future

projections,

the

results

become

more conceptual the further

into the

future

projections

are

made,

The

target

overall network

OCI

for

the

City

was set at

50

after

reviewing

with the City of Pittsfiled

to determine

an

acceptable

and realistic

target which

is

below the

critical

point (57).

ln a

network

with

an

average overall OCI

of

58,

the

majority

of

the work

will

be

rehabilitation,

with

some

preventative maintenance

and occasional

reconstruction

type of

repairs.

Cart6Graph also

has

the ability

to

adjust

the inflation and interest rates for

the

plan period.

For

the

City's roadway

analysis,

the interest rate

was

set to

zero, assuming

a

loan

will

not

be

taken out for

the

repairs,

and

the inflation

rate

was

set a|2,0%

to

account

for the

increase

in

repair activity

costs

in

future

years.

.i$.X

Pr'ffewfitfinmtfimm

To

determine

the order

in which

repairs will be completed,

a

prioritization

system

must

be

established. Different

approaches

to

prioritization

and

the

selected

prioritization

method

are

described

in the

following sections.

*.J"S

$W*rlftr

During

discussions

with

the

City,

it

was

determined

that

roadway segments

will

be

given

priority

based

on

the

roadway's

functional classification, location, and whether

it

services

essential

buildings

(schools

or hospitals).

This

Priority

is

detalled below

in

Table

7,

The Weighted

Priority

allows

for

each

priority

level to

be

selected

1time,2

times,

Kimley>l"lorn

15


16/31

CITY OF PITTSFIELD

Pavement Management System Report

.

July ?014

20

times or

40 times more often relative to

one

another,

This

was then factored into the

NPR

for selection of

segments

to be

repaired at

a

weight

of

20

times

relative to the additional

parameters

included

in

the

NPR.

Local

Residential

roadways with

very

few residents

Typical

Local Residential

roadway with higher capacity

with more

dense

some

Urban Collectors and Urban

MinorArterials

Medium

More

important roadways of all classifications

20x

Main thoroughfares

including

mostly higher classifications of

40x

servicinq

schools and hospitals.

l't'"

.

.,r

,;

l:t'l

The

parameter

for

priority

is

based

on OCI for the NPR,

giving

the lowest

OCI

conditioned

pavements

the

highest

priority

for

repair,

a

"Worst

First" scenario that

the

City

does

not

want to

target since enough

money

will

not

exist to

rehabilitate

roads

with

this approach.

The

advantage

to

using

the worst

first

scenario

is that it

prevents

pavement

from deteriorating

too low.

The disadvantage

is that

repairs may

not

be

identified

at

the

earliest

time

possible

in the

life cycle.

The

OCI

parameter

is

giving

a

value

of

100 minus

the OCl. Therefore

a

low

OCI

of

14

would equal

an

OCI

parameter

value

of

85 and

then factored into

the

NPR

for

selection of

segments

to

be

repaired

at

a

weight of

10

times

relative to the additional

parameters

included

in

the

NPR.

ln

order to

prevent

pavement

segments

from

dropping beyond

acceptable OCI

levels, repair

strategy budgets

were

developed

to

promote

more balanced

prioritization

practices

in

the

program.

Defining

separate repair strategy

budget

categories

also helps

assure

that

the

appropriate funding

levels are

being applied

to

areas of

need

in

a

cost-

effective

way

as the

most

important

goal

in

prioritization is

performing

the

correct

repair strategies

at the optimal

times,

A

total annual

budget of

$2,100,000

has been

selected

forthis anaysis.

The

repair

strategy

budget

breakdown

is

shown

in Table 8.

,i".,:.

J.l ijwm*ffeir"wf

fffmssufremfeon

The next

parameter

for

priority

is

based

on Funcitonal Classification

and

is

shown

below

in

Table

9.

This

was

then

factored into the

NPR

for selection

of

segments

to

be

repaired

at

a

weight

of

5

times

relative to

the

additional

parameters

included

in

the NPR.

1x

2x

High

'.','

F

Sqq

^"d

&.r*

&ffi

'.1/"

d6

t$#

J/ \,

q

ait&

N$A

'd

,5

tss

"-:

Fnq

v

tl

wi

r'1

ldt

16

',s

r

li r$

I'r

TABLE

7r PRIORITY

TABLE 8; BUDGET

PLAN

Reconstructiqn

(ocl

0-24)

$+zO,OOO

Rehabilitation

(OCl

25-64)

51,365,000

Preventative Maintenance

{OCl

65-100)

$315,000

TABIE 9:

FUNCTIONAL

CLASSIFICATION

PRIORITY

Urban

Collector

4x

Urban

Minor

Arterial

6x

I(mley>>[-lorn


17/31

''Pavement'ltitanagement

System

Report

.

July

a0l4

,S.#.f,

trerrermerpf

t/se

efmssffiamgfom

The

final

parameter

for

priority

is

based

on

pavement

use

classification

and

is

show

below in

Table

10.

Each

of

these

pavementclassifications

are

associated

with

a

deterioration

curve.

These

priorities

were

then

factored

into

the

NpR

forselection

of

segments

to

be

repaired

at

a

weight

of 3

times

as

typical

for

industry

standards

and

relative

to

the

additionalparameters

included

in

the

NpR.

4.$

ffiepmBr

Act6,rr$t$em

The

next step

in

developing

the

work

plans

was

to determine

the

appropiate

repair

activities

at each

point

in

a

pavement's

life

cycle

and the

cost

associated

with

that

repair.

Repair

activities

and

associated

costs

were determined

from

industry

research

as well

as

Kimley-Horn

and

the

city's experience.

*$"$.

3

fterpttir

Salfrnrd{y

fly5:res

The

repair

activities

used

in

the

plan

(see

Table

11)

are

intended

to

increase

the

pavement

life

expectancy.

Repairs

in

the

preventative

maintenance

category,

such

as

crack

sealing

and

surface

sealing,

are

intended

to retard

the

deterioration

of

the

pavement,

as

opposed

to

dramatically

increasing

the

pavement

condition.

Although

rehabilitation

or

reconstruction

will

be

needed

eventually,

the

preventative

maintenance

activities

provide

the

most

eost-effective

wayto

increase

life-expectancy.

Once a

pavement

reaches

the

point

where

rehabilitation

repairs

are

reguired,

the

associated

costs

rise at

an increasing

rate.

Repairs

such

as

cut and

patching,

overlays,

and

partial-depth

milling and

replacement

increase

the

pavement

condition

rating

and

extend

the life

significantly,

but at

a

greater

cost

than

applying

preventative

maintenance.

The

repairs associated

with reconstruction

are

the

most extreme

scenario.

They

essentially

start

the

life-cycle

over

by increasing

the

condition

rating

to

100,

but at

the highest

expense,

The

effectsof

different

repairs

on the

pavement

life-expectancy

are shown

in Table

11, below,

This

information

was

obtained

from

the

Federal Highway

Administration; it

gives

time

ranges

for

the

benefits to

the

pavement, not

for

the

treatments

themselves,

lt

is important

to

understand

that

these are

estimated

values,

as

the actual

gains

depend

on

numerous

factors

such

as

original

construction quality,

varying

traffic

loadings,

sub-grade

type,

and

climate

conditions.

qffY

OF"PI'I]TSFIELD

TABLE

10;

PAVEMENT

USE

ClAsstF|CATION

pRtORtw

$qq{sphalt

Concrete

1-0i

PCC

Jointed

Concrete

gx

RuralAsphalt

6x

Kimley>>Horn

l1


18/31

CIIY

OF

PITTsFIELD

Pavement

Management

System

Reporl

"

July

2014

Crack

Sealing

Single

Chip

Seal

Flexible

Composite

Double

Chip

Seal

Flexible

Composite

Slurry

Seal

Flexible

Composite

Micro-surfacing

(Single

Course)

Flexible

Composite

Asphalt

Overlay

(1.5',)

Flexible

Composite

Mill

and

Overlay (1.5")

Flexible

Composite

Concrete

Pavement Restoration

Full

Reconstruction

Rigid

TABLE

mgt*:llYlcE

u

FE

cAl

Ns

Fo

R PAVE

M

ENr

TREATM

ENrs

Flexible

Composite

Risid

,F.rr ry{#.srurrrs*&:r

Upto3

Upto3

Upto3

3to6

NA*

4to7

3to6

3

to

5t*

NA*

5to10

4tog

5to10

4tog

7

to 15t*

NA-

NAT

ffi

,,ffi

ffi

''l,ffi

ffi

W

::

ffi

W

W

W

wl

d&

$&J

W

W

W

6"1t

&i

siF"

t:

ffi

-

.'.:

#{

.,r i

W

ffiffi

W

ffi

W

AEI]

{&fls

W

W

W

@

M

&i

s&*;h

*

;-.

#ffi

W

trifr+&

M#

M

ryi

W

8ffit&

M

M

w.",

#;

W"

Rieid

'Sufficient

data

is

not .raitaOte

to

Je

'*Additionar

information

is

necessary

to

quantify

the

efie;ded

life

more

accuratery

Flexible

Composite

Upto2

Upto2

Ultrathin

Asphalt

Overlay (0.75")

3

to 5**

3

to

5*t

Mill

and

Overlay

(2.0,')

Flexible

Composite

7

ta

L7.

7

to]z

Pu

lverization

and

Overtay

8to14

8to14

15

to 40

15

to 40

Full-depth

Concrete

Repairs

Kirnley>)l-lorn

15

to

50

18


19/31

_clTY

0F

PTTT,SFIELD

:

|

'RlvemelltManagefient$ystem,

Report

*

Juk

2S,i4

Figure

7,

below,

further

demonstrates

the

effects

on

pavement

condition

that

preventative

maintenance,

rehabllitation,

and

reconstruction

have

throughout

the

life-cycle,

FIGURE

7:

REPAIR

EFFEcrs

oF

PAVEMENT

DETERT0RATT0N

wrrH

TrME

Orlgln&l

Co.ildlilo.n

g

.p

6

0

U

g

(u

0,

o

a-

1.

3.

Accu

nrulated

Axle

Load$

The

pavernErrl

.rjftenol?te,

mor{

si.o1r".ty

he[a.usc

$f

rngular

rnErintrrr,}nce.

A

nrst

rehobililaUon Bflort rf,Iurns the

pevgrnen.f

ro

nqar

ii:,Jrierna,

c*rrdlilrcrn,

A

secuncl

renabilitatisn

ef{un

rrlfores

ryr&er

of

ine

p6\,,arrf,.Et,5 priqinai

condition.

50qrce:

http

r//cla5ss

eogr.oreS0nstate.edu/cc

elwlntcr2o\zlce4gzlModules/1

13avement-ma

naEement/1 1.-2_body.htmflcffqct

r$,

S.,3

trepCIdr

A

rfdrrldy

dnp,

e*fls

fCI #mr"fd6ro6r,fr

Pavement

repair

activities

were

developed

for

planning

and

budgeting purposes.

The

type

of

repair activity

is

chosen

based

on

the

OCI

and pavement

surface

type.

For example,

an

"AC-50"

repair

activity

is

applied

if

the

segment

is

asphalt

(as

opposed

to

concrete)

and

the

ocl

falls

within

the

range

of

45 and

54, since

the

activities

are

intended

to

address

multiple

segments

that

may fall

into

a

particular

ocl

range

due

to varying

distresses,

they

are

setup to

account

for

multiple

repair

actions

instead

of a

single

action for

one

particular

distress,

For example,

an

,,AC-40,,

activity

likely

consists

of

a

partial-depth

mill and replace

of

the

asphalt

surface

throughout

a segments

entire

area.

However,

before

maintenance

is

performed

on

a

specific

segment,

a

detailed evaluation

of

this segment

needs

to

be

performed'

Based

on this

project-level

analysis,

it

may be

determined

that

an

alternative

approach

such

as isolated

patching

with

a

thick

asphalt

overlay

is

more

desirable

based

on

field

conditions.

Further

detail

for

specific

repairs

on

each

segment

will

be

determined

on

a

yearly

basis

in

the

project-level

analysis

and subsequent

design

process.

some

repair

types

are intended

to

repeat

on

a normal

schedule,

but

are not

necessary

year

after

year;

particularly

those

associated

with

preventative

maintenance.

For

example,

crack

filling

segments

on a

periodic

basis,

such

as

every

few

years,

is

typically

recommended.

These

general

repair

activities

were

created for

each

pavement

surface

type

throughout

the

condition

spectrum,

The

only

exceptions

are for

pavements

with

an

OCI

above

g5, pavements

with

these ratings

generally

require

no

action

be

taken

because they

are

in new

or excellent

condition.

THE

UNIT

COSTS

FOR

REPAIR

ACTTVITTES

USED IN

THE

PROGRAM

ALSO

GREATTY

AFFECT THE

PLAN

RESUITS,

AND

IN THIS

CASE,

WERE

MODELED

TO PAMLLET

PRICING

PROVIDED

BY

THE

CITY. WHERE

DATA

COULD

NOT

BE

GATHERED

FROM

INFORMAT]ON

SENT

BY

THE

CITY,

WPICAT

UNIT

COSTS FROM

OTHER

RECENT

PROJECTS,

PERFORMED

FOR

OTHER

CLIENTS,

IN

TOCAL

AREAS

WERE

USED.

EACH

ACTIVITY

HAS

A

SPECIFIC

UNIT

COST

AND

BUDGET TYPE

ASSOCIATED WITH

tT.

Kimley>)Florn

19


20/31

CITY OF

PITTSTIELD

Pavement

Management

System

Report

,

J.uly

?0,tr4

Table

12

and

Table

1'3

below,

outline

the

cartdGraph

asphalt

repair

activities

and concrete

repair

activities

used

in

the

ity's

S-year

work

plan,

respectively.

HESSIEGRAIH

elpEalr

REpAtR

AcilvtflEs

Preventative

Maintenance

Crack

sealing

Asphalt

s0.13

Crack

sealing (some

cracks

may

require

Preventative

Maintenance

Asphalt

routing)

S0.34

Crack

sealing (requires

routing)

s

G

*

*

*

Q

G

s

#

ffi

&

&

ffi

&

Ib;

w-

&

@-

w

&

dt"

q}

w

&

W

w

&

*$

W

W

W

&+

*r

&s

A:Y

w

@

W

w

ffi

W

tffi

ffi

&.H.

AC-50

(oct54.99-

4s)

Rehabllitation

Asphalt

Rehabilitation

Asphalt

Rehabilitatlon

Asphalt

Rehabilitation

Asphalt

Reconstruction

Asphalt

Cut

and

patch

or

isolated

mill and

replace (up

to

L0%

of area)

Surface

seal

(slurry

seal

or

microsurface)

Thin

asphalt

overlay

Cut

and

patch

or

isolatea

mttt

anU

ieptacelfr

to

20%

of area)

Thick

overlay

or

partial-depth

mill and

replace

(shallow-depth

or

proflle)

entire

area

Crack

repairs

(parilal-depth

milling

and

patching)

Cut and

patch

(up

to

3%

of

area)

Surface

seal

(seal

coat

or slurry

seal)

Crack

sealing (requires

routing)

Partial-depth

mill

arrd

replace

entire

area

20%

base

repair

with

undercutting

to

strengthen

sub-grade

Addition

of

sub.base

as needed

lnstall

replacement

asphalt

section

AC-40

{oct44.99-

35)

AC-30

(ocr

34.99-

zsl

AC-20

(oct

24.99-

1s)

51.47

$z.ss

s3,70

Proof-roll

and

perform

incremental

miliing

and

replacement

orfull

depth

repairs

where

required

Repalr

isolated

distress

areas

and

overlay

entire

seBment

depending

on existing

site

conditions

Remove

existing

aspnaI

wiih-fuil;ffifr';;iifr;

or

pulverization

Reconstruction

Full-depth

asphalt

and

base

reconstruction

required

+*

Average

cost

associated

with

a

series

of

repairs

anticipated

for

the designated

condition.

Kirnley,>)hlorn

2A


21/31

CITY

OF PITTSFIELD

Pavement

Management

Systern

Report

"

July

?S,14

TABI.E

13:

CERTOREPN

CONCRETE

REPAIR

ACTIVMES

PCGSO

{ocr84.ee-

75

PCC-70

(ocl74.e9-

PCG6O

(ocr64.99,

5sl

Preventative

Maintenance

Preventative

Maintenance

Concrete

Concrete

Crack sealing

Crack sealing

$0.34

Crack sealing

and

joint

cleaning/sealing

Concrete

Crack seaiing

and

joint

cleaning/sealing

Full

depth

joint

repair

$1.20

---"*--*,------"-"1

$3,38

PCC-s0

(ocrs4.99-

45)

Rehabilitation

Concrete

PCC-40

Full depth

joint

repair

-"""..-',.*-..-."..*--t

i

5s.8s

ocl

44.99-

Rehabilitation

concrete

:l lT ::9

e,llchinc

spalled

joints

3s)

tr$:f:ff:;'teds*bs

^

*0

PCC-30

(ocr34.ee-

PCC-20

{ocr

24.99-

1s)

PCC-10

Concrete

Concreteeconstructlon

Reconstruction

Subgrade

underculting and backfill

Joint and slab

preparation

Full surface

overlay

Subgrade undercutting and

backfill

Joint and

slab

preparation

Full

surface overlay

S11,so

Concrete

Full-depth concrete and base

reconstruction

required

S1s.so

+t

Average

cost assoclated

with a

series

of

repairs

anticipated for

the

designated

condition.

i&",,t,

ii}*t*t"tiffin

mtfiq:]ffi

ffNrw*s

Pavement

deterioration

curves

have been

developed to

predict

the deterioration

cycles of

the

pavement

segments

found

within the

City's

pavement

network, The

deterioration

curve

development

process

took into account

construction

factors

such

as

pavement

type,

pavement

thickness

(surface

layer and base layer, if applicable),

aggregate

base

thickness,

and subgrade composition.

Other environmental factors such

as

pavement

use,

urban vs.

rural

traffic

volumes/

and

drainage conditions

also

were

taken

into

consideration.

Three curves

were developed

to

model the

City's

pavements

as Urban Asphalt, Rural

Asphalt, and

Concrete and shown

in

Figure

8,

Figure 9,

and

Figu

re

J"0 respectfully.

Kimley>Horn

21


22/31

CITY OF PITTSTIELO

Pavament,Management

System

Eeport

"

j.uly

7fi''14

FIGURE

8r URBAN

ASPHATT

DTTERIORATION

CUVE

105

90

80

70

60

50

40

30

zo

10

0

105

90

80

70

60

50

4o

30

20

10

0

51015te

FIGUBE

1Or

CONCRETE

DETERIORATION

CURVE

,.ni

90

an

70

60

50

40

30

20

10

0

P&SERWSWMC

ti

iti

Kimley,)hiorn

22


23/31

CITY OF

PITTSFIELD

Favement

Management

Syetem

Report

,

Jurly

3014

To

help

continuously

improve

the

accuracy

of

the

deterioration

curves,

it

is

recommended

that

scheduled

inspections

of

each

roadway

be

performed

to

compare

the actual

pavement

deterioration

and

condition

ratings

with

the

predicted

ratings

of

the

model.

Each

time

an inspection

is

performed

at

a

site,

ocl

ratings

should

be updated

within

the

cart6Graph

database

and

the

deterioration

curves

should

be

reevaluated.

over

time,

as

more

and

more

data

is

obtained

from

these

periodic

site

inspections,

additional

deterioration

curves

can

be

added

and

the

existing

predicted

deterioration

curves

can

be

modified

to

allow

for

even

greater

accuracy

in

the

prediction

of

the

deterioration

for

each

pavement

segment.

These

condition

updates

and

deterioration

curue

adjustments

are

a necessary,

standard

application

for

all

pavement management

programs.

4.

$

Arnm

liys6s

Saer"ua

r$ms

After

all

of

the

inputs

were

entered

into

Cart6Graph,

the

final step in

developing

the

work

plan

is

to run

the

analysis,

serveral

analyses

were

run

forthe

City's

roadways

in

orderto

evaluate

a

variety

of situations

and

determinethe

most

appropriate

approach

for future pavement

maintenance

activities.

These

scenarios

are

described

in

the following

sections.

,$,,1I,

J"

It-*-flarm

*$im

g

.$aerasrda:

The

no-funding

scenario projects

the

future

condition

of the

pavement

network

in

the

situation

where

there

is no

funding

and,

therefore,

no repairs

made.

The

no-funding

scenario

provides

an indication

of the

rate of

pavement

deterioration

when

no action

is

taken.

This

scenario

was

provided

to show

the consequences

of

not

per-forming

the

appropriate repairs on an

annual

basis.

Forthis

analysis

a

S-year

duration

was

analyzed.

S,$,*

&uef6ef

&nruen

"$aer,lsrfey

Budget

driven

analysis

predicts

the repairs

and

resulting

pavement

network

conditions

in

future

years

using

predetermined

budget

allocatlons.

The calculation

of the

budget-driven

work

plan

involved

Cart6Graph

running

detailed

analysis

while

accounting

for

the

previously

discussed

program

inputs.

Cartd6raph

determines

the

NpR of

each

segment.

lt

then

determines

what

repair

activities

can

be

performed

within the allocated

annual

budget,

giving

the

segments

with the

highest

NPR

first

priority

to

receive

repairs

within

each budget type,

The

program

selects

segments

to repair

until

the

annual

budget

allocations

are

exhausted

or until

no additional segments

meet

the criteria

for

a

repair

activity

wlthin

a

certain

budget

type. lt

will

progress

down

the

NPR

ranking

until

it finds

a

suitable

project

that

willraise

the network

OCI

while

also

minimizing

costs,

Cart6Graph

adds

any

activities

that weren't

completed

because

of lack

of

funds to

the

next

plan

year.

Similarly

surpluses

are

also

created

due

to unus

Pittsfield Pavement Management Report

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