Memorandum

City of Lawrence

Engineering

TO:	Charles Soules
CC:	Terese Gorman
FROM:	Steven Lashley
Date:	April 20, 2006
RE:	DRAFT 2007 Proposed Contracted Street Repair

Pavement Management Program Approach, Strategies, & Goal

Life Cycle Cost (LCC) analysis is an industry standard used by many communities as a reliable approach for the planning of maintenance activities for streets and is a key element for an effective Pavement Management Program. The City of Lawrence Public Works staff has been developing this management approach by first collecting the present condition information, using a pavement condition survey, and then applying the LCC approach through analysis of the information collected. This LCC approach will enable us to better identify the maintenance and repair techniques that are best suited for the streets, give us the tools to predict the optimal time to perform the maintenance activity, resulting in a lower cost, more efficient maintenance program.

An effective Pavement Management Program focuses on “keeping the good pavements in good condition”. The goal of pavement preservation is to:

· Slow the deterioration rate of our city streets

· Extend the life cycles of our city streets

This can be done effectively through the timely application of preventative maintenance techniques to postpone pavement failure. Essentially, it is more economical to preserve the streets than to delay the proper repairs and end up with the need for minor to major rehabilitation of city streets.

Public Works has taken the approach to address the deterioration of the streets in good condition by implementing a more aggressive crack sealing program and by proposing the future use of a substantial amount of microsurfacing (thin asphaltic surface seal) maintenance work. This, in effect, will slow the deterioration rate of our “good” streets. We are also addressing streets that are near the critical point, where preventative maintenance would be no longer be effective, by performing milling and overlay and other significant rehabilitation maintenance work. As the program progresses, a greater number of city streets will be considered in good condition and will be able to be maintained at a lower cost. As we increase the inventory of streets rated “good” or better, using these techniques, additional focus will be placed on the streets that have deteriorated below the critical range and are in a condition requiring more expensive maintenance. This program will allow us to apply more of the funding towards those streets without negatively impacting the deterioration of our “good” streets. Phasing the repair of heavily deteriorated streets will not significantly increase the cost due to the expense of the maintenance that it would already require to bring the pavement up to a sustainable level.

Another key component of an effective Program is providing appropriate material and construction specifications. The Public Works staff has, within the last few years, made changes to street pavement specifications. For example, any newly constructed street requires that the pavement subgrade be treated with fly-ash to provide a more stable foundation for the pavement material. Also, changes have been made to the concrete pavement design standard to increase its durability and, ultimately, extend the life cycle of concrete pavement and curb and gutter. Currently, the asphaltic concrete design standards are under review. These types of actions to ever-improve our design standards will directly impact the overall longevity of street infrastructure.

Ultimately, the City’s goal for a comprehensive Pavement Management Program is to provide and maintain a safe and efficient transportation network through the application of cost-effective maintenance treatments to extend the overall life of the City’s street infrastructure.

Background Information

The list of projects for 2007 (as in years past) is developed using a number of criteria. These criteria include physical roadway condition, traffic volume, citizen requests for repairs, and project scope. For this last criterion, staff determines if the project is presenting on-going maintenance problems for the street division that cannot be efficiently repaired by City crews. To aid us in the determination of physical roadway condition, we are utilizing the Pavement Condition Index (PCI) ratings that have been collected as part of the Pavement Management System (PMS). See also (attached separately) January 31, 2006 Memorandum on Pavement Management Program & 2006 Contracted Street Repair Project.

Pavement Management System & Projected Status

In late October, 2005, the first survey cycle (referred to as Cycle One) of the street pavement condition inventory for the PMS was completed, which involved a physical inventory and analysis of every street segment within the City of Lawrence. The PMS provides Public Works with a management tool to maintain an inventory of street pavement, including respective condition and maintenance work history, and the ability to identify budget needs and impacts associated with pavement preservation strategies. This data has also been utilized to assist us in the review of our current construction practices and design standards. The PCI rating is a number assigned to a pavement segment based on its condition, and ranges from 0-100. A lower number reflects a street with higher severity and more frequently occurring pavement distresses. Examples of factors affecting the PCI rating include: type and severity of cracking (traverse, longitudinal, fatigue), surface defects (spalling, raveling, potholes), rutting, settlements, and pavement base failure. Staff has reviewed the pavement maintenance work histories and has determined deterioration factors for each street classification, including pavement type. Knowing the rate at which a certain type of street deteriorates gives us the ability to predict relative maintenance needs and associated costs. The accuracy level of the calculated deterioration rates will increase as more survey cycles are performed and the data collected is further analyzed.

Projected Pavement Condition Status

The following graph (Figure 1) displays the comparative PCI frequency distribution for all the streets surveyed from Cycle One analysis through the projected completion of the 2007 contracted maintenance work (see Proposed Program Funding – 2007 in this document) that is proposed for the 2007 work year with the inclusion of applied deterioration rates.

At the end of 2007, it has been projected that the percentage of streets (yellow bars) that fall within the approximate PCI range of 50 to 70 has dramatically shifted to the PCI range of 70 to 100. This change is a direct result of the steps Public Works has taken to crack seal streets and to follow up with planned patching and microsurfacing treatments, along with other milling and overlaying maintenance activities. Streets that have progressed beyond the normal preventative maintenance or simple milling and overlay period (approximately PCI range of 40 to 50 and below) will be addressed as soon as funding becomes available to allow for an effective shift in maintenance focus. This type of strategy, as discussed earlier in this document, will set the City up for long-term success to be able to manage and sustain our city streets at a maintainable level through the use of preservation techniques. This long term goal can be displayed by the continual positive shift of the percentage of streets to the right side of the blue “preventative maintenance” line designation.

Figure 1

The following graphics (Figures 2, 3, & 4) display the improvements that are being made on the condition of our city street curb and gutter. Upon completion of the projected 2007 contracted work, the City will have replaced over 20 miles of Poor curb and gutter and 5 miles of adjacent Fair curb and gutter. In turn, and excluding new construction, the City will have increased the number of miles of Good curb and gutter by approximately 26 miles or by approximately 4%. The City has improved their concrete design standard in recent years to include a more durable concrete composition that will extend the life cycle of concrete pavement and curb and gutter.

Figure 2

Figure 3

Figure 4

Brick Streets

Within the central part of the City there exist several streets that are exposed brick streets, or brick streets that have been overlaid with asphalt (see attached map). Historically these streets have received maintenance only on an as needed basis due to potholes/significant settling. However, direction is needed on the expectations for these streets. If the asphalt is removed (milled off), it is likely that the bricks will deteriorate significantly. It has not been the City’s recent practice to overlay brick streets once exposed.

Several years ago the Street Division re-laid a couple blocks on Mississippi St, between 7^th St and 8^th St (Photo 1). We have also milled off the asphalt in the 1200 and 1300 blocks of Rhode Island St and the bricks are severely deteriorating (Photo 2). In 2005, the City submitted a Transportation Enhancement Application request for the reconstruction of the 600 and 700 block of Ohio St to a brick street.

Photo1

Photo 2

There are two options to rebuild a brick street:

Place an 8”-10” aggregate base and relay the brick. This type of base would hold water and potentially see soft areas that would settle. Estimated cost, - $300,000 - $400,000/block.
Place a concrete/asphalt base with 1” of sand and install bricks. Estimated cost - $400,000 - $500,000/block.

It is anticipated that when reconstructing a brick street only 50% of the existing bricks will be reusable. An average block (not including the intersections) will use approximately 100,000 bricks at an estimated cost of $2.00 to $3.00 each for brick pavers. This amounts to $100,000 to $150,000 for brick pavers per block.

Commission direction is requested with respect to how (policy) the City should proceed to improve these streets. If the Commission desires to reconstruct a brick street in 2007 additional funding would be required.

Contracted Street Repair

We have prepared a list of recommended locations for contracted street repair. Typically, the list of streets to be repaired is broken into multiple contracts based on the type of work or combination of work planned, such as:

· Crack Sealing

· Chip and Seal

· Microsurfacing

· Milling and Overlay

· Curb and Gutter Repair

· Pavement Patching (Asphalt or Concrete Repair)

· KLINK (Kansas Department of Transportation Connecting Links Resurfacing Program)

– resurfacing of a State Highway System route within the City limits

By issuing multiple contracts, the work can be bid by contractors according to their specialties and can be spread evenly over the construction season so as to be more manageable for City staff (inspection, project coordination, etc.). Due to the significant increase in construction costs, mainly petroleum (asphaltic) materials, the City will be unable to contract and perform as much maintenance work as would have been proposed.

Proposed Program Funding - 2007

The following is a breakdown of the costs associated with the respective maintenance activity for the proposed 2007 Contracted Street Repair Project:

Maintenance Type	Approximate Construction Cost
Crack Sealing	$300,000
Patching & Microsurfacing	$1,600,000
Milling & Overlay	$2,900,000
Curb & Gutter Repair	$1,200,000
PROJECTED TOTAL	$6,000,000*

*TOTAL excludes KLINK bonding funds

Please see the attached map that displays the proposed 2007 maintenance locations, including some additional planned project locations for future maintenance activities. KLINK locations have not been included.

The following list of street pavement segments that are currently designated and established as major or main trafficways per City Code 17-501 and are included in the above proposed 2007 contracted maintenance work:

Street	From	To	Maintenance Type	Approximate Construction Cost
Naismith Dr	W 19^th St	W 23^rd St	Mill, Overlay, Curb & Gutter	$300,000
W 8^th St	Holiday Dr	Kasold Dr	Mill, Overlay, Curb & Gutter	$110,000
W 9^th St	Lawrence Ave	Holiday Dr	Mill, Overlay, Curb & Gutter	$130,000
W 9^th St	Kentucky St	Iowa St	Mill, Overlay, Curb & Gutter	$400,000
W 15^th St	Burdick Dr	Iowa St	Curb & Gutter	$90,000
PROJECTED TOTAL (Included In Projected Total Above)				$1,030,000

The following pavement segments represent the complete listing of streets that are planned for Milling & Overlay (M O) and/or Curb & Gutter Repair (CG) in the 2007 Contract Street Repair Project:

Street	From	To	Cycle One PCI	Maintenance Type
Alabama St	W 4th St	W 5th St	42	M O
Arkansas St	W 4th St	W 5th St	21	M O
Atchison Ave	W 26th St	64' N of W 27th St	62	M O
Brook St	Maple Ln	Miller Dr	46	M O CG
Campfire Ct	Cul-de-sac	Campfire Dr	59	M O
Campfire Dr	Settlers Dr	Rockfence Pl	42	M O
Chalk Hill Ct	W 9th St	Cul-de-sac	53	M O
Cimarron Dr	E 25th Ter	SEOP	57	M O
Cimarron Dr (Bulb)	Cul-de-sac	Cimarron Dr	55	M O CG
Crescent Rd	W Campus Dr	10' E of Naismith Dr	41	M O
Deerfield Ln	Glenview Dr	Princeton Blvd	53	M O
E 18th Ter	Maple Ln	Harper St	57	M O
E 20th St	New Hampshire St	Barker Ave	44	M O
E 21st Ter	145' S of E 21st St	Maple Ln	50	M O
E 26th St	129' E of Allison Dr	Ponderosa Dr	58	M O
Engel Rd	University Dr	W 15th St	51	CG
Frontier Rd	Riverview Rd	Trail Rd	46	M O
Hilltop Dr	W 9th St	Harvard Rd	38	M O CG
Homestead Dr	Lawrence Ave (N)	Lawrence Ave (S)	41	M O
Kansas St	Montana St	Utah St	59	M O
Mississippi St	W 4th St	W 5th St	35	M O CG
N Perimeter Rd	Learnard Ave	E 23rd St (E)	53	M O CG
Naismith Dr	W 18th St	W 19th St	54	M O CG
Naismith Dr	W 19th St	W 19th Ter	54	M O CG
Naismith Dr	Naismith Dr (NB&SB)	W 24th St	41	M O
Naismith Dr	W 19th Ter	W 20th St	54	M O CG
Naismith Dr (NB)	W 23rd St	Naismith Dr	54	M O
Naismith Dr (SB)	W 20th St	W 23rd St	63	M O CG
Naismith Dr (SB)	W 23rd St	Naismith Dr	47	M O
Ohio St	NEOP	Dakota St	39	M O
Ohio St	Dakota St	Kansas St	42	M O
Pebble Ln	W 27th Ter	W 28th St	51	M O
Pebble Ln	W 28th St	W 30th St	50	M O
Ponderosa Dr	E 25th Ter	40' S of E 26th St	59	M O
Rhode Island St	E 20th St	186' S of E 20th St	57	M O
Rhode Island St	E 19th St	E 20th St	52	M O CG
Schwarz Rd	W 9th St	Yale Rd	59	M O
Sharon Ct	Trail Rd	Cul-de-sac	56	M O CG
Silicon Ave	147' S of Crosswind Ct	E 23rd St	50	M O
Trail Rd	EOP	Lawrence Ave	47	M O
Trail Rd	125' W of Terri Ct	Folks Rd	63	M O
Trail Rd	Monterey Way	134' W of Eldridge St	59	M O CG
Trail Rd	134' W of Eldridge St	125' W of Terri Ct	58	M O
Vermont St	E 23rd St	Montana St	49	M O
W 15th St	103' W of Burdick Dr (P)	Iowa St	59	CG
W 21st St	Louisiana St	Naismith Dr (NB)	46	M O CG
W 22nd St	Vermont St	Tennessee St	51	M O CG
W 24th St	Naismith Dr	540' E of Ousdahl Rd	47	M O CG
W 26th St	Lawrence Ave	WEOP	53	M O
W 27th Ter	136' E of Pebble Ln	Lawrence Ave	53	M O
W 4th St	30' W of Arkansas St	Michigan St	43	M O CG
W 4th St	Maine St	31.5' W of Missouri St	44	M O CG

Street	From	To	Cycle One PCI	Maintenance Type
W 4th St	31.5' W of Missouri St	30' W of Arkansas St	46	M O CG
W 4th St	Indiana St	Maine St	58	M O CG
W 8th St	W 9th St	Kasold Dr	40	M O CG
W 9th St	Lawrence Ave	W 8th St	62	M O CG
W 9th St	90' E of Emery Rd	528' E of Avalon Rd	66	M O
W 9th St	Kentucky St	90' E of Emery Rd	58	M O
W 9th St	528' E of Avalon Rd	Iowa St	55	M O
W 9th St (Bulb)	W 9th St	Cul-de-sac	47	M O
W Campus Dr	W Hills Ter	Crescent Rd	47	M O
W North Park St	Massachusetts St	Vermont St	53	CG
W South Park St	Massachusetts St	Vermont St	56	CG
Westridge Ct	Frontier Rd	Cul-de-sac	48	M O
Westridge Ct	Cul-de-sac	Frontier Rd	46	M O
Yale Rd	Highland Dr	Iowa St	38	M O CG
Yale Rd	Crestline Dr	Schwarz Rd	56	M O
Yorkshire Dr	Princeton Blvd	Peterson Rd	56	M O CG