Item 18 - Measure M2 Funding Eligibility 2026-27 Renewal

Home Browse Search

EXHIBIT 2 4.0 Maintenance And Rehabilitation Strategies It is imperative for the City to receive the proper amount and type of funding to perform the M&R strategies as a plan to preserve the roadway pavement system in good condition. The plan is to apply a slurry seal coat to new or recently rehabilitated streets at regular intervals, usually seven to ten years. After a couple slurry seal coats, maintenance (thin) overlay or structural overlay shall be utilized to address structural issues. Every street will fail eventually or reach a point where it is more cost-effective to reconstruct than to repair. The roadway functional classification (refer to Section 3.0 Pavement Network) and the original design life of a particular street section will determine the intervals and treatment types. Additionally, streets with higher speeds, traffic volumes, and/or loads, will demand a larger pavement section. To account for the differences in pavement section across the spectrum of streets within the entire pavement network, the streets are grouped into M&R families according to their functional classification and/or surface type and a cost by condition is applied. The cost by condition for the arterial and local networks is shown in Table 4-1 and Table 4-2, respectively. These unit costs per SF include the soft costs of design, inspection, and construction engineering and are compiled utilizing current projects as a basis for costs. As the pavement ages, the PMP is designed to predict the roadway pavement's PCI based on the deterioration curves (refer to Section 2.0 Methodology). Additionally, the PMP, which is a tool to assist the City in making decisions when planning pavement M&R, involves scheduling pavement maintenance and rehabilitation before pavements deteriorate to a condition where reconstruction is the only solution. Based on Figure 2-1 in Section 2.0 Methodology showing how pavement generally deteriorates and the relative M&R cost (refer to Table 4-1 and Table 4-2) at various times throughout the pavement life, the critical PCI is established at 60. The critical PCI is defined as the PCI value after which the pavement section is expected to deteriorate rapidly with age, or the rate of PCI loss increases significantly with time, and the unit cost of repair greatly increases; therefore, the threshold for M&R decisions are considered at the critical PCI value since the cost of maintaining the pavement above the critical PCI value before the deterioration occurs is much less compared to maintaining pavements after substantial deterioration has occurred. Planned M&R strategies, essentially preventing pavements from reaching deteriorated conditions, helps the City stretch and maximize the use of City budgets and prolong the life of the pavements. StreetSaver utilizes the inventory database combined with the inspection information, M&R options along with their associated costs, and the deterioration curves predicting future pavement condition to calculate the chosen budget activity to reflect the best pavement management practices and costs. The City's PMP goal is to maintain a pavement system network with an optimal PCI of 75 ("Good" Condition) or better. The City's pavement system currently has 63 percent of the pavement sections in "Good" or "Very Good" condition (refer to Section 3.0 Pavement Network). The PMP will recommend priority list of maintenance treatments annually to bring all City streets to at least "Good" condition. The preventive M&R treatments, which are inexpensive treatments to extend pavement life cycle, have minimal costs since they are applied prior to pavement deterioration to "Poor" and "Very Poor" conditions. City of Santa Ana 2026 Pavement Management Program 4-4-4