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
8/10/2019 Pittsfield Pavement Management Report
2/31
8/10/2019 Pittsfield Pavement Management Report
3/31
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.lt
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
8/10/2019 Pittsfield Pavement Management Report
4/31
CITY
OF
PII'TSFITLD
iaoe*entf,fiunag"*"nt
SysIem
Report
'
Suly
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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
8/10/2019 Pittsfield Pavement Management Report
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
8/10/2019 Pittsfield Pavement Management Report
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
?"$rpe
Pavement
surface
types are also
input into Cart6Graph.
The
pavement
surface
type
defines
the
types of
pavement
that
make up
a roadway,
Each
type
of
pavement
performs
differently
undervariable
loading conditions'
Forthis
project,
the
pavement
surface
types
were mostly
classified
as
either
conventional
asphalt
pavement
(Asp) or
concrete
pavement
(Concrete),
When shoulders
are
paved
as
part
of the
roadway
they have
been
included
in the segment
width'
When
possible
and
inmorerural
areas,
thec'rtyshouldfocusrepairsonroadway.
lftheCitychoosestoforgorepairoftheshoulderwhile
just
focusing
on the roadway,
the shoulder
width
is
not
included
as
part
of
the
segment
width
and
is
noted
in
the field
survey ofthe
roadway
network.
lf any
unpaved shoulders
are
paved
in
the
future,
the new
pavement
should
be
added
to the
Cart6Graph database
as
an
additional
width
to the segment of the City's
network
if
this
is
an
important
section to maintain
as
previously
described.
Atthis time, the
costto
pave
and/or maintain
gravel
and
paved
shoulders,
other
than those
that would
be logically repaired
with the
roadway,
have
not been
included
in
the
Kimley>[-lorn
ttt
-J
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rs
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$
s
q
&
s
8/10/2019 Pittsfield Pavement Management Report
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
8/10/2019 Pittsfield Pavement Management Report
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,
8/10/2019 Pittsfield Pavement Management Report
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
8/10/2019 Pittsfield Pavement Management Report
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
$q
l:
B
imley>h{orn
10
8/10/2019 Pittsfield Pavement Management Report
11/31
r:.
,ri3
CITY
OF
PTTTSFIELD
PaVemehtManagemcnt
System
Report
.
july
Z0' 4
s,;$".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
8/10/2019 Pittsfield Pavement Management Report
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
$zo,ooo,ooo
o
IL
e
515,000,000
E
g
I
ro,ooo,ooo
3.Bo/o
Kimley>hlorn
8/10/2019 Pittsfield Pavement Management Report
13/31
.. i',).far*
r
:,,$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
8/10/2019 Pittsfield Pavement Management Report
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
8/10/2019 Pittsfield Pavement Management Report
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
8/10/2019 Pittsfield Pavement Management Report
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)
$315,000
TABIE 9:
FUNCTIONAL
CLASSIFICATION
PRIORITY
Urban
Collector
4x
Urban
Minor
Arterial
6x
I(mley>>[-lorn
8/10/2019 Pittsfield Pavement Management Report
17/31
''Pavement'ltitanagement
System
Report
.
July
a0l4
,S.#.f,
trerrermerpf
t/se
efmssffiamgfom
The
final
parameter
for
priority
is
based
on
pavement
use
classification
and
is
show
below in
Table
10.
Each
of
these
pavementclassifications
are
associated
with
a
deterioration
curve.
These
priorities
were
then
factored
into
the
NpR
forselection
of
segments
to
be
repaired
at
a
weight
of 3
times
as
typical
for
industry
standards
and
relative
to
the
additionalparameters
included
in
the
NpR.
4.$
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
$qq{sphalt
Concrete
1-0i
PCC
Jointed
Concrete
gx
RuralAsphalt
6x
Kimley>>Horn
l1
8/10/2019 Pittsfield Pavement Management Report
18/31
CIIY
OF
PITTsFIELD
Pavement
Management
System
Reporl
"
July
2014
Crack
Sealing
Single
Chip
Seal
Flexible
Composite
Double
Chip
Seal
Flexible
Composite
Slurry
Seal
Flexible
Composite
Micro-surfacing
(Single
Course)
Flexible
Composite
Asphalt
Overlay
(1.5',)
Flexible
Composite
Mill
and
Overlay (1.5")
Flexible
Composite
Concrete
Pavement Restoration
Full
Reconstruction
Rigid
TABLE
mgt*:llYlcE
u
FE
cAl
Ns
Fo
R PAVE
M
ENr
TREATM
ENrs
Flexible
Composite
Risid
,F.rr ry{#.srurrrs*&:r
Upto3
Upto3
Upto3
3to6
NA*
4to7
3to6
3
to
5t*
NA*
5to10
4tog
5to10
4tog
7
to 15t*
NA-
NAT
ffi
,,ffi
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ffi
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ffi
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w.",
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Rieid
'Sufficient
data
is
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Je
'*Additionar
information
is
necessary
to
quantify
the
efie;ded
life
more
accuratery
Flexible
Composite
Upto2
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Ultrathin
Asphalt
Overlay (0.75")
3
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3
to
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Mill
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Overlay
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Flexible
Composite
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ta
L7.
7
to]z
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Overtay
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15
to 40
15
to 40
Full-depth
Concrete
Repairs
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15
to
50
18
8/10/2019 Pittsfield Pavement Management Report
19/31
_clTY
0F
PTTT,SFIELD
:
|
'RlvemelltManagefient$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
8/10/2019 Pittsfield Pavement Management Report
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
8/10/2019 Pittsfield Pavement Management Report
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
8/10/2019 Pittsfield Pavement Management Report
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
8/10/2019 Pittsfield Pavement Management Report
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