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HomeMy WebLinkAbout1995-08-15; City Council; 13270; AUTHORIZATION TO ADVERTISE FOR BIDS FOR CONCRETE REPAIRS AND STREET RESURFACING PROJECT NO . 2411 AND 2412. c AND STREET RESURFACING. PROJECT NOS. 241 1 & 2412 ITEM EXPLANATION: For a number of years, the City of Carlsbad has made a strong commitment systematic preventative maintenance of pavements on its road system. This pro utilizes a combination of chip seals, slurry seals, and pavement overlays to revitalizt protect pavements. This program extends the life of the roadway surface alleviatin need for costly roadway reconstruction. This program has been extremely effective I past, resulting in one of the finest roadway systems in the County. The current program (described in Exhibit 3) has broken the City into quadrants. every four years, the appropriate quadrant is systematically surveyed to identify stre receive either a slurry seal, chip seal, or pavement overlay. Approximately $1 ,OOO,( gas tax funds will be required each year to fully maintain the system to optimum stanc For the 1995-96 Fiscal Year, the southwest quadrant of the City will be the focus i program. The projects being advertised at this time cover the overlay portion ’ program and will be focused on the following streets also shown on Exhibit 1. 1. 2. 3. Wisteria Way. In the next month, contracts for chip and slurry seals will be going to bid whit complete this year’s program by early Fall. Palomar Airport Road - Palomar Oaks to Camino Vida Roble. Yarrow Drive - Palomar Airport Road to Camino Vida Roble. Columbine Drive. ENVl RONM ENTAL REV1 EW. This project is categorically exempt from environmental review under the provision$ California Environmental Quallty Act (CEQA). The Engineer’s Estimate for the completion of this contract is $373,000. Funding project is from Maintenance Account Number 152-820-51 10-241 2 which has a balance of $1 , 191,000. 1. Location map. 2. Resolution No. ?$-22f which approves the plans and specifications for c repairs and street resurfacing and directs the City Clerk to solicit bids for said p 3. Copy of City’s Pavement Management Program (attached). 3 0 0 r . NOT TO SCALE - STREET OVERLAY CONCRETE REPAIRS oemomoe 6 .- &* 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 0 e RESOLUTION NO. 95-228 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CARLSBAD, CALIFORNIA, APPROVING PUNS AND SPECIFICATIONS AND AUTHORIZING THE CITY CLERK TO ADVERTISE FOR BIDS FOR CONCRETE REPAIRS AND STREET RESURFACINGS. PROJECT NOS. 241 1 & 2412 WHEREAS, the City Council of the City of Carlsbad has determined it nec desirable, and in the public interest to repair concrete curb, gutter and sidewalks and r( asphalt streets; and WHEREAS, the plans, specifications, and contract documents for completing thir have been prepared and are on file in the Engineering Department of the City of Carlsl WHEREAS, the approved 95-96 Maintenance budget includes sufficient funds to ( this project. NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of ( California, as follows: 1. That the above recitations are true and correct. 2. That the plans, specifications, and contract documents as presented ar approved. Ill Ill Ill /I/ Ill Ill I// Ill Ill Ill t- 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 l6 17 18 19 20 21 22 23 24 25 26 27 28 0 0 3. That the City Clerk of the City of Carlsbad is hereby authorized and dire publish, in accordance with State law, a Notice to Contractors inviting bids for concrete and street resurfacing, Project Nos. 241 1 & 2412, in accordance with the plans, specifi and contract documents referred to herein. PASSED, APPROVED AND ADOPTED at a regular meeting of the Carlsbad City held on the 15thday of AUGUST , 1995 by the following vote, to wit: AYES: Council Members Lewis, Nygaard, Kulchin, Finnila, Hall NOES: None ABSENT: None ATTEST: (SEAL) ALETHA L RAUTENKRANZ, Clty Cl& EXHIBIT 3 0 0 CITY OF CARLSBAD PAVEMENT MANAGEMENT PROGRAM - PURPOSE To maintain the City's system of asphaft concrete streets in the best possible condition with a limited, but constant amount of funding, METHOD The program's objective will be accomplished by establishing a street inventory syster and by directing a large part of available street maintenance funds to preventiv maintenance programs. Some of the preventive maintenance procedures will consist c new technology where it can be shown that employing these new methods will reduc overall costs. The Pavement Management Program will also attempt to implement strec repair projects concurrently with the construction of new curb, gutter and sidewall thereby giving an overall 'new' street appearance. Whenever possible, pavemei rehabilitation activities will be made a part of other projects that have their own source c funding. The street inventory system will be incorporated into and maintained by tt Geographical Information System (GIs). The GIS will keep a permanent record of strec pavement condition and street rehabilitation activities. BACKGROUND Given a limited amount of funding for street maintenance, the primary goal of tt pavement management program is to use the available funds in a manner that ensurc good streets over the largest portion of the City. To do this, the first priority of the Ci must be to expend funds on streets that are in good condition. Information prepared I the National Association of County Engineers shows that for every dollar spc maintaining a good street, the equivalent cost for maintaining a poor street would be fc to five times higher. Furthermore, the maintenance free period of a good street expected to be three times longer than that of a poor street. DEFINITIONS It is necessary to define what is meant by a 'good street',. For most people, a good stri means a 'smooth" ride in a car. So now the problem is defining smooth. If we put f people in a vehicle and drive them over a section of street and ask them to rate ' smoothness of the street on a scale of one to five, it is very unlikely that all five WOI agree on one number. What happens to the number when the five people are ridins a new Lincoln? A 1975 Bronco? Because rating a road by ride quality is subjectiw nature, it will not be used as a criteria in rating the quality of City streets. Even if ' same individual was designated to evaluate ride quality every year and he drove the sa vehicle (in the same mechanical condition) every year, it would be difficutt to defend decision to rehabilitate (or not rehabilitate) a street based on this information. It wc be difficuft to convince a citizen who is complaining about the quality of his street that street will not be rehabilitated this year because a City employee riding in a City vehi subjectively decided the ride quality was sufficient. Instead, the Pavement Manager Program proposes to rate the condition of City streets using the following objec criteria: 1 0 0 1. Longitudinal and transversed cracking. If any portion of a continuous crack i: greater than 1/8', the entire length of the crack will be measured and noted. E crack number will be assigned based on the following formula: x 100 lenuth of crack CN = length of street segment Ruttinq. Rutting is the concave depression of asphalt in the wheelpaths of a lane A 10' straight edge will be laid across the travel lane and the number of deviation greater than 1/2' at 2' intetvals on the straight edge will be noted. The straigt edge will be layed across the traffic lane at 300' intervals. 2. 3. Raveling. Raveling is the loss of aggregate from the pavement surface. Th surface appears to be pitted or "washed out'. All areas greater than one squar foot will be noted and assigned a value of one. Patchinq. Patching is visibly apparent to everyone. When a street section start to look like a checkerboard, it is time for rehabilitation work. The area of a patches will be measured. A number will be assigned to each street sectio based on the percent of patching. A patch number will be assigned based on tt- following formula: area of patches PN = area of street section 4. x 1,000 Alligator cracking and potholes are omitted from the criteria for two reasons. First, E stated earlier, cracking must occur before potholes can develop. Once the Pavemei Management Program is operating, cracking will be addressed before potholes have chance to develop. Alligator cracking is a special case of cracking and is generally dL to subgrade failure. Sealing or overlaying alligator cracking is a temporary fix at best ar a waste of money at worst. Severely alligatored streets are prime candidates fc reconstruction and it may be economically wise to spend no maintenance money on severely or extensively alligatored street. Second, it is possible that alligator cracking potholes could appear in a small portion of a street section. If most of the affected stre section is in good shape, it makes little economic sense to treat a whole street sectic because a small area has potholes or alligator cracking. The Pavement Manageme Program proposes to have the street section of the Community Senrices Departme repair localized potholes and alligator cracking. Citizen complaints of potholes will I reviewed by pavement management personnel and referred to the street section if tl area is relatively small or it is a dangerous condition that needs immediate action. Again, the purpose of the Pavement Management Program is to maintain good streei Diverting money from street maintenance programs for good streets to repair streets th are beyond the maintenance threshold is a poor use of limited street maintenance func For this reason, the Pavement Management Program will allocate $1 00,000 each year a street reconstruction fund. Streets that have deteriorated beyond the maintenan threshold will be prioritized and scheduled for reconstruction when sufficient funds 2 accumulated in the reconstruction fund. 2 e 0 J SCORING SUMMARY Each street section will be assigned a number based on above described criteria. i higher number reflects a larger number of defect9 and the higher rated street sections wi be candidates for rehabilitation action based orr available funds. The type of treatmer will be a function of the scoring of the individual criteria. For example, a street sectio that has a high defect number due solely to patching may only need a slurry seal. A street section that is extensively rutted needs an overlay. A slurry seal will not correI rutting defects. The cut-off point for treatment and the type of treatment to employ wi be made after an analysis of the available data. PROCEDURE The Pavement Management Program is dependent upon a regular visual inspection t City streets. Residential streets will be inspected every four years and arterial an collector streets will be inspected every two years. An accurate measurement of strei lengths and widths will be obtained with the initial inspections. Currently, it is estimate that nearly 100 lane miles of streets will be inspected every year at a cost to the City ( approximately $6,000. Visual inspections will be supplemented with deflection testing I arterial streets at an estimated cost of !B,OOO per year. The visual inspections will focus on subtle street characteristics that are harbingers future street problems. For example, we all know what a pothole is, and if a street hi an extensive number of potholes we most likely would agree that the street needs son work. What may not be so obvious is the fact that before a pothole develops, tl pavement generally cracks. Observing the pavement for cracks is one of the prima goals of the visual inspection. Once a crack is detected, remedial action can be takt and greatly lessen the likelihood that a pothole will develop. The cost of crack sealir is much less than repairing a pothole and sealing generally prevents potholes fro developing. What happens to the street that develops cracks a month after it is inspected? Will tl cracks on this street go unrepaired for three years and eleven months? Because of tt possibility, residential streets are scheduled for sealing every eight years regardless oft results of the visual inspection. This means that every year, one-eighth of the resideni streets in the City will be re-sealed at an approximate cost of $125,000. Because Strc Department personnel are working in the streets every day, they will be encouraged report any street cracking or other potential problems to the Pavement Managemc Program director. DATA MANAGEMENT All of the data collected by the program will be integrated into the GIs. All citiz complaints/requests about pavement matters will be logged through the GIs. New stret accepted for maintenance by the City will be added to the GIs. Visual inspections i result in a numerical result for street sections and this number will be recorded by 1 GIs. 3 e 0 DEFLECTION TESTING Deflection testing is a non-destructive method of determining the load carry ability of q street. Simply stated, deflection testing applies a load to a street and measures hou much the street sags, or ‘deflects’. There is a direct correlation between the amount i street deflects and its remaining useful life. Because heavy street loading is due to truc, traffic and trucks generally travel the City’s arterial roads, deflection testing will bc residential streets or collector streets). Arterial streets that deflect excessively will be scheduled for a pavement overlay. The co: for overlaying one mile of street 40 feet wide is approximately $55,000. The City he approximately 75 two lane miles of arterial and collector streets (an exact number will t: known once the street inventory is completed). Based on a 15-year useful life, we nee to overlay 5 two lane miles a year at a cost of $275,000. Although overlaying a street mE appear expensive, it is less than half the cost of totally reconstructing the same stres Occasionally, an overlay will not adequately rehabilitate a street, and total reconstructic may be the only option. In that case, no funds will be expended to maintain the strei other than to repair dangerous conditions. performed on arterial streets only (one exception will be where bus routes travers IMPLEMENTATION The Pavement Management Program will be implemented in four phases beginning in tt Summer of 1995. The first phase will begin with the sealing and/or other treatment i approximately 10 miles of residential streets in the southwest quadrant. Prior to tt beginning of the first phase, all residential streets in the southwest quadrant and c arterials and collectors in the southwest and southeast quadrants will be inspected ar inventoried. There are three reasons for beginning the Pavement Management Progra in the southwest quadrant. One, it has the largest number of newly constructed stree and one goal of the Pavement Management Program is to seal new streets two yea after they are accepted by the Ci. Two, a large number of residential streets in tt quadrant received treatment eight years ago. Three, a portion of Palomar Airport Ror and Yarrow Drive which lay within this quadrant are being scheduled for a paveme overlay in the Summer of 1995. The second phase will begin in the Summer of 1996 wi the sealing and/or other treatment of approximately 10 miles of residential streets in tl northwest quadrant. Resurfacing of residential streets in the northeast and southez quadrants will be scheduled for the Summer of 1997 and 1998, respectively. Arterial ai collector streets in the northwest and northeast quadrants that need maintenance will I scheduled for same in the Summer of 1996. The City has approximately 100 two-lane miles of residential streets (again, an exa number will be known once the street inventory is completed). Based on a 30-year use life (double the useful life of an arterial road), we need to overlay three two-lane mile: year at a cost of $165,000. 4 c 0 0 COST SUMMARY t Annual Expenses 1. Program Management $30,000 3. Residential Street Sealing 125,000 4. Other Sealing Projects 50,000 5. Overlaying Arterial Streets 275,000 6. Overlaying Residential Streets 165,000 7. Street Reconstruction Fund 100.000 TOTAL $755,000 2, Inspection & Testing 10,000 PROGRAM SUMMARY This Pavement Management Program must be user-friendly. It must be easy understand and give the City the information necessary to make the correct decision the streets to rehabilitate and the types of treatment to employ. The City must be willi to tolerate some second guessing by the public on the program's priority of strc rehabilitation. There will be times when the City will be accused of spending money a street that appears to be in "perfectly good shape' and ignoring streets that 'obviou need some work". That is the major goal of the Pavement Management Program - keep good streets in good shape. If the City bows to public pressure and expen money chasing the philosophy of 'worst first' street repair, the cost in the long-run will much higher and public satisfaction much lower. It must be remembered that the projected annual cost is in 1994 dollars. Futi appropriations must be adjusted for inflation. The inflation factor to be used will be I construction cost index published in the journal Enuineerinq News Record. This procedure is a best first estimate to implement a useable program. It is anticipal that the program will be modified for easier use, better results, and to assuage 1 concerns of all those it will affect. 5