The following outlines the methodology used to determine the pavement maintenance program using both Bond funds and annual Capital Improvement Plan (CIP) funds.
All roadways in Town were evaluated initially in 1995 and again in July 2001 for pavement distress including cracks, potholes, utility cuts, and the like and entered this information into a database within the noted computer software. Using parameters noted, a pavement condition index or PCI number is developed for each roadway, with 100 being perfect. Surface distresses which may be evident to the average resident will not cause the ranking to be as low as that where structural problems exist. Engineering and the Physical Services Division staff determined five types of repair strategies to be assigned to repair the various defects noted. (Base Rehabilitation or reconstruction, Surface Structural Improvement i.e. milling and overlay, Routine Maintenance i.e. local deep surface repairs, Preventive Maintenance i.e. crack sealing and Do Nothing.) By entering a given budget amount, the computer does a cost benefit analysis of all roadway segments in town and generates a Benefit Value to the cost of each repair. It also provides a listing of which roadways should be repaired within a given timetable. The program takes into account that older roads' condition deteriorates faster in later years. The repair type and cost for each roadway is analyzed and a Benefit Value determined which road ranks where moneys should be best spent to maximize gain. The concept is not to spend all money on the worst roadways, (i.e. basing budget purely on PCI level) which may require complete reconstruction, but rather to spend some money in preventative maintenance and keep roadways with a moderate amount of distress from deteriorating to a point which requires total reconstruction.
The roads we recommend each year do not focus on the town's worst roads, but instead outlines a strategy which puts money toward upkeep of roads in relatively good condition as well as repairing some in worse condition. This is done by assigning a benefit value to each segment and repair. The benefit value takes into account road length, traffic volumes, estimated life remaining, cost of current repair and pavement condition index. This determines the most cost effective use of the town's budgeted money. Note if all money were used for reconstruction of the worst roads, we would never be able to afford it, we would never catch up and roadway conditions would worsen over time.
We currently run out a five year program (published for staff use only) so we can repave several roads nearby within a given neighborhood if the program recommends to do this. As an example, if Farmingdale Road would require overlay 2 years out, it may make better sense to have it paved now while we are mobilized to that geographical area. Note we have to pay for mobilization/demobilization costs if we jump all over town. Generally roads within a given neighborhood are approximately the same age and will probably appear in the recommended program within years of each other.
Our current strategy is working. The latest report from VHB our pavement management consultant has shown our town-wide average PCI has increased from 77 in 1995 to 78 in 2001 using this strategy.
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