05/09/2005 Council Packet - Laserfiche WebLink

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• • • ROADWAY PAVEMENT CONDITION PROJECTIONS Using the computer analysis, the expected useful life of each block was projected. This was done using the maintenance approaches and the reconstruction levels that have occurred over the past years within the City. This analysis showed that if the City continues its current process of special maintenance and reconstruction at the same rate it has averaged over the past years, there will be serious deterioration of the roadway system and ultimately very high reconstruction expenses. It was projected that if current maintenance practices continue to be used over the next 10 years, the number of miles of "problem" roadways will likely increase from today's less than 13% of the system to more than 28 %. Not only would this reduction in the overall condition of the roadways most likely be unacceptable to the public, it would be very expensive, an estimated $39 million in 2014 (Plan Year 10), to restore the overall system at the end of that time to only its current condition today (Figure 4). Another example of the cost of deferring needed maintenance and reconstruction is illustrated by the 2005 estimated cost of $2,375,700 for the reconstruction of West Shadow Lake Drive. It is estimated the 2008 costs would be $2,750,000 due to increases in construction costs. MAINTENANCE COSTS INCREASE AS PAVEMENT GETS OLDER Maintenance costs increase considerably as the pavement gets older. The maintenance actions and costs required to keep the roadway in its present condition are much less when the roadway is relatively new and in good condition, allowing for sealcoating, rather than later when the roadway is older and deteriorated when overlaying is required. The cost of overlaying is typically 9 times the cost of sealcoating. Therefore, it is important that the proper maintenance actions be taken at the optimal time to minimize maintenance costs and maximize the useful life of the pavement. Figure 2 indicates that if the first sealcoating at year 7 was not done at a cost of S20,000 per mile, the condition of the pavement would have declined to the extent that overlaying would be warranted by year 14 at a cost of $180,000 per mile in today's dollars. The graph indicates that at year 14, two sealcoatings would have occurred at a total cost of $40,000 per mile, compared to a single overlaying of $180,000 per mile, for a savings of $140,000, illustrating the eventual cost of deferring maintenance actions in today's dollars. 12 -135-