1.

0 CITY OF HOLLYWOOD, FL
PAVEMENT MANAGEMENT SYSTEM REPORT
1.1 PROJECT INTRODUCTION

The nation's highways represent an investment of billions of dollars by local, state and
federal governments. For the City of Hollywood, who maintains 447 miles of paved
roadways, this investment translates into roughly $581 million, when factoring in a
replacement (reconstruction) cost of approximately $1.3 million per mile.

Total Pavement Network Value ($) $581M

Total Distress Value/”Fix” Everything ($) $57.8M

1.2 PRINCIPLES OF PAVEMENT MANAGEMENT

Given the persistent shortage of funds for maintaining these street systems, the preservation
and stewardship of existing roads have become a major activity for all levels of government.
An excellent way of maximizing the return on investment for the monies that do exist for road
maintenance is to implement a pavement management system.

In its most basic form, pavement management is a systematic, heads-up approach to

extending the life of your pavement network. More specifically, it is the process of planning,
budgeting, funding, designing, constructing, monitoring, evaluating, maintaining and
rehabilitating the pavement network to provide maximum benefits with available funds.

A pavement management system provides tools and methods for finding and implementing the
best strategies to keep your pavements up and running as smoothly and efficiently as
possible, and for as long as possible. Repairing streets when they are still in fair condition
ultimately costs less over their lifetime than waiting to fix roads that have fallen into poor
condition. In other words, the proactive approach of routine pavement management means
less money wasted on frequent roadway reconstruction, and a potential savings of millions of
dollars to your community.

This process is illustrated in Figure 1-1. It details how timely intervention can delay the
inevitable total reconstruction for as long as practical. If repairs are delayed until a road is
rated in “Fair” condition or worse, the cost of rehabilitation becomes 4 to 5 times more
expensive than for those roads in “Good” condition. This means without preventive
pavement maintenance, the cost of rehabilitation will be prohibitively expensive.

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Practically speaking, pavement management systems provide a way to store an accurate
inventory of all roadways your agency is responsible for, enriched with links to easements,
as-built records and historical documentation. The breadth and depth of information they
hold, including digital images of roadways, baseline pavement condition data and reviews of
deterioration over time, make them invaluable resources for measuring and tracking the
effectiveness of maintenance and rehabilitation strategies.

It seems self evident that staying on top of the condition of your roadways will save you
money and time. Successful pavement management programs let agency decision makers
develop reliable performance models for the roadway, which can be used to generate sound
policies and long-term rehabilitation strategies, budgets and timetables. Pavement
management also acts as a central registry of the roadway network that can be shared with
other agencies for issues related to right-of-way assets.

Of course, another compelling reason for implementing a pavement management system is

the Governmental Accounting Standards Board (GASB) Statement 34. This regulation
requires agencies that collect taxes for the purpose of managing a long-term, fixed
infrastructure asset to either:
● Option #1 - Implement financial accounting controls to effectively depreciate and
plan for the replacement of fixed assets; or,
● Option #2 - Implement an asset management system that provides a mechanism to
gauge and budget for the long-term rehabilitation and/or maintenance of assets.

This study completed on the City’s roadway network can be used as the basis for achieving
GASB 34** compliance, either as the foundation for the inventory and valuation of the
network (Option #1), or as the foundation of an asset management system (Option #2).

** Although the City may not be required to meet GASB 34 standards, they should still follow
the industry best practices with regards to monitoring their infrastructure.

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1.3 THE PAVEMENT MANAGEMENT PROCESS

Figure 1-2 depicts the three unique, but equally important steps that comprise the
pavement management process.

1. System Configuration
The first step involves identifying all roadways of the project network and assigning them a
unique identifier. For each asset, we listed its physical characteristics (length, width, etc.)
and attributes such as pavement type and road classification. As part of this step, the
network is linked to a map.

2. Field Data Collection or Field Surveys

After Step 1 is completed, every roadway in the system is surveyed and its condition
assessed using the following criteria:

Surface Distress
Using high definition digital images, technicians evaluate the distress of the roads they travel
on. They record pavement conditions such as cracking, potholes and raveling. All of which
are examples of surface distress.

Severity
Once a distress has been identified, its severity (Low, Moderate, High) is attached to the
appropriate record and its count (e.g. number of potholes), square footage (area covered by
cracking), or linear feet (length of a specific crack) is added, as well.

All field survey data is collected in samples and summarized on an

intersection-by-intersection basis. Each section constitutes a unit of data to populate the
pavement management system.

Other data collected during field surveys include the pavement width, the pavement type,
GPS coordinates and digital images.

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3. Analysis and Reporting
After all of the data has been gathered in the field, PCIs are calculated using the following
process:

Step 1: All condition ratings of the field surveys captured at sample areas are combined to
calculate one value that represents the whole section (section PCI) using the area weighted
average:

Step 3: Using customer-defined constraints, such as the desired level of service or available
rehabilitation technologies or budgets, paving plans are developed in the pavement
management system.

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1.4 UNDERSTANDING THE PAVEMENT CONDITION INDEX

The following illustration (Figure 1-3) shows how the Pavement Condition Index (PCI)
deteriorates over time for 3 different types of roadways. It also compares the PCI’s to
commonly used descriptive terms (Good, Satisfactory, Fair, Poor, Very Poor, Serious, Failed).
The divisions between the descriptive terms are not fixed, but are meant to indicate common
perceptions of roadway condition.

Table 1-1, an industry standard, defines the different PCI condition levels with respect to the
remaining life of a pavement and typical rehabilitation options recommended.

PCI Work Type Description Remaining Rehabilitation Options

Life

86-100 Rejuvenation Good 15-25 Years Little or no maintenance required -

reclamite, fog seal rejuvenation

71-85 Global Satisfactory 12-20 Years Routine maintenance -

Preventative microsurfacing, slurry seal, crack
Maintenance sealing

51-70 Critical Fair 10-15 Years Cape seals, microsurfacing, thin

Condition overlays

26-50 Conventional Poor 7-12 Years Resurface, mill and resurface

Approach

0-25 Reconstruction Very Poor 5-10 Years Reconstruction, rebuild, full depth
reclamation
Table 1-1 - Industry Standard for PCI Condition Levels

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2.0 FIELD DATA COLLECTION
2.1 PAVEMENT SURFACE CONDITION SURVEY

At the heart of pavement management is the acquisition and processing of pavement

performance data. Transmap collected these data for the City of Hollywood using GPS and
high definition digital images for each road section.

Pavement distresses recorded during this survey are itemized in Table 2-1 below, with
respect to their pavement type (AC=Asphalt Concrete Pavement, PCC=Portland Cement
Concrete).

Index Description Applied

To

Asphalt

Surface Fatigue cracking that consists of a series of interconnecting AC

Distress cracks formed by repeated traffic loading
(SD)

An assessment of the number and quality of roadway patches AC

An assessment of number of potholes and severity AC

Measurement of longitudinal cracks quantified by 3 severities and AC

lengths

Measurement of transverse cracks quantified by 3 severities and AC

crack count

Measurement of extent and severity of alligator cracking AC

Measurement of the extent of weathered and raveled pavement AC

Measurement of extent and severity of block cracking AC

Concrete

Edges of slabs broken PCC

Patching present in concrete PCC

Slabs divided into four or more pieces PCC

Transverse/longitudinal cracks that are divided into two or more PCC

pieces
Table 2-1 - Description of Distresses Recorded by Transmap

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2.2 PAVEMENT SECTIONS INVESTIGATED

The intent of this study was to develop a network-level pavement management system for
the paved and inspected roadways of Hollywood. When the survey was conducted in June
2013, the network was comprised of approximately 447 centerline miles of roadway, broken
down into two groups. One group are those streets functionally classified as arterial and
residential and the second group under consideration is alleys. Table 2-2 summarizes the
information regarding the network.

Functional Length Length (%) Area (yd²) Area (%)

Class (Miles)

Arterial and 359 80% 5,050,687 89%

Residential

Alley 88 20% 618,897 11%

Totals 447 5,669,584

Table 2-2 Total Inspected Area and Percentages

Concrete pavement type is excluded from the remainder of the report. Below are graphs
showing the information in Table 2-2.

Figure 2-1 Network Surface Area Percentages by Functional Class

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The bar graph below shows the number of square yards for the two groups and the related
PCI’s. The average PCI for the arterial and residential group is a 75, while the average PCI
for the alleys is only 59. The surface area of the arterials and residential streets is 8 times
as great as the alley group. The PCI of 75 was calculated using the PCI’s prior to taking into
account the 2013 utility repairs.

Figure 2-2 - Pavement Area and Average PCI by Functional Class

According to the boot camp notes Transmap will not include utility planned construction
roads in reporting. The Hollywood staff provided a list of pavement segments for utility
construction. Transmap assigned a PCI = 100 for all these segments and proceeded on with
the budget analysis. The Utility projects provided are equal to 94 pavement segments,
ranging in PCI from 27 to 95, consisting of 106,590 square yards, and 8.57 miles.

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3.0 PAVED NETWORK CONDITION &
FINDINGS
3.1 PAVED NETWORK PRESENT CONDITION

The street network maintained by the City of Hollywood consists of approximately 359
centerline miles of pavement (excluding alleys). The weighted average PCI for the 359 mile
network for 2013 is 75. The condition was obtained by multiplying the pavement condition
score of each roadway segment by the area of each segment, and then dividing the product
by the total square feet of the entire roadway network. (Section 1.3).

Figure 3-1 shows how the average condition index will deteriorate over time, if no
preventive maintenance measures are taken. For example, in five years it is estimated that
the average PCI will drop from 75 to 65. The annual PCI drop for Hollywood is 2.0 points per
year.

Figure 3-1: The “Do Nothing” approach will lead to a substantial drop in the average
PCI of the network.

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3.2 RECONSTRUCTION BACKLOG

Backlog roadways are those that have dropped sufficiently in quality such that surface-based
rehabilitation efforts would no longer be cost efficient. They require partial or total
reconstruction. Backlog is expressed as the percentage of roads requiring partial or full
reconstruction as compared to the total network.

The concept of present condition or PCI score and backlog must be fully understood in order
to develop an effective pavement management program. The PCI score indicates the
Pavement pavement condition and represents the amount of equity in the system. It is the
value most commonly considered when gauging the pavement quality of a roadway network.
It may also be used to define a desired level of service – that is, an agency may wish to
develop a pavement management program such that in 5 years the pavement network score
meets a set minimum value. It is the backlog, however, that defines the amount of work an
agency is facing and is willing to accept in the future. Furthermore, it is the combination of
the two that presents a true picture of the condition of a roadway network, and conversely
defines improvement goals.

Generally, a backlog of 10% to 15% of the overall network by area is considered acceptable
and manageable from a funding point of view. A target value of 12% would be considered
ideal. A backlog below 10%, while certainly desirable from a service perspective, may
represent a non-optimal expenditure of funds, if rehabilitation dollars are limited. Backlogs
approaching 20% or more tend to snowball rapidly, unless aggressively checked through
larger rehabilitation programs.

Sections that will be considered for Hollywood’s backlog fall into the conventional and
reconstruction categories. Figure 4-3 shows the percentage of surface area in each
Maintenance & Rehabilitation (M&R) Category for 2013 and 2018.

With 9% of the surface area in the backlog category, the City staff is doing a good job of
keeping the network above the critical M&R Category. Monies spent on timely pavement
preservation techniques, such as micro-surfacing and thin overlays allows the City of
Hollywood to keep their higher scoring roadways at a high level of service without a
significant increase in backlog.

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4.0 MAINTENANCE & REHABILITATION
PLANNING
4.1 KEY ANALYSIS INPUTS

All pavement management systems require user inputs in order to establish real world
budgets and pavement maintenance & rehabilitation (M&R) plans. During the boot camp,
decisions need to be made that affect the pavement rehabilitation program in a variety of
ways. The key inputs are:
● The M&R Pavement Preservation Categories
● The M&R pavement treatment type
● The PCI ranges assigned to the M&R categories
● Unit cost per square yard for each pavement treatment type
● Expected life of the treatment type
● Agency budget and length of the planning period
● Budget required to achieve a target PCI at the end of the planning period
● Desired backlog at the end of the planning period

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4.2 PAVEMENT PRESERVATION

Figure 4-1 represents the APWA/industry standard pavement preservation curve.

Figure 4-1 Pavement Preservation

Figure 4-2 represents APWA’s pavement toolbox. This toolbox looks at possible preservation
treatments and how they are cost effective to use as opposed to spending all funding on
worst-first maintenance (rehabilitation/reconstruction).

Figure 4-2 Preservation Treatments

This hierarchical strategy ensures that roadways slated for reconstruction remain in the
reconstruction pipeline, even if there is a funding shortfall. Available funds are used to preserve
those streets that can be treated with slurries and overlays. No real equity is lost when those
roads become unacceptable for use, since they were already scheduled for reconstruction.

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Figure 4-3 shows the pavement condition by Pavement M&R Category for 2013 and 2018.
Roads in the Global Category require preventative maintenance, which could include
patching, cape seal, micro surfacing, double micro surfacing, crack sealing or liquid road. If
left untreated, these roadways will drop in quality and become overlay candidates. In 2013
there is 9% of the pavement surface area in the conventional and reconstruction categories.
If there is no maintenance performed on the network, over the next five years, in 2018 this
percentage will increase to 25%. The pavement segments represented by these categories
need to be considered for the City’s worst-first reconstruction candidates. The graph also
depicts the downward trend in the condition of the of the roads in the Rejuvenation (No
Maintenance Required) and the Global M&R Categories.

Figure 4-3: Pavement Preservation Categories in 2013 and 2018

Arterial and Residential

Table 4-1 represents the four M&R categories and the associated price per square yard for
year 2013 as defined by the City of Hollywood staff. The table also represents what would
happen if no treatments were applied for five years (2018) and how the funding needed to
repair the system would increase by 2.00 times.

The values in Table 4-1, M&R Treatment and Costs (price per square yard), will be used in
the remainder of the report. Transmap has attached maps and printed reports that use
these four M&R categories. The maps and reports are broken out by segment and have
funding for each M&R category. The 2013 Roadway Pavement Condition Index Map, North
and South, use the standard MicroPAVER categories denoted in the legend.

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 M&R Category M&R Expected Price per 2013 Cost 2018 Cost
Treatment Result Square
Yard

Rejuvenation Do Nothing $0 $0
(PCI 86-100)

Global Micro-Surface 5 year $2.17 $8,225,908 $8,096,502

(PCI 61-85) stabilization

Conventional 1.0 inch AC 10 years $12.00 $4,698,468 $14,236,692

(PCI 40 - 60) Overlay PCI reset to
100

Reconstruction Total 20-25 years $75.00 $2,256,900 $8,243,400

(PCI 0 - 39) Reconstruction PCI reset to
100

GRAND $15,181,276 $30,576,594

TOTAL
Table 4-1 M&R Treatment and Costs for Arterial and Residential Streets

The Hollywood staff requested that Transmap conduct a sensitivity analysis using the
worst-first approach to maintenance of the system. This analysis will focus in on the 2013
conventional M&R Category, and was completed using an Excel Spreadsheets. The details
are provided below.

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Alleys

Table 4-2 represents the four M&R categories and the associated price per square yard for
year 2013 as defined by the City of Hollywood staff. The table also represents what would
happen if no treatments were applied for five years (2018) and how the funding needed to
repair the system would increase by 1.8 times.

The values in Table 4-2, M&R Treatment and Costs(price per square yard), will be used in the
budget analysis for Alleys. Transmap has attached maps and printed reports that use these
four M&R categories. The maps and reports are broken out by segment and have funding for
each M&R category. The 2013 Alley Pavement Condition Index Map, use the standard
MicroPAVER categories denoted in the legend.

M&R Category M&R Expected Price per 2013 Cost 2018 Cost
Treatment Result Square
Yard

Rejuvenation Do Nothing $0 $0
(PCI 86-100)

Global Micro-Surface 5 year $2.17 $523,690 $315,401

(PCI 61-85) stabilization

Conventional 1.5 inch AC 10 years $12.00 $3,193,608 $3,367,332

(PCI 40 - 60) Overlay PCI reset to
100

Reconstruction Total 20-25 years $65.00 $4,883,125 $12,223,510

(PCI 0 - 39) Reconstruction PCI reset to
100

GRAND $8,600,423 $15,906,243

TOTAL
Table 4-2 M&R Treatment and Costs for Alleys

The Hollywood staff requested that Transmap conduct a sensitivity analysis using the
worst-first approach to maintenance of the system. This analysis will focus in on the 2013
conventional M&R Category only, using a $500k annual budget, and was completed using
Excel Spreadsheets. The details are provided below.

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5.0 NETWORK BUDGET ANALYSIS

The analysis below has the following set of assumptions:

● The dollar figures were not adjusted for inflation.
● Until the City of Hollywood has sufficient years of data to develop their own
performance curves, a deduct of 2 points per year was made.
● The impact of the utility budget was only applied for the first year of the analysis
period.
● There are NO concrete pavement type segments included in the budget analysis.

The following sections contain the budget analysis under the different scenarios:
5.1 Conventional M&R Category Analysis for Alleys using $500k annual budget.
5.2 Conventional M&R Category Analysis for Roadways using $750k annual budget.
5.3 Conventional M&R Category Analysis for Roadways using $900k annual budget.
5.4 Worst first approach for Roadways using $750k annual budget.
5.5 Worst first approach for Roadways using $900k annual budget.
5.4 Worst first approach for Roadways using $2M annual budget.
5.5 Worst first approach for Roadways using $3M annual budget.
5.6 Capital Improvement Program (CIP) in First Year for the repair of pavements in the
Reconstruction M&R Category, plus a $900k annual maintenance budget.

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5.1 Conventional M&R Repair for Alleys
This section shows the impact of an annual $500k budget, conventional approach for
worst-first, has on the network level average PCI.

Table 5-1 shows the change in network PCI over time based on the above assumptions.
Year Weighted Change in Actual Cost # of Miles
Average PCI segments (Total
PCI Miles=88)

2013 58.78

2014 60.74 increase 1.96 $501,700 58 5.99

2015 62.61 increase 1.87 $504,281 59 5.99

2016 64.40 increase 1.79 $508,965 57 8.03

2017 65.98 increase 1.58 $493,103 51 5.89

2018 67.54 increase 1.56 $497,152 53 5.78

Total increase 8.76 $2,505,201 278 31.67

Table 5-1: $500k Budget, Conventional Approach, based on a worst-first selection

As you can see from the Table, the annual increase in PCI is equal to approximately 1.75
points per year. Conversely the pavement performance model reduces the PCI of each
segment of the network by 2.00 points per year. Apparently the $500k annual budget is
sufficient to repair the pavements, because the weighted average PCI continues to increase.
And in this particular case the increase is 8.76 points over the five year period. Please note
that the change PCI is increasing at a slower rate in 2018 (increase of 1.96) than in 2014
(increase of 1.56).

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The remainder of the report excludes Alleys. All mileage, surface area, and budgets related
to Alleys were deleted from the spreadsheets in order to perform the analysis on the
roadways. The next sections show the budget analysis for the conventional M&R category.
This is considered as a stand alone portion of the report.

5.2 Conventional M&R Repair for Roadways (Arterial and Residential)

This section shows the impact of an annual $750k budget, conventional approach for
worst-first, has on the network level average PCI.

Table 5-2 shows the drop in network PCI over time based on the above assumptions.
Year Weighted Drop in PCI # of Miles
Average Actual Cost segments
PCI

2013 75.85*

2014 74.52 1.31 $749,817 67 4.33

2015 73.17 1.34 $755,220 54 4.30

2016 71.83 1.35 $749,093 59 4.68

2017 70.49 1.37 $733,429 61 4.34

2018 69.15 1.35 $761,369 57 4.55

Total 6.72 $3,748,928 298 22.20

Table 5-2: $750k Budget, conventional approach, based on a worst-first selection

* All segments that were identified as repaired by utility work, and scheduled for resurfacing
in 2016 and 2017 were reset to 100 prior to the beginning of the analysis.

The analysis shows that the network average PCI has stabilized at a drop of 1.34 points per
year.

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5.3 Conventional M&R Repair for Arterial and Residential
This section shows the impact of an annual $900k budget, worst-first approach, has
on the network level average PCI.

The table below shows the drop in network PCI over time based on the above assumptions.
Year Weighted Drop in PCI # of Miles
Average Actual Cost segments
PCI

2013 76.28*

2014 75.10 1.18 $900,081 76 5.23

2015 73.87 1.23 $900,096 68 5.40

2016 72.64 1.23 $904,517 73 5.42

2017 71.40 1.24 $913,472 71 5.35

2018 70.16 1.24 $902,533 62 5.40

Total 6.12 $4,520,699 350 26.80

Table 5-3: $900k Budget, conventional approach, based on a worst-first selection

* All segments that were identified as repaired by utility work, and scheduled for resurfacing
in 2016 and 2017, were reset to 100 prior to the beginning of the analysis.

The $900k analysis shows that there smaller drop in the average network PCI, and more road
mileage is repaired. The network average PCI stabilized at a drop of 1.25 over the five year
period.

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As you can see from the tables above and the graph, both budgets using the conventional
approach are insufficient to maintain the network at its current condition of PCI = 75.

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5.4 This section provides a budget estimate of $2M per year to keep the
network level of PCI at 70, using the worst-first approach, starting with
reconstruction.

Year Weighted Change in PCI # of segments Miles

Average PCI Required
Budget
$2M per year

2013 75.26

2014 73.56 drop 1.70 28 segments 1.67

$2,022,342

2015 71.95 drop 1.61 31 segments 2.10

$2,010,717

2016 70.88 drop 1.07 79 segments 5.61

$2,005,214

2017 70.67 drop 0.21 149 segments 11.74

$1,999,128

2018 70.37 drop 0.30 154 segments 12.14

$1,999,780

$10,037,181 33.26

Suggested Budgets to hold network level of PCI approximately 70

To allow the condition of the pavements to drop to a PCI of 70, an annual budget of $2M per
year is selected. The budget allocation for the first three years is for the repair of the
pavement segments in the reconstruction M&R Category (PCI between 0 and 39). The cost
for repairs of pavements in this category is $75 per square yard.

After that is accomplished, the required budget to keep the network stabilized at a PCI of
approximately 70 remains at $2M per year. In subsequent years the money was assigned to
the pavements in the Conventional M&R Category at $12.00 per square yard. Dividing the
total 5 year cost by the 5 year mileage equals $301,779 per mile.

This approach will maintain the condition of the network at approximately a PCI of 70, but
any additional money could be assigned to those pavements in the Global M&R Category in
order to keep them in good condition. Monies spent on timely pavement preservation
techniques, such as micro-surfacing allows the City of Hollywood to keep their higher scoring
roadways at a high level of service.

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5.5 This section provides a budget estimate of $3M per year to keep the
network level of PCI at 75, using the worst-first approach, starting with
reconstruction.
Year Weighted Change in PCI # of segments Miles
Average Required
PCI Budget
$3M per year

2013 75.26

2014 74.42 drop 0.84 43 segments 3.09

$3,161,783

2015 74.68 increase 0.26 198 segments 14.93

$2,998,466

2016 75.02 increase 0.34 224 segments 18.09

$3,009,557

2017 75.23 increase 0.21 233 segments 17.99

$2,999,215

2018 75.40 increase 0.17 215 segments 18.70

$3,002,187

$15,171,208 72.80

$3M Budget to hold network level of PCI approximately 75

To keep the condition of the pavements at the current PCI of 75, an annual budget of $3M is
selected. The first year, all of the budget is allocated to the repair of the pavement
segments in the reconstruction M&R Category (PCI between 0 and 39). The cost for repairs
of pavements in this M&R category is $75 per square yard.

After this is accomplished, the required budget to keep the network stabilized at a PCI of
approximately 75 remains at $3M per year. In subsequent years the budget was allocated to
the repair of pavements in the Conventional M&R Category at $12.00 per square yard.
Dividing the total 5 year cost by the 5 year mileage equals $208,396 per mile.

This approach will maintain the condition of the network at approximately an PCI of 75, but
any discretionary money should be assigned to those pavements in the Global M&R Category
in order to keep them in good condition. Monies spent on timely pavement preservation
techniques, such as micro-surfacing allows the City of Hollywood to keep their higher scoring
roadways at a high level of service.

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Table 5-5 provides a comparison of various budgets.
Year $750k Budget $900k Budget $2M Budget $3M Budget
Weighted Weighted Weighted Weighted
Average PCI Average Average Average
(Conventional PCI PCI PCI
M&R Category (Conventional (Worst First, (Worst First),
Only) M&R Category Reconstruction) Reconstruction
Only)

Present (2013) 75.26 75.26 75.26 75.26

2014 74.01 74.01 73.56 74.42

2015 72.14 72.17 71.95 74.68

2016 70.26 70.34 70.88 75.02

2017 68.40 68.50 70.67 75.23

2018 66.53 66.66 70.37 75.40

PCI change drop of drop of drop of gain of

8.73 points 8.60 points 4.89 points 0.14 points

Table 5-5 Comparison of PCI using various budgets

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5.6 Capital Improvement Program (CIP) of $2,256,900 in the First Year for
repair of pavements in the Reconstruction M&R Category, plus a $900k
annual budget.
This section shows the impact of adding money from the CIP to repair all the
pavement sections in the backlog M&R Category, plus an annual maintenance budget
of $900k.

The table below shows the change in average network PCI over time based on the above
assumptions.
Year Weighted Change in # of Miles
Average PCI Actual Cost segments
PCI

2013 75.85* increase $2,256,900 31 Reconst. 7.21

77.04 1.19 $887,991 plus
78
Conventional

2014 75.79 drop 1.25 $896,335 58 4.94

2015 74.54 drop 1.25 $900,039 69 5.52

2016 73.28 drop 1.26 $903,065 67 5.14

2017 72.02 drop 1.26 $909,563 65 5.45

2018 70.76 drop 1.26 $898,847 73 5.70

Total $7,652,740 441 33.96

Table 5-6: Capital Improvement Program (CIP) in the first Year for Reconstruction
M&R Category plus a $900k annual budget, based on a worst-first selection
* Takes into account the positive influence on PCI of the Utility Projects

In 2013, there is an increase in the average network PCI to 77.04 due to the utility repairs of
pavements, the $2M plus additional money from the CIP, and the $900k from the
maintenance budget. All of the pavement repairs lead to an increase in the weighted
average PCI in the first year. However, when the budget is reduced back to $900k per year,
the weighted average PCI shows a steady decrease of 1.26 points per year.

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6.0 SUMMARY

As you can see from Table 5-5, the $750k and $900k budget scenarios allow the average
network PCI to drop over the 5-year period. This is a troublesome trend and action is
necessary for its reversal. If additional funds are not provided now, it will cost additional
money for maintenance treatments in the future. The PCI of pavements will drop from the
Global M&R Category to the Conventional M&R Category. Transmap recommends using the
APWA preventative maintenance approach to start reversing this trend.

With 19% of the surface area in the conventional and reconstruction M&R categories, the
City staff should consider ways to obtain additional funds to allocate to repairs while
attempting to keep the remainder of the network above the critical M&R Category. Money
spent on timely pavement preservation techniques, such as micro-surfacing and thin overlays
allows the City of Hollywood to keep their higher scoring roadways at a high level of service
without a significant increase in backlog.

As shown in Section 5.4, a $2M annual budget stabilizes the network average PCI around 70,
after 2017. As shown in Section 5.5, the network-level PCI increases slightly by 0.25 points
per year. Using an annual budget of $3M to provides for an average PCI of 75.

As shown in Section 5.6, the additional influx of money in the first year increases the PCI by
1.19 points, however, when the allocation is reduced back to $900k per year, the weighted
average PCI shows a steady decrease of 1.26 points per year.

The City of Hollywood should be able to see dramatic and sustained improvement in the
condition of its street network, concurrent with its use of regular pavement condition
surveys. The system enables the staff to forecast future needs, conduct research that
contributes to improved pavement performance, and maximize pavement investments by
objectively prioritizing roadway preservation and improvement projects.

In addition, the Pavement Management System provides a rational basis for communicating
with the internal and external customers about stewardship of the City’s infrastructure. The
staff has the tools to blend reliable data for use in their analysis and to foster two-way
communication of the results with decision makers.

It has been Transmap’s pleasure to work with the City of Hollywood staff to begin the
development of a Pavement Management System. We are certain that the information
provided is useful in keeping the network in optimum condition given budget constraints.

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