state of the streets - city of los angeles bureau of street services

STATE OF THE STREETS Street Infrastructure Condition

Assessment

City of Los Angeles Department of Public Works

Bureau of Street Services William A Robertson, Director

August 2008

EXECUTIVE SUMMARY The mission of the Bureau of Street Services (BSS) is to maintain all improved streets, alleys, and related throughways in a perpetually good to excellent condition while providing desirable standards of safety, appearance, and convenience to the residents and the traveling public within our jurisdiction. With a street network comprised of approximately 6,500 centerline miles of streets and 800 centerline miles of alleys, the City of Los Angeles not only has the largest municipal street system but also the most congested. To monitor, maintain, and manage this street network, the BSS utilizes Micro PAVER, a State-of-the-Art Pavement Management System that not only provides a systematic and consistent method for selecting maintenance and rehabilitation needs, but also determines the optimal time of repair by predicting future pavement condition. The Bureau used information from its Pavement Management System to complete this assessment of the City of Los Angeles’ street network and which is titled “Street Infrastructure Condition Assessment.” In this report, the BSS identified the physical condition of the pavements and rated them from A to F, with A representing the streets in good condition and F being the streets in very poor condition. The condition levels of the network were determined by using the internationally accepted Pavement Condition Index (PCI) as the basis to rate the physical condition of the streets. The PCI is an index of the pavements’ structural and surface operational condition and which has a numerical rating index, ranging from 0 for a failed pavement to 100 for a pavement in perfect condition. Calculation of the PCI is based on the methodologies and analyses recommended by Micro PAVER in which distress type, severity and quantity are identified. The PCI provides an insight into the causes of distress and additionally, is the basis for predicting future pavement deterioration. The results of the Street Infrastructure Condition Assessment are as follows:

• Approximately 24 percent of the street system is in condition “A” (PCI 86 to 100) • Approximately 17 percent of the street system is in condition “B” (PCI 71 to 85) • Approximately 22 percent of the street system is in condition “C” (PCI 56 to 70) • Approximately 14 percent of the street system is in condition “D” (PCI 41 to 55) • Approximately 23 percent of the street system is in condition “F” (PCI 0 to 40)

A summary of the existing conditions of the street system is shown in Figures 1a and 1b. The Bureau’s on-going plan is to survey one third of the entire street system every year, thus completing the entire City streets in three years. The third part of the most recent infrastructure analysis cycle was completed in September of 2007.

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Based on the results of the Street Infrastructure Condition Assessment, the Bureau of Street Services recommends that the following policy be adopted: The street system infrastructure of the City of Los Angeles’ shall be maintained at an average condition level of “B”’ or better, and no streets in the network shall have a condition rating below “C”. In other words, all streets in the City of Los Angeles should have a PCI of 60 to 100, with the City’s goal being an average street network PCI of 80. Once this goal is reached, the BSS will be able to economically sustain the City streets in a perpetual good to excellent condition. If a proposed budget of $2.85 billion to support a ten-year Maintenance and Rehabilitation Program is approved, the BSS will be capable of performing routine maintenance on the roadways while eliminating the current backlog generated from historical under-budgeting. As a result, the City’s current average street condition level of C will evolve into an average level B. Like any other City infrastructure, the street network is time-dependent; portions of the street system that do not receive routine maintenance will continue transitioning to a lower condition value. Therefore, routine maintenance and elimination of the current backlog are tasks that must be placed on high priority. If the current level of funding is maintained for the next ten years, the City’s street network will rapidly decline in its pavement condition from the current C level to a projected D-grade. Primary, Secondary, and Collector Streets (also known as Non-Residential) are designed and constructed by this Bureau to last 15 to 20 years while Residential streets have a life expectancy of 30 to 35 years before their first major rehabilitation (maintenance overlay). The importance of providing maintenance before reaching the sharp decline in pavement condition (critical point) resides in the fact that repair savings of 50% can be achieved. Managers and Engineers who have adopted pavement technology understand that pavement management is a matter of “Pay now, or pay much more later.” Historical changes in the street system (Figure 2) and the lack of the appropriate level of funding created a system that aged with minimum or no maintenance. For several years, Gas Tax has been the City’s main source of funding to preserve the street network at an average level of approximately $15 million per year. During the fiscal year 2001-2002, monies from funds such as the Metropolitan Transit Authority’s Proposition “C”, the Traffic Control Relief Program (TCRP), Traffic Safety (TS), and General Fund (GF) increased the annual resurfacing budget to approximately $60 million. In subsequent years, the Annual Resurfacing Program (ARP) budget has

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significantly declined and the current level of funding is not sufficient to improve nor maintain the current physical condition of the City’s street system. The Bureau goal at the present time is to acquire sufficient resurfacing funding to sustain the current average pavement condition of the street network until the time when there is adequate funding to improve it. See Figures 3a and 3b for a summary of the Street Infrastructure Condition Assessment.

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INTRODUCTION The City of Los Angeles has approximately 6,500 miles of improved streets divided into two geographic areas, Metropolitan (53 percent) and the San Fernando Valley (47 percent). It is the responsibility of the Bureau of Street Services to maintain all streets in a perpetual good to excellent condition. Beginning in 1982, the BSS created an in-house Pavement Management System (PMS) to monitor and maintain the City’s 6,500 center line mile street system. At the time, it was determined to utilize a “windshield survey” method to rate the pavement condition of the streets. The extremely large size of the street network in addition to the Bureau’s limited resources forced the BSS to complete the street survey of the network every five years. Although the in-house PMS provided current maintenance need and historical information of the streets, it did not produce meaningful and/or repeatable condition values usable for budget allocation. Therefore, the BSS decided in 1998 to adopt the Micro PAVER™ System, which allows the selection of the most economical maintenance and rehabilitation strategy based on the Pavement Condition Index (PCI) of the streets. Developed at the U.S. Army Construction Engineering Research Laboratory, the PCI is obtained by analyzing type, severity, and quantity of pavement distresses identified during a pavement condition survey. The use of PCI for roads and airports has received an overwhelming acceptance and has been adopted as standard procedure by the American Society of Testing Materials (ASTM) and is being used by many municipalities and airports worldwide. Generally accepted, Pavement Management data indicates that repair savings of 50 percent can be achieved if maintenance and rehabilitation are performed during the early stages of deterioration preceding the sharp decline in pavement condition. Consequently, a Pavement Management System must be used to alert managers to this critical point in a pavement’s life cycle. Projection of future condition requires the ability to measure condition in an objective, repeatable scale, such as the Pavement Condition Index as illustrated in Figure 4.

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SYSTEM DESCRIPTION The City’s street system is divided into four functional classifications, Primary Arterials, Secondary Arterials, Collector Streets, and Residential Streets. The first three classifications are considered “non-residential” streets and primarily are throughways that connect distant locations. This group of streets represents approximately 2,600 miles of the entire network and generally speaking, they are wide streets (between 45 feet and 100 feet) and carry heavy volumes of traffic. Primary, Secondary and Collector streets are designed and constructed with thicker layers of asphalt to last approximately 15 to 20 years. (Figure 5a) Residential roadways represent approximately 3,900 miles of the City network and their street width varies between 15 feet and 45 feet. They carry local and light traffic but are sporadically exposed to heavy traffic such as refuse collection trucks, buses and/or construction trucks. The Bureau of Street Services expects this class of roads to last 30 to 35 years. (Figure 5b) The street network can also be classified by surface type. Mainly, two types of surface are typical in the City streets, Asphalt Concrete (A.C.) and Portland Cement Concrete (P.C.C.). Asphalt covers approximately 5,840 miles of the network while concrete covers 493 miles of streets. Other types combined represent 107 miles of the street system. (Figures 6a & 6b)

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METHODOLOGY AND CRITERIA The primary tool used by the BSS to complete the Street Infrastructure Condition Assessment was the Bureau’s Pavement Management System. As previously mentioned, the Bureau of Street Services adopted the Micro PAVER™ System to monitor and maintain the City’s 6,500 centerline mile street system and to select the most economical maintenance and rehabilitation strategy based on the Pavement Condition Index of the streets. Using current information, streets were identified and rated from A to F with A being the best, and F being the poorest. In addition to the PCI, the different condition levels also depict different characteristics as explained below: Streets in Condition A (Good) have the following characteristics:

• Type of Maintenance Required: none • Physical Condition: no cracking, no oxidation, and no base failure • PCI Range: 86 to 100

Streets in Condition B (Satisfactory) have the following characteristics:

• Type of Maintenance Required: Slurry seal (Residential streets only) • Physical Condition: minimal cracking, no oxidation, and no base failure • PCI Range: 71 to 85

Streets in Condition C (Fair) have the following characteristics: • Type of Maintenance Required: maintenance overlay (1.5 to 2.0 in. of A.C.) • Physical Condition: minimal cracking, no base failure to 5% of base failure • PCI Range: 56 to 70

Streets in Condition D (Poor) have the following characteristics:

• Type of Maintenance Required: resurfacing (2.0 to 2.5 inches of A.C.) • Physical Condition: some cracking, 6% of base failure to 35% of base failure • PCI Range: 41 to 55

Streets in Condition F (Very Poor) have the following characteristics:

• Type of Maintenance Required: resurfacing and/or reconstruction (6.0 in. to 12.0 in. of A.C.)

• Physical Condition: major or unsafe cracking, 36% to over 50% of base failure • PCI Range: 0 to 40

Figures 3a and 3b show a summary of the condition assessment for non-residential and residential streets respectively.

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CONDITION ASSESSMENT PROCESS To get the average Pavement Condition Index (PCI) of the entire street network, the Pavement Management Section of the Bureau of Street Services followed the typical Micro PAVER five-step methodology: Inventory: The City’s street network has over 69,000 pavement segments that were inventoried and entered into a computer database. Routing: Prior to performing the survey of the pavement sections, all 69,000 segments were routed manually. Routing of the streets in the network ensures the most time efficient way for the survey teams to capture accurate pavement data. Survey (Gathering of Data): The Bureau of Street Services currently utilizes an automated van to collect pavement distress data. This van is equipped with a computerized work station, cameras to take digital images of the street surface, and lasers to capture roadway roughness and rutting data.

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Data Processing: The surface distress information captured by the City van are processed at two workstations in the office. Laser data and digital images are analyzed using custom software. The distresses on each one of the 69,000 street segments are identified and evaluated for type, quantity and severity.

Micro PAVER™ Analysis: The processed information are imported into Micro PAVER™, which analyzes the distress information and calculates a PCI for the pavement. Life Cycle curves are developed and the critical PCI established. Using the critical PCI method, an optimum maintenance/rehabilitation strategy can be developed, budget needs can be determined, and future roadway conditions can be projected based on different budget scenarios.

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CONDITION ASSESSMENT RESULTS As previously explained, the Bureau of Street Services utilized PCI as the primary factor to determine the current condition of the street infrastructure. The results of the Condition Assessment indicate that the Primary, Secondary, and Collector streets (Non-Residential) street system have an average condition level of C+, while the Residential street system has an average condition level of C-. Furthermore, it was determined that the combined average condition level of the entire street system is a C. Figure 4 summarizes the condition of the streets in the City of Los Angeles. The better condition of the Primary/Secondary/Collector (Non-Residential) system is attributed to the types of funding the BSS has received in the last ten years. In general, the budget has helped to preserve this system rather than the Residential system. It is imperative for the Bureau to receive not only the proper amount of funding, but also the right type. Restrictions and requirements from funds such as the MTA’s Proposition C, TEA 21 and others impede the Bureau from utilizing these monies on residential streets. As a result, a non-equitable distribution of monies for the preservation of the street network occurs. This Street Infrastructure Condition Assessment shows that special rehabilitation emphasis must be placed on residential streets.

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FUTURE EFFORTS With a street system of approximately 6,500 centerline miles of roadways to maintain, the Bureau of Street Services has adopted pavement preservation techniques in determining the optimal time of street repairs by predicting future pavement conditions. This sole principle allows the Bureau to perform cost effective preventive maintenance and rehabilitation and provides a strategy to maintaining the network based on the level of funding available. Currently, there is insufficient rehabilitation funding to improve the average pavement condition of the street network, the Bureau’s strategy is focused on “saving” as many streets as possible before they get to the point in their life cycle where it will cost three to five times to repair them. The Bureau as adopted a “sustainability mode” until the right level of resurfacing funding is available. The Pavement Preservation technique utilized by the BSS comprise of the following components: 1. Preventive Maintenance – Pothole Repairs, Crack Sealing and Slurry Sealing 2. Rehabilitation – Asphalt Overlays, Resurfacing and Reconstruction. Last Fiscal Year the BSS repaired approximately 307,000 potholes. This Fiscal Year 2007-2008 the BSS repaired approximately 369,000 potholes. The annual Crack Sealing Program is about 100 miles and used in conjunction with the Slurry Seal Program. In the previous two Fiscal years, the BSS slurry sealed a total of 700 miles. This Fiscal Year 2007-2008 has been augmented to an unprecedented 400 miles. The major challenge faced by the Bureau is the dramatic rise of commodity prices over the last three years. This has resulted in substantial cost increases in asphalt, aggregate and fuel oils. To exacerbate this situation, there is a chronic shortage of acceptable virgin aggregate materials in the Los Angeles area. In order to mitigate this trend of rising commodity prices, the Bureau has implemented an aggressive asphalt recycling program and focused on pavement preservation techniques. The Bureau is currently utilizing Cold In-Place Recycling (CIR) technology to reuse asphalt concrete in Local street reconstruction projects. Implementation of this technology has substantially reduced asphalt concrete placement and transportation costs. In the future, the Bureau is looking to expand this program with the addition of a second CIR paving machine to its fleet. The two Bureau municipal asphalt plants is currently recycling about 20 percent of reclaimed asphalt concrete and the contracted asphalt plant about 50 percent reclaimed asphalt concrete. In order to further reduce the manufacturing cost of asphalt concrete and disposal fees, the Bureau will seek to increase the recycling effort of both City

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owned asphalt plants to a 50 percent capacity. Both aged asphalt plants will need to be replaced and upgraded to a state-or-the-art recycling facility. Environmentally speaking, the increase of asphalt concrete recycling has significantly reduced air, noise and truck traffic pollution. It also decreases the dependency and the use of landfills needed to dispose of the milled street grindings. The Slurry Seal Program has resulted in recycling about 260,000 waste tires over the last three Fiscal years. Again, the benefits are conservation of valuable landfill capacity and reduction of environmental impacts. The BSS also continues to explore innovations and the greening of the public right-of-way. The goals include identifying new construction techniques and materials with proven performance and lower annual cost; and identifying alternative designs and construction materials that are more environmentally responsive. With the latter being an emerging industry, objective performance data is critical for making informed decisions about greening strategies. To help produce that data, the Bureau of Street Services has partnered with several agencies to fund demonstration projects with porous concrete sidewalks, buried infiltration basins, stormwater diversions and landscaped bioswales.

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FINANCIAL IMPACT

During the past decades, the Bureau of Street Services has faced constant resurfacing under funding. While the street system continued to increase its number of miles, the annual resurfacing budgets were not properly adjusted to the needs of the changing network. Therefore, the approved funds did not meet the maintenance and rehabilitation requirements, creating an existing backlog that currently requires $1.92 billion for its elimination. During the last ten years, the Bureau’s average Annual Resurfacing Budget has been approximately $45 million and this amount only represents approximately 15.8 percent of the required network maintenance. These funding limitations have placed the average condition of the street system at the C level and if the current budget levels continue, the street network will drop to a D- average condition within the next 10 years. The current average network PCI for 2008 is 62 which is the same as the 2005 State of the Street network condition report. The resultant status quo condition is due largely to the 1200 miles of slurry work done on residential streets in the last 4 years, which prevented the decline of the average network PCI. However, the existing network is expected to decline in the future, due to inadequate budget funding required to maintain the system. The Bureau of Street Services has prepared a 10-year plan to improve the street network infrastructure of the City of Los Angeles to attain an average network PCI goal of 80. The strategy consists in performing preventive maintenance (pothole repair, small asphalt repairs, and slurry sealing) for an estimated cost of $31 million per year in conjunction to an annual $254 million for street rehabilitation (maintenance overlays, resurfacing, and reconstruction). The total cost per year for routine maintenance and backlog elimination is $285 million; at the end of 10 years, the cost of this plan will be $2.9 billion. Since the methodology behind this Street Infrastructure Condition Assessment is time dependent, streets in the system will continuously move to a lesser condition level if the right level of funding is not provided. Therefore, the maintenance and rehabilitation efforts must be carried indefinitely even after the backlog is eliminated. Analysis of the assessed data determined that approximately 1,000 miles of streets require reconstruction with costs averaging about $650,000 per mile. In addition, 3,000 miles of streets require resurfacing with varying degrees of base failure removal with costs ranging from $250,000 to $400,000 per mile. The BSS adopted a strategy to minimize the impacts created by lack of appropriate funding. Basically, it consists in assigning no more than 20 percent of its resurfacing budget to street reconstruction. Spending more in reconstruction or using a “worst first”

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strategy would greatly reduce the number of streets resurfaced and cause an acceleration in the decline of the overall condition of the street system. It is the mission of the BSS to ensure that the desired good-to-excellent pavement condition levels are reached and maintained indefinitely. The preceding not only provides the public with safe and comfortable transportation routes, but also guarantees that the street system can be preserved with lower fiscal requirements. However, it is unrealistic to apply all the necessary money to elevate a pavement network to the desired status in one year. As a result, the BSS performed an analysis to determine what longer term programs can be implemented to reach the desired network conditions with attainable expenditure levels. The time periods analyzed were one year, 10 years and 15 years. For the 10 and 15 year time periods, a scenario was developed to determine the annual budget requirements so the backlog of rehabilitation (maintenance overlay, resurfacing, and reconstruction) was eliminated in the respective 10 and 15 year time periods. For the one-year plan, an unlimited budget was used to determine the annual cost to maintain the entire street network at or above the desired average condition level B

Estimated Annual Expenditure Needed to Eliminate Maintenance Backlog over 15 years.

STREET FUNCTIONAL CLASSIFICATION

ANNUAL COST FOR REHABILITATION

ANNUAL COST FOR PREVENTIVE MAINTENANCE

Primary Arterial $43,289,081 $9,100,154 Secondary Arterial $34,936,422 $5,363,817 Collector $25,035,951 $3,025,551 Residential $114,656,054 $16,946,660 TOTAL $217,917,508 $34,436,182 Combined Annual Expenditure $252,353,690

Estimated Annual Expenditure Needed to Eliminate Maintenance Backlog over 10 years.




Primary Arterial $51,943,126 $5,585,657 Secondary Arterial $40,075,062 $3,939,405 Collector $34,936,422 $2,785,034 Residential $127,395,616 $18,829,622 TOTAL $254,350,226 $31,139,718 Combined Annual Expenditure $285,489,944

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Estimated Annual Expenditure Needed to Eliminate Maintenance Backlog in one year.




Primary Arterial $348,478,731 $4,991,860 Secondary Arterial $288,938,923 $3,519,107 Collector $274,408,151 $3,025,551 Residential $960,875,707 $33,892,956 TOTAL $1,872,701,512 $45,429,474 Combined Annual Expenditure $1,918,130,986 Considering the current Federal and State fiscal condition, it is extremely difficult to predict the future levels of funding that will be allocated to the BSS’ Annual Resurfacing Program. Therefore, as part of this study, the Bureau analyzed different budget scenarios and predicted the future condition of the street network based on different levels of funding. Basically:

• If the Bureau is funded at a level of $285 Million per year for ten years, the average PCI of the City’s street system will increase from the current PCI of 62 to the desired PCI of 80.

• If the Bureau is funded at a level of $130 Million per year for ten years, the

average PCI of the City’s street system will remain the same.

• If the BSS is funded at a level of $35 Million per year for the next ten years, the average PCI of the street system will decrease from its current PCI of 62 to a PCI of 46, which means that approximately 50 percent of the streets in the City will be in a “poor to failed” condition.

Considering the fact that the Bureau has been funded at a level of approximately $45 Million per year in the last ten years, a projection using this allocation in the next ten years was performed; the results indicate that the current average PCI of 62 will decrease to 47 at the end of the tenth year as shown in Figure 7. It was previously mentioned that pavement management was a matter of “Paying now, or paying much more later.” Not funding the Annual Resurfacing Program at the right level not only accelerates the decline of the City’s street system, but also significantly increases the future financial needs as shown in Figure 8. The key to successful Pavement Management resides in not allowing the pavement condition of the roadways to reach the “failed” status because once there, the rehabilitation cost has increased five to seven times and consequently, fewer miles can be resurfaced with the available monies.

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In order to accomplish the objective of increasing the current average PCI of the street network to the desired PCI of 80, the City must allocate $285 Million per year for the next ten years; this investment would also eliminate the current maintenance and rehabilitation backlog of $1.92 Billion. If the current $45 Million resurfacing budget was kept for the next ten years, the maintenance and rehabilitation backlog will explode to almost 3.2 Billion by the end of the tenth year.

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RECOMMENDATIONS As stated in the Executive Summary of this report, the current funding level for street resurfacing is inadequate to improve, or even maintain the street system in its current condition. The need to identify sustained funding for the improvement of our street system should remain one of our top priorities. However, the critical need and number one priority must be to identify additional funding to ensure that the current condition of our street system does not continue to deteriorate at its current accelerated pace. Realizing the unlikelihood of identifying additional funding the Bureau has proactively sought out and introduced new processes (Rubberized Slurry Seal) and technological equipment advances (Cold-In-Place Recycling Machine) that have allowed us to reduce resurfacing costs and stretch our limited funding to provide additional miles of resurfacing. These actions, while positive, have had a minimum impact on slowing the decline of our street system. The Bureau strongly recommends the following actions be taken:

1. Establish and fund annually a baseline pavement preservation program that provides for 320 miles of major rehabilitation (resurface and reconstruction) and 400 miles of preventive maintenance (crack and slurry seal). This is the minimum required to maintain the street system in its current condition.

2. Adopt the Bureau of Street Services’ new Budget Allocation Formula that

allows for the equalization of pavement conditions citywide. This formula will ensure that neighborhoods with the poorest street conditions receive a more equitable allocation to bring their streets into the same condition as any other neighborhood in the City.

The poor condition of our street system has a major impact on the quality of life for many of our residents. Adopting the above recommendations would indicate the City’s commitment to improving the infrastructure and its ability to address one of the top priorities for neighborhoods citywide.

BUREAU OF STREET SERVICES PAVEMENT MANAGEMENT SECTION

STREET INFRASTRUCTURE CONDITION ASSESSMENT

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Figure 1a

Rating of C+, Average PCI of 64.53

Rating of C, Average PCI of 62.17

Non Residential Street Network Condition

Good30%

Satisfactory15%

Fair21%

Poor 16%

Very poor18%

Residential Street Network Condition

Very28%

Good25%

Satisfactory13%Fair

19%

Poor 15%

poor

Overall Street Network Condition

Good28%

Satisfactory15%Fair

20%

Poor 15%

Very poor22%

Rating of C-, Average PCI of 59.44 Rating of C+, Average PCI of 64.53


SUMMARY CONDITION ASSESSMENT FOR STREET SYSTEM

C O N D IT IO N S T R E E T C E N T E R L IN E A R E A P E R C E N T A G EL E V E L C A T E G O R Y M IL E S (S q . F t . ) A T T H IS L E V E L

A G o o d 1 ,8 0 0 .4 8 3 7 2 ,3 3 6 ,4 4 0 2 8 %

B S a t is fa c to r y 9 6 4 .5 4 1 9 9 ,4 6 5 ,9 5 0 1 5 %

C F a ir 1 ,2 8 6 .0 6 2 6 5 ,9 5 4 ,6 0 0 2 0 %

D P o o r 9 6 4 .5 4 1 9 9 ,4 6 5 ,9 5 0 1 5 %

F V e r y P o o r 1 ,4 1 4 .6 6 2 9 2 ,5 5 0 ,0 6 0 2 2 %

T O T A L 6 ,4 3 0 .2 8 1 ,3 2 9 ,7 7 3 ,0 0 0 1 0 0 %

Figure 1b 18


STREET INFRASTRUCTURE CONDITION ASSESSMENT HISTORICAL CHANGES IN STREET SYSTEM

Pre-1920 1920 1984 1990 1995 1998

YEARS

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% NetWork Maint. 2.8% 3.0% 1.5% 2.4% 3.3% 2.3%Annual Maint. 56 60 100 157 217 150

NetWork Miles % NetWork Maint.

Figure 2


STREET INFRASTRUCTURE CONDITION ASSESSMENT SUMMARY OF CONDITION ASSESSMENT FOR NON-RESIDENTIAL STREETS

C O N D IT IO N S T R E E T C E N T E R L IN E A R E A P E R C E N T A TL E V E L C A T E G O R Y M IL E S (S q . F t .) T H IS L E V E L

A G o o d 7 7 7 .4 1 1 9 7 ,7 2 9 ,7 0 0 3 0 %

B S a tis fa c to ry 3 8 8 .7 0 9 8 ,8 6 4 ,8 5 0 1 5 %

C F a ir 5 4 4 .1 9 1 3 8 ,4 1 0 ,7 9 0 2 1 %

D P o o r 4 1 4 .6 2 1 0 5 ,4 5 5 ,8 4 0 1 6 %

F V e ry P o o r 4 6 6 .4 4 1 1 8 ,6 3 7 ,8 2 0 1 8 %

T O T A L 2 5 9 1 .3 6 6 5 9 ,0 9 9 ,0 0 0 1 0 0 %

Figure 3a 20


STREET INFRASTRUCTURE CONDITION ASSESSMENT SUMMARY OF CONDITION ASSESSMENT FOR RESIDENTIAL STREETS

CONDITION STREET CENTERLINE AREA PERCENT ATLEVEL CATEGORY MILES (Sq. Ft.) THIS LEVEL

A Good 959.73 167,668,750 25%

B Satisfactory 499.06 87,187,750 13%

C Fair 729.40 127,428,250 19%

D Poor 575.84 100,601,250 15%

F Very Poor 1,074.90 187,789,000 28%

TOTAL 3,838.93 670,675,000 100%

Figure 3b

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Square Feet (Million)A B C D F Total

Network 372.000 200.000 265.000 200.000 292.000 1,329.000

PCI CONDITION GRADE10086857170565541400

2/28/2008

Very Poor

A

B

C

D

F

Good

Satisfactory

Fair

Poor

Figure 4

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NON-RESIDENTIAL STREET RESIDENTIAL STREET

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Figure 5a Figure 5b



AC STREET PCC STREET

Figure 6a Figure 6b

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STREET INFRASTRUCTURE CONDITION ASSESSMENT AVERAGE CONDITION

$45 M Annual M&R Budget

0

10

20

30

40

50

60

70

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Year

PCI

PCI

Figure 7

25

26

0.00

0.50

1.00

1.50

2.00

2.50

3.00

3.50

Cost (Billions)

1 2 3 4 5 6 7 8 9 10Years

Consequence of $45M Annual Budget

Unfunded Backlog


STREET INFRASTRUCTURE CONDITION ASSESSMENT BACKLOG OF MAINTENANCE & REHABILITATION

Figure 8

state of the streets - city of los angeles bureau of street services

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