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Home My WebLink About2013-006-TBD A Resolution Adopting the Pavement Management PlanRESOLUTION NO. 2013-006 TBD A RESOLUTION OF THE GOVERNING BOARD OF THE ARLINGTON TRANSPORTATION BENEFIT DISTRICT OF THE CITY OF ARLINGTON, WASHINGTON, ADOPTING THE CITY OF ARLINGTON PAVEMENT MANAGEMENT PLAN WHEREAS, the City of Arlington directed development of a Pavement Management Plan including a Pavement Condition Index Study; and WHEREAS, the Board finds that it is in the best interests of the Board and the residents of the Arlington Transportation Benefit District for the Board to formally adopt a Pavement Management Plan to guide the work of the District; and NOW, THEREFORE, BE IT RESOLVED, that the Transportation Benefit District Board adopts the City of Arlington Pavement Management Plan, a true copy of which is attached hereto as Exhibit "A". PASSED by the Board of the Arlington Transportation Benefit District, Arlington, Washington at a regular open public meeting thereof held on thisc$Lday of December, 2013. ARLINGTON TRANSPORTATION BENEFIT DISTRICT Barb Tolbert, Chairperson ATTEST: Krist Banfield, Clerk of the Board APPROVED AS TO FORM: Ste;e)Pe' e,Woardrney RESOLUTION NO. 2013-006 TBD a . 2013 0 l City of Arlington Executive Summary The City of Arlington's street system infrastructure is its largest asset by far, with a value of several hundred million dollars. The pavement infrastructure alone is worth almost $5o million based on reconstruction costs. To preserve the community's investment and develop an efficient and effective program for pavement preservation and reconstruction, the City of Arlington is implementing a Pavement Management Program that will balance maintenance of good streets with the replacement of failing streets to maximize the life of this infrastructure investment. With the Pavement Management Program, pavement preservation projects are selected based on the financial consequences of delaying a project and on the condition of the pavement. The City of Arlington's Pavement Management Program provides: Pavement Management Program 1 1 Pavement preservation projects are selected based on the financial consequences of delaying a project and on the condition of the pavement. ■ An inventory of all roadway surfaces owned and maintained by the City. ■ Current pavement conditions for all public streets and a list of the locations requiring maintenance, rehabilitation or reconstruction. ■ A recommended treatment plan based on cost-effectiveness. • Anticipated pavement maintenance costs to include in the City's Capital Improvement Plan. The concept of proper pavement management is to apply appropriate pavement preservation to maintain streets in good condition when treatment options are relatively inexpensive. Proper and timely application and investment in pavement preservation greatly minimizes the larger costs associated with pavement reconstruction. This concept is illustrated in the two charts below, where pavement preservation techniques are shown to extend the life of pavement over time, stretching scarce public resources. Good Preventative Pavement Maintenance Preservation Original Pavement Extended Pavement Life Poor I TIME TIME or TRAFFIC Pavement Preservation Treatments Prevention Threshold Reconstruction Threshold City of Arlington Pavement Condition The pavement condition ratings output by the Cartegraph software are summarized in the chart at right. The majority of roadway infrastructure in the City of Arlington fell into the "Good" category, meaning little to no maintenance is needed at this time. Only about 7% of roadway segments fell into the "Reconstruct" category, but there are significant costs associated with rehabilitating a roadway in this condition. Pavement Treatment Costs Pavement Management Program 1 2 Condition of Arlington's Pavement Good 59% Reconstruct 7% 'oor L3% _Fair 6% Satisfactory 15% The pavement condition data was coupled with estimates for pavement treatment costs to obtain a cost per square yard estimate to preserve or reconstruct the pavement of all roads in the City of Arlington system. These costs are summarized in the table below. (Note that the cost estimates account for engineering and project management, but are strictly limited to pavement preservation and reconstruction; no sidewalk, curb, gutter or stormwater improvements are included.) COST BY FUNCTIONAL CLASSIFICATION CLASSIFICATION PRESERVATION AREA (SQYD) RECONSTRUCTION AREA (SQYD) TOTAL COST COST COSTS MAJOR ARTERIAL $96,394 15,897 $0 0 $96,394 MINOR ARTERIAL $173,544 39,657 $372,426 24,043 $545,969 COLLECTOR $196,794 70,184 $919,988 70,183 $1,116,781 LOCAL $530,045 210,335 $3,329,917 86,044 $3,859,961 TOTAL $996,777 336,073 $4,622,331 180,270 $5,619,105 Prepared by Eric S. Johnston, PE Principal Transportation Engineer SCJ Alliance Project Reference Number: oo698-02 City of Arlington Certification Pavement Management Program 1 3 The technical material and data contained in this document were prepared for the City of Arlington underthe supervision and direction of the undersigned, whose seal, as a professional engineer licensed to practice as such, is affixed below. Prepared by Eric S. Johnston, PE f�`� E 3V WAS ryA Principal Transportation Engineer i _ : e� L ai SO Alliance Project Reference o q, a stmNumber: oo698-02 ; 3, Aear a,c 0 A �► �0NAL V!44 Prepared For City of Arlington Prepared By «r -1010- .i. .40- SC.J ALLIANCE CONSULTING SERVICES 4f /to( zolzj Public Works Department 154 West Cox Ave. Arlington, WA 98223 36o.403.3505 23.02 Carriage Drive SW, Suite H Olympia, WA 985o2 36o.352.1465 www.scjailiance.com November 2013 Project Reference SCJ Alliance Project Reference Number: oo698-o2 City of Arlington Pavement Management Program 1 4 CONTENTS Executive Summary 1 Certification 3 1.0 Definitions 7 2.0 Strategic Pavement Management 9 Objectives of the Pavement Management Program 9 Pavement Lifecycle 10 How Pavement Fails 11 Pavement Lifespan Extension with Preservation 11 Pavement Condition Index and Pavement Condition Rating 12 Pavement Preservation Techniques 13 Pavement Preservation Treatment Costs 15 3.0 Existing Conditions 16 Existing Road System 16 2013 Pavement Condition Assessment Summary 17 What is a Pavement Condition Assessment? 17 Pavement Condition Ratings 20 Estimated 10-Year Pavement Treatment Costs 22 4.0 Implementation 24 Pavement Preservation Goals and Policies 24 Development of an Annual Pavement Preservation Workplan 25 Engineering Analysis and Bid Documents 25 Construction Bidding and Award 26 Construction Inspection and Testing 26 Post -Construction Report 26 City of Arlington Pavement Management Program 1 5 Table i Pavement Lifespan Extension ................................................... ..................................................... .......... .6 Table z City of Arlington Pavement Condition Index and Rating System.......,,,.,.,.,,,,,,.—......................................6 Table 3 Pavement Preservation Treatments........................................................... .................................... .__..._.,..7 Table 4 Pavement Treatment Costs ....................................................... .................................. .,...........,....,..,........9 TableS Street Inventory......................................................................................................................................20 Table 6 Street System Reconstruction Value....................................................................................................... ai Table 7 Cartegraph Asphalt Concrete Distress Types................................................,.......................................... 23. Table 8 Segments Exhibiting Pavement Distress by Type.....................................................................................22 Table 9 Cost by Functional Classification........................................................................ .......................... 23 Figurei Pavement Preservation............................................................................_._..........................................9 Figurez Pavement Life Extension........................................................................:a......,...................................... io Figure 3 Existing Road Type Breakdown..............................................................................................................16 Figure 4 Exhibited Pavement Distresses.............................................................,...........,....................................19 Figure 5 Segments Exhibiting Pavement Distress by Type and Severity .............................. _.................... ,........... zo Figure 6 Pavement Condition by Percent of Lane -Miles ................................................ ............................... ........ 21 Figure 7 Lane -Miles of Roadway by Condition..................................................................................................... zi Figure 8 Preservation and Reconstruction Cost by Functional Classification........................................................zz Figure 9 Preservation Cost by Functional Classification .............................................. ............................................................ 23 Figure to Reconstruction Cost by Functional Classification......................................,,...,,.....,............................... 23 City of Arlington nr'PFI\IIII-FC ' Appendix A— Pavement Management Program Maps Figure is City of Arlington Street Map - Figure 2: City of Arlington Roadway Function Classification Map Figure 3: WSDOT Roadway Function Classification Map - Figure 4: Arlington Pavement Preservation Focus Area Boundaries - Figure 5: Old Town Arlington Focus Area Figure 6: Arlington Airport Focus Area Figure 7: West Arlington Focus Area Figure 8: Island Crossing Focus Area Appendix B — Cartegraph Pavement Module Summary Pavement Management Program 1 6 Appendix C — Distresses Used in the City of Arlington Pavement Management Program Appendix D — Pavement Condition Index and Ratings By Segment Name Appendix E — Pavement Condition Index and Ratings By PCI (Worst to Best by Functional Class) Appendix F—ASTM Pavement Condition Index Rating System I j City of Arlington 1.0 Definitions Pavement Management Program 1 7 Terminology in the paving industry is not always consistent or clear to those unfamiliar with pavement management. Likewise, jurisdictions may use similar terms interchangeably. For the purposes of this report and the City of Arlington's Pavement Management Program, the following definitions will be used. ASPHALT EMULSION A mixture of asphalt, water, and a small amount of an emulsifying agent. These components are blended in a colloid mill which shears the asphalt into tiny droplets. The emulsifier is a surface-active agent that keeps the asphalt droplets in a stable suspension and controls the breaking time. The result is a liquid product with a consistency ranging from that of milk to heavy cream, which can be used in cold processes for road construction and maintenance. ASPHALT OVERLAY Asphalt overlays for pavement preservation generally consist of a thin overlay of asphalt directly onto the existing roadway. The asphalt is typically applied at a thickness of <_ 1.1h" and is not intended to structurally strengthen the pavement but instead to provide a new road wearing surface and address other functional problems as part of a pavement preservation strategy. CAPE SEAL A pavement preservation treatment consisting of chip seal application followed by a slurry seal application. Afterthe chip seal process has been completed, slurry seal is typically applied within 48 hours to hold the chip material in place and to provide a smoothertexture forthe final product. CHIP SEAL A pavement preservation technology that applies a new wearing surface over an existing asphalt paved roadway. It generally consists of applying an asphalt emulsion which is then immediately covered by a layer of uniformly sized stone chips, the asphalt emulsion helps provide a waterproof membrane to repel moisture from entering the sub - grade and adds elasticity to prevent reflective cracking from showing through the new surface. CRACK SEAL is the practice of sealing pavement cracks to prevent water from seeping into pavement and causing further deterioration. While this practice is normally considered regular street maintenance, it is incorporated with pavement preservation as a means to ready a street for pavement preservation. GRIND AND OVERLAY (ALSO KiNOWN AS MILL AND FILL) is a pavement preservation technology whereby an existing pavement wearing surface is ground down, or milled, up to 11/z" and then a new layer of asphalt is applied as an overlay. FOG SEAL is a pavement preservation treatment consisting of the application of a slow -setting asphalt emulsion diluted with water. A fog seal will cover small cracks and surface voids, reduce raveling, and serves a wearing course to protect against the elements and UV degradation. LAN E-M I LE is a measure of roadway consisting of one lane of street, one mile long, regardless of lane width. A standard residential street, one mile long, would be two lane -miles. MICROSUR FACING is a pavement preservation technology that consists of application of a mixture containing dense - graded aggregate, polymer modified asphalt emulsion, water, mineral fillers and other additives onto a clean road surface. Microsurfacing is similar to slurry seal except that the asphalt mix allows microsurfacing to cure more quickly and be applied thicker than a slurry seal. Microsurfacing is also stronger and more durable than slurry seal. City of Arlington Pavement Management Program 1 8 PAVEMENT CONDITION INDEX (PCI) is a pavement rating scale (o-ioo) with ioo representing a new street. 75%of the pavement life is expended by PCI 6o. PAVEMENT CONDITION RATING (PCR) is the category PCIs are divided into. This Pavement Management Program uses five categories consisting of Good, Satisfactory, Poor, Fail, and Reconstruct. PAVEMENT PRESERVATION refers to extending pavement life, enhancing pavement performance, ensuring cost- effectiveness; and reducing user delays through the use of various treatments and technologies designed to extend the useful life of a paved road surface. Preventive maintenance is part of a pavement management strategy of cost-effective treatments to an existing roadway and its components that preserves the system, retards future deterioration, and maintains or improves functional condition of the system without increasing structural capacity. RECONSTRUCTION is the complete rebuilding of a street, including the full removal of the asphalt road surface and, possibly, the removal of the aggregate base layers. The subgrade is recompacted and regraded and a new asphalt road surface installed. SLURRY SEAL is a mix of sand -sized aggregate, emulsion and mineral fillers mixed cold and directly applied onto a clean road surface. A slurry seal restores a uniform texture and color, provides a new wearing surface, and seals pavements. Slurry seal aggregates come in three sizes or grades, designated as I, II or III. City of Arlington Pavement Management Program 1 9 2.0 Strategic Pavement Management The City of Arlington's street system infrastructure is its largest asset by far, with a value of several hundred millions. The importance of a reliable transportation system is readily apparent, providing for the movement of people and goods throughout the City and to connections beyond the city limits. Quality of life in the City of Arlington and the economic vitality of the businesses in the City are directly related to a viable well -functioning street system. Maintaining this street network is therefore one of the City's highest priorities. Strategic Pavement Management is an approach that is a planned strategy of cost-effective treatments to an existing roadway and its components that preserves the system, retards future deterioration, and maintains or improves functional condition of the system. The City of Arlington is implementing this Pavement Management Program that will balance pavement preservation of good streets with the replacement of failing streets. What makes this program different from traditional thinking is that the selection of pavement maintenance projects is based on the financial consequences of delaying a project rather than based on the condition of the pavement. The reasons behind this and the processes used to implement this strategy are detailed below. Objectives of the Pavement Management Program This Pavement Management Program (PMP) provides a plan of action forthe City on how to improve the condition of its current road system and how to institute a program to provide regular preservation on roads to maximize their useful life. The approach entails collection of data on the existing condition of the street infrastructure system, evaluation of the data collected, and identification and scheduling of the appropriate treatment— preservation maintenance or reconstruction. This is not a one-time effort, but rather an on -going program requiring regular updates. An effective PMP will allow the City to maintain its street system at an acceptable level (as defined by the City) and minimize the expense of street reconstruction and preventive maintenance. The PMP will also allow the City to compete for state or federal funds. The City of Arlington's Pavement Management Program will provide City staff with: ■ An inventory of all roadway surfaces owned and maintained by the City. ■ Current pavement conditions for all public streets and a list of the locations requiring preservation or reconstruction. ■ A recommended pavement preservation treatment plan based on cost-effectiveness. Good Preventative Maintenance z i 0 LZ z 0 u z w Rehabilitation a Poor Figure i Pavement Preservation TIME Pavement Preservation Reconstruction 0 Anticipated pavement maintenance costs to include in the City's Capital Improvement Plan. City of Arlington Pavement Management Program 1 10 Pavement Lifecycle The asphalt pavement used on City streets typically performs well for the first io years of its lifecycle. After io years, the pavement begins to deteriorate at a much faster rate. Providing maintenance during the early stages of the pavement lifecycle—such as repairing cracks, seal coating, chip sealing, etc. —is therefore a critical function to maintain streets in a cost-effective manner. These maintenance techniques can protect the substrate and extend the life of the pavement. As the chart below illustrates, investing in street maintenance early in a roadway's lifecycle is much less expensive than the costly repairs and reconstruction that will be necessary later in the lifecycle. For the City of Arlington to maximize its investment in the street system, keeping the streets in a good condition must be a priority. This means that funding should not first target the streets that are in the worst condition and need to be reconstructed, rather the City must balance the reconstruction needs with providing pavement preservation treatments to the streets still in relatively good condition. Because the advantages of this strategy are not readily apparent to all citizens, it is imperative that the City of Arlington develop an effective communication plan that explains this prioritization strategy. Extending the Pavement Lifecycle The International Slurry Surfacing Association (ISSA) has developed hypothetical cost scenarios to determine the cost of pavement preservation treatments versus the cost of reconstructing an untreated road. Based on the pavement lifecycle curve shown in Figure 1 above, three preservation treatments over a 25-year period at $a/square yard will maintain the pavement in good condition Original Pavement z O 0 z 0 V F z w 5 w Q Extended Pavement Life Pavement Preservation Treatments for a total cost of $6/square yard. If the road is left untreated for iz or more years, the full rehabilitation will cost upwards of $12 to $i6/square yard. Figure z Prevention illustrates this extension of the pavement Threshold life. Applying this cost approach to an actual street section in the City of Arlington can provide an estimate of potential cost savings from this pavement management strategy. For example, for Reconstruction Macleod Avenue between E Maple Street Threshold and E Division Street (approximately so,000 square yards of pavement), the cost savings over 25 years amounts to $6o,000 - $ioo,000. City of Arlington How Pavement Fails Pavement Management Program 1 11 Pavement is intended to provide an even surface on top of the native soil that allows for vehicle operations in all seasons, allows for a well-defined roadway, and maintains an aesthetically pleasing entry to public and private facilities. It is a commonly held belief that high levels of traffic or heavy vehicles are the primary causes of pavement failure. While these are certainly contributing factors, other factors have a larger impact on the condition of roadway pavement. The main factors contributing to pavement deterioration include: ■ ULTRAVIOLET LIGHT. The natural light from the sun contains rays in the ultraviolet spectrum. These rays cause oxidation, resulting in aggregate material emerging through the pavement surface. The surface then exhibits a rough appearance and becomes brittle as cracks develop and the pavement deteriorates. • VEHICLE FUELS AND LUBRICANTS. Vehicle fuels and lubricants such as gasoline, oil, diesel fuel and jet fuel dissolve the binding agents in asphalt, causing softening and failure. ■ WATER. Water in the soil beneath the pavement makes the soil less able to support heavy loads. As the soil leads to the loads exerted on it, the pavement will begin to crack. Once cracks form, water can enter the pavement itself from above and below, worsening the pavement deterioration. This situation is worse where there is considerable freezing and thawing. • TRAFFIC. Finally, traffic is a contributing factor —especially relative to the factors listed previously. Heavy vehicle traffic is worse, for the reasons described under the water description above. Pavement Lifespan Extension with Preservation The timing of the pavement preservation application has a significant influence on the effectiveness of the treatment in prolonging the roadway useful life; therefore, applying the right treatment to the right pavement at the right time is at the core of pavement preservation. PCI provides an excellent indication of the road's overall quality and when preservation or reconstruction treatment is necessary. City of Arlington TABLE 1. PAVEMENT LIFESPAN EXTENSION Pavement Management Program 1 12 PCI REMAINING RATING CONDITION LIFE WORK OPTIONS 85 to 100 Good 15 to 25 years Little to no maintenance, fog or repvenatinal seal 70 to 84.99 Satisfactory 12 to 20 years Routine maintenance, microsurfacin;, slurry seal, chip seal, crack seal 60 to 69 99 Fair 10 to 15 years Double chip seal, cape seal, rniU patch 40 to 59 99 Poor 7 to 12 years Resurface, milt and resurface 0 to 39 99 Reconstruct 0 to in years Reconstn_iction rebuild full depth reclamation Pavement Condition Index and Pavement Condition Rating The US Army Corps of Engineers (USACOE) developed a system to rate, score, and index the condition of asphalt and concrete road surfaces, however, Arlington only has asphalt paved roads, which are the focus of the Pavement Management Program. This system was widely accepted by municipalities across the country and, following the development of formal procedures, was adopted by the American Standard and Testing Method (ASTM) as the Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys, method D6443• The Pavement Condition Index (PCI) is now the industry standard for rating pavement conditions. It provides a rational basis for determining the deterioration rate of pavement surfaces based on a pavement condition survey conducted by trained staff. Pavement condition is typically grouped into general categories referred to as the Pavement Condition Rating (PCR) based on the PCI rating. The categories can vary according to the needs of thejurisdiction rating the pavements, and some jurisdictions use many categories. Forthe City of Arlington, the following categories have been established: a score of 85—ioo as Good, 70— 85 as Satisfactory- 60-7o as Fair, 40 —6o as Poor, and 0 —4o as Reconstruct. TABLE 2. CITY OF ARLINGTON PAVEMENT CONDITION INDEX AND RATING SYSTEM Pavement Pavement Condition Rating Condition Index (PCR) (PCI) Good 85 - 1,00 Satisfactory 70 - 85 Fair 60 - 70 Poor Reconstruct 0 - 40 City of Arlington Pavement Preservation Techniques Pavement preservation is typically divided into two areas: Preventive Maintenance and Reconstruction. Preventive Maintenance includes various techniques to repair, rejuvenate and restore the top -most wearing surface of the roadway; it does not typically include any structural strengthening or modifications to the roadway. Reconstruction involves a full -depth rebuilding of the roadway. The main goal of Arlington's Pavement Management Program is to develop and implement a systematic plan to improve road condition and maintain road conditions at an acceptable level as efficiently and cost effectively as possible. The key is in maintaining streets and roads in good condition (at a relatively low cost) rather than allowing pavement to deteriorate to the point where extensive rehabilitation or reconstruction becomes necessary. Pavement preservation treatments used by the City of Arlington are described in detail on the following pages. Pavement Management Program 1 13 TABLE 3. PAVEMENT PRESERVATION TREATMENTS The City has selected the following preservation treatments for preserving paved roadway surfaces. Crack sealing and patching are operational maintenance activities that are performed by City Staff. These are typically CRACK SEALING considered maintenance activities alone; they are not considered pavement preservation activities. When patching and AND PATCHING cracksealing are performed in conjunction with placement ofa wearing surface (slurryseal, microsurfacing, chip seal, thin overlay), then it is considered pavement preservation. Fog seals are a mixture of asphalt emulsion and water applied to the asphalt surface of a road, street or highway. The Asphalt Emulsion Manufacturers Association (AEMA) defines a fog seal as "a light spray application of dilute asphalt emulsion used primarilyto seal an existing asphalt surface to reduce raveling and enrich dry and weathered surfaces". FOG/REJUVENATING SEALS Fog seals are also useful in chip seal applications to hold chips in place in seal coats. These are referred to as flush coats in California. They can help prevent vehicle damage arising from flying chips. Fog seals can seal hairline cracks. Fog seals are a method of adding asphaltto an existing pavement surface to improve sealing or waterproofing, prevent further stone loss by holding aggregate in place, or simply improve the surface appearance. A slurry seal shall consist of a mixture of an emulsified asphalt, mineral aggregate, water, and additives, proportioned, mixed and uniformly spread over a properly prepared surface. The slurry seal is applied as a homogeneous mat, adheres firmlyto the prepared surface, and has a skid -resistant texture throughout its service life. Slurry seal is available in three mixture types based on gradation as follows: Type I (fine). Thistype has the finest aggregate gradation (most are smallerthan the 2.36 mm sieve) and is used to fill small surface cracks, address moderate surface distresses, and provide a thin covering on the existing pavement that provides protection from the elements. Type I aggregate slurries are sometimes used as a preparatory treatment for SLURRY SEALS HMA overlays or surface treatments. Type I aggregate slurries are generally limited to low traffic areas. Type II (general). This type is coarser than a Type I aggregate slurry (it has a maximum aggregate size of 6.4 mm) and is used to: fill surface voids, treat existing pave mentthat exhibits moderate to severe raveling due to aging and other more severe surface distresses, provide a durable wearing surface, and improve skid resistance. Type II aggregates I urry is the most common type. Type III (coarse). This type has the coarsest gradation and is used to treat severe surface defects. Because of its aggregate size, it can be used to fill slight depressions to prevent water ponding and reduce the probability of vehicle hydroplaning. This aggregate gradation provides maximum skid resistance and an improved wearing surface. City of Arlington Pavement Management Program 1 14 TABLE 3. PAVEMENT PRESERVATION TREATMENTS (CONTINUED) The City has selected the following preservation treatments for preserving paved roadway surfaces. Microsurfacing is an advanced form of slurry seal that uses the same basic ingredients (emulsified asphalt, water, fine aggregates Type I, II, and III, and mineral filler) and combines them with advanced polymer additives. Microsurfacing is proportioned, mixed and uniformly spread over a properly prepared surface. Microsurfacing is capable of performing in variable thickness cross -sections such as ruts, scratch courses and milled surfaces. Microsurfacing is applied as a MICROSURFACING homogeneous mat, adheres firmlyto the prepared surface, and has a skid -resistant texture throughout its service life. Microsurfacing is a quick -traffic system that allows traffic to return shortly after placement. Normally, these systems are required to accept straight, rolling traffic on a o.5 in (12.7 mm) thick surface within one hour after placement in specific application conditions. Chip sealing is the application of a bituminous binder immediately followed bythe application of an aggregate —the "chip". The aggregate is then rolled to embed it into the binder with excess chips being swept up afterthe binder has set. Multiple layers may be placed and various binder and aggregate types (1/", 3/8" orl/2") can be used to address specific distress modes ortraffic situations. Some ofthe various chip seal types are: Single Chip Seal. A single chip seal is an application of binder followed by an aggregate. This is used as a pavement CHIP SEALS preservation treatment and provides a new skid resistant wearing surface, arrests raveling, and seals minor cracks. Multiple Chip Seal (Double Chip Seal). A double chip seal consists of a spray application of binder, spreading a layer of aggregate, rolling the aggregate for embedment, applying an additional application of binder, spreading another layer of aggregate (approximately half the average least dimension of the base coat aggregate), and rolling once more. Sweeping should be done between applications. This process may be repeated, as necessary, to build up a pavement's edges. Multiple chip seals are used where a harder wearing and longer lasting surface treatment is needed. THIN PAVEMENT OVERLAYS A thin pavement overlay is typically less than z-inches of asphalt placed over an existing (prepared) road surface, or over a road surface that has been milled. City of Arlington Pavement Management Program 1 15 Pavement Preservation Treatment Costs The City of Arlington has developed Pavement Preservation Treatment Costs per square yard for various pavement rehabilitation treatment technologies; these costs are summarized in Table 4. The costs are based on June 2013 typical construction estimates and are presented to demonstrate the relative cost of each pavement preservation system. These costs were used in this document to derive planning -level construction estimates for pavement preservation costs on a system -wide basis. TABLE 4. PAVEMENT PRESERVATION TREATMENT COSTS (COST BASIS JUNE 2013) TREATMENT AVG. COST / SQYD ($} PROJECTED LIFE (YEARS) Fog Seal 0 54 0 5 - 1 Rejuvenating Fog Seal 0 70 1-4 Slurry Seat 163 3-5 RME Slurry Seal 3 75 S - 9 Microsurfacin; 2 10 5-10 Fiberized Microsurfacing 2 65 7-12 3/8" Chip Seal 3 75 6-9 3/8" Chip Seal with Fog Seal 4 29 7-11 1 /2" Chip Seal 410 7-10 1 /2" Chip Seal with Fog Seal 4 10 8 -12 Double Chip Seal 7 75 9 -15 GTR Chip Seal 405 3 - 5 1-1 /2" Overlay 9 23 12 - 20 2" Grind and Pave 26 63 20 Notes: a.. Costs are based on a combination of Snohomish County and private contractor estimates. 2. These costs do not include engineering, bid support or project/construction management. City of Arlington 3.0 Existing Conditions Existing Road System The City of Arlington's street pavement system is composed of 167 miles of paved surfaces grouped into Arterials, Collectors, Streets and Bike Lanes. For the pavement condition ratings, this system was divided into 3,365 pavement management segments. TABLE 5. STREET INVENTORY CLASSIFICATION ARTERIAL ,'MAJOR y MINOR) COLLECTOR STREET iRESIDENTIAL Et GENERAL) BIKE LANE (5' WIDE) TOTAL CENTER LINE MILES Pavement Management Program 1 16 Bike Lane Arterial .18% Street Collector 67% 14% Figure 3 Existing Road Type Breakdown LANE MILES OF LANE MILES d o"n 13 3% 0 ti?0 t00% The total value of the street pavement in the City of Arlington can be represented by its reconstruction value. A planning level -estimate of the Arlington pavement infrastructure reconstruction value is presented in the table below. This estimate is based on an approximate $40 per square yard or $281.,600 per lane mile for asphalt concrete pavement reconstruction. Because of the narrower width of bike lanes, these costs were estimated at half that of the wider vehicle lanes. (Note that this estimate does not include sidewalks, curbs, gutters, ADA ramps or other auxiliary elements of the roadway.) Based on this cost estimate, the reconstruction value of the City of Arlington's street system isjust over $47 million (note: the cost of reconstruction should not be confused with the cost of construction — reconstructing an existing roadway is approximately 1/5 the cost of new construction). TABLE 6. STREET SYSTEM RECONSTRUCTION VALUE CLASSIFICATION LANE Mil ES RECONSTRUCTON VALUE ARTERIAL (MAJOR Et MINOR) 31 7 9,hoo COLLECTOR 23 6,4?6,3uu STREET (RESIDENTIAL a GENERAL) u--;I,,39,"M BIKE LANE IS' WIDE) s 3L,000 TOTAL i67 S,.7,027,200 City of Arlington 2013 Pavement Condition Assessment Summary Pavement Management Program 1 17 A pavement condition assessment of the City of Arlington's street system was conducted in November and December of 2012 by VPR Services, Inc. to evaluate the existing surface condition of each pavement segment. This assessment included the following elements: A Visual Survey was completed of all City streets. Data on the type and extent of pavement distresses were collected by segment. Typically, a segment of roadway extends from one intersection to the next. Pavement Distresses were categorized as detailed in the following section. Distresses include cracking, buckling, patching and fatigue. A Pavement Condition Index (PCI) rating was calculated for each segment through the Cartegraph software. vIihat iS- .a Pavement Condition Assessment? The Pavement Condition Index (PCI) is a numerical rating of pavement condition with a rating of ioo for new road construction and o for a gravel road. Through use overtime, the condition of all pavement will degrade and, based on the extent of degradation, either need preservation or reconstruction. The PCI provides a numerical measure that allows an agency to determine current road conditions and the best strategy to preserve the roads. The PCI has a maximum value of ioo; this value is reduced based on calculated deductions for the distresses measured in the pavement. This procedure is completed by trained personnel (the Rater) who first identify a road segmentto rate and measure, this is called the pavement sample. Knowing the sample length, width and area, the Rater then measures the distresses and their severity in accordance with the PCI calculation process (ref ASTM D6433)• The total amount of distress measured in the road segment is then deducted from ioo to obtain the PCI for the�p pavement sample. A more in-depth description of the PCI calculation process is summarized below, and a copy of the ASTM D 6433 standard is included in the appendix: i. Distress measurements for a sample are summed by distress and severity. a. A sample can have multiple distresses and a variety of severities (high, moderate or low). b. Each severity of the distress is summed for the sample as a separate measurement. z. The density of each distress and severity measurement is calculated by dividing by the total sample area. INTERNATIONAL City of Arlington Pavement Management Program 1 18 3. Using the density, the distress, and the severity, the deduct values are found in the `Deduct Values for Asphalt' rating curves in ASTM D 6433 —07• 4. If all of the deduct values are greater than z, then the number of allowable deduct values are calculated (no more than io deduct values may be used for a sample). If the deduct values are all less than z or only one is determined to be z, they are simply summed up and the sum is subtracted from soo to generate the PCI. 5. For those samples that have deduct values greater than z, a mathematical iteration is used to reduce the allowed deducts to z —this process forms a table of deduct values. The first record of the table is all the deduct values ranked from largest to smallest. The second record ranks all the deduct values from largest to smallest with the smallest one reduced to the value of 2. The third line shows the deduct values from larges to smallest with the last two values reduced to the value of z. The table is continued until the last record where only the largest value is not z. 6. Each line of the table is summed for total deduct value. Each total deduct value is then `corrected' using the `Total Deduct Value' graph in ASTM D 6433-07• 7. The highest `corrected' deduct total is taken from the table and subtracted from ioo for the PCI for the sample. The City of Arlington uses the Cartegraph operations management system to track resources, maintain assets and manage workflow. Cartegraph has the ability to manage a pavement database and has several pavement distress types in its Asphalt Concrete (AC) Distress Library. Each of these distress types can be rated in severity as LOW, MODERATE or HIGH. The distresses captured in the City of Arlington's 2012 pavement survey are summarized below. TABLE 7. CAo<TEGRAPH ASPHALT CONCRETE DISTRESS TYPES AC BUMPS Et SAGS Surface Defects AC EDGE CRACKING Cracking AC RUTTING SurfaceDe':)rmarrorr AC LINEAR. CRACKING -rucking 3urnps are small localized, upward displacements of the pavement surface. Crescent shaped cracks of Farr ly r_onrinuous cracks which intersect the pavement edge and ar e located .vithin z Ft of the pavement adjacent to the shoulder A cur is a surface depr=ssion m tine wheel paths Pavement uplift [nay occuralong the ides of the rut, but, in many rnslances, ruts are nctiraadle only after a rainfall �rvhen the paths are filled mhth water ongrtudrnal cracks aie parallel ro the paverriew's cenbeiline oI lay dc•�.-r, direcnon AC RAVELING 6: in/EATHERING Surface Ce erLs Raveling and w-rather rn-j aie the wear r,(j aYlay of the pavement surface r.lue to a loss of asphalt or tar binder and cii;Iodged aggi egale particles AC PATCHING 7a1,rhrnq and P.,cl )Odes ?. patch a an area of pa+,ernent i Hat has been -_pI,3,I ie,.v matey !al to repay dye pav-nienl A pab_h rs-orrslderecl deFect no matter how well rt appear , to perform AC FATIGUE (ALLIGATOR) CRACKING necking All,garor of Farm)u;-crackinc,isasenesoFrni.erconnectrngciarks�_au-.d )y Ica t;gue Failure of dhe asphalr tnnrret= surface rode rpeated ❑aFfrr loading Desa IpC!uns aie ralcen Firm the C orr-or,vpn A uholz For a mor= and photz.)s, sae App�_ndi:; City of Arlington Pavement Management Program 1 19 The extents of the distress types identified in the visual survey of the City of Arlington's street system are summarized in the table and charts below. AC Bumps & Sags No distresses 70'�0 o°AC Edge Cracking {_ 2% AC Rutting AC Fatigue 1% (alligator) Cracking 26�'° AC Lirradi Crackon (tran5,liong) AC latching 34% 2:.% Figure 4 Exhibited Pavement Distresses TABLE 8. SEGMENTS EXHIBITING PAVEMENT DISTRESS BY TYPE DISTRESS NONE LOVE! NO DISTRESSES ,C BUMPS Ft SAGS 59 AC EDGE CRACKING -� S AC RUTTING AC LINEAR CRACKING AC RAVELING rt V,)EATHE,RING 227 AC PATCHING S32 AC EAT IGUE iALLIGr'TOR, CR,ACI;ING 60 TOTAL DISTRESSES EXHIBITED 15 2,036 ,C Raveling & Weathering 9% MEDIUM HIGH TOTAL % 1-5 o.tr54�� 8 219 b-Sln� 57 i 6�i5 34 33 134 1,130 ,3•S "^ 04 19 310 g z�•�in 153 35 720 -- -r,'=b 330 i90 880 -i6 LS ur 927 387 3,365 City of Arlington low 134 - medium high 33 1 0 _54M s , AC Bumps & AC Edge AC Rutting AC Linear Sags Cracking Cracking (trans/long) Pavement Management Program 1 20 AM 190 330 AC Raveling AC Patching AC Fatigue & (alligator) Weathering Cracking Figure 5 Segments Exhibiting Pavement Distress by Type and Severity Pavement Condition Ratings The pavement condition ratings output by the Cartegraph software are summarized in the chart below. The majority of roadway infrastructure (measured in lane -miles) in the City of Arlington fell into the "Good" category, meaning little to no maintenance is needed at this time. Only about 7% of roadway segments fell below into "Reconstruct," but there are significant costs associated with rehabilitating a roadway in this condition. These roadways are shown on a map in Appendix B. Ratings for each segment are included in Appendix C (by PCI) and Appendix D (by segment name). City of Arlington Pavement Management Program 1 21 Reconstruct 7% Fair _6% Figure 6 Pavement Condition by Percent of Lane -Miles 26.34 28.46 13'97 11.93 Reconstruct Poor Fair Satisfactory Figure 7 Lane -Miles of Roadway by Condition 114.81 Good City of Arlington Estimated 10-Year Pavement Treatment Costs Pavement Management Program 1 22 The pavement condition assessment also collected data on the length and width of the roadway segments in the inventory. This data was coupled with estimates for pavement treatment costs to obtain a cost per square yard estimate to reconstruct or repair the pavement of all roads in the City of Arlington system. These costs are summarized in the table and graph below. The cost estimates below are inflated to account for engineering/bidding support (io%) and to account for project and construction management (io%). These estimates are strictly limited to pavement preservation and pavement reconstruction; no sidewalk, curb, gutter or stormwater improvements are included. TABLE 9. COST BY FUNCTIONAL CLASSIFICATION CLASSIFICATION PRESERVATION AREA (SQYD) RECONSTRUCTION AREA (SQYD) TOTAL COST COST COSTS MAJOR ARTERIAL $96,394 15,897 $96,394 MINOR ARTERIAL $173,544 39,657 $372,426 24,043 $545,969 COLLECTOR $196,794 70,184 $919,988 70,183 $1,116,781 LOCAL $530,045 210,335 $3,329,917 86,044 $3,859,961 TOTAL $996,777 336,073 $4,622,331 180,270 $5,619,105 Major Arterial MinorArterial Collector Local $3,329,917 $919,988 $919,988 $530,045 $96,394 $173,544 $196,794 $o Preservation Cost Reconstruction Cost Figure 8 Preservation and Reconstruction Cost by Functional Classification City of Arlington Pavement Management Program 1 23 _ Major Arterial Minor Arterial Collector ° Local $96,394 $530, 045 Figure 9 Preservation Cost by Functional Classification MajorArterial Minor Arterial Collector Local $o $372,426 $3,329,917 Figure io Reconstruction Cost by Functional Classification City of Arlington 4.0 Implementation Pavement Preservation Goals and Policies Pavement Management Program 1 24 In April 201.3 the City of Arlington created a Transportation Benefit District (TBD) specifically for the immediate and long term preservation of the City's road system. The TBD Board of Directors established the Goals and Policies to be used when developing an annual Pavement Preservation Workplan. i. The City will continue to use the Pavement Condition Index (PCI) as the primary gauge for establishing a road's overall condition. 2. The City will strive to have roadways maintain the following minimal PCI rating per functional classification: Functional Classification Arterial — Principal Arterial — Minor Collector Residential/minor Avg Recommended PCI Rating 80 70 70 60 3. The TBD Board of Directors acknowledges that the following pavement preservation technologies are acceptable treatment for Arlington roads: ■ Full depth pothole repair and strategic pavement replacement ■ Fog Seal and Rejuvenating Fog Seal • Slurry Seal ■ Microsurfacing and Fiberized Microsurfacing ■ 1/4" Chip Seal (optional with Fog Seal) • 3/8" Chip Seal (optional with Fog Seal) • 1/2" Chip Seal (optional with Fog Seal) ■ Double Chip Seal ■ GTR Chip Seal ■ 1-1/2" Overlay ■ 2" Grind and Pave (reconstruction) 4. To maximize TBD investment, all roadways below a PCI rating of 40 will be reconstructed. The level and extent of reconstruction is to be determined by an engineering study of the road. S. Priority will be given to arterial roads, followed by collector roads, and then followed by residential/minor roads. 6. Priority will be given to roads that are still able to be preserved over roads that need reconstruction. 7. Priority will be given to roads with high average daily traffic (ADT) count. City of Arlington Pavement Management Program 1 25 8. The TBD will approve an annual pavement preservation plan, detailing which roads are to be preserved and/or reconstructed no later than October of the preceding year of when the plan is to be implemented. All roads contained within the annual pavement preservation plan must be fully investigated and engineered to assure that the road is capable of continued service before application of any road preservation or reconstruction. Development of an Annual Pavement Preservation Workplan In October of every year, the City will prepare and present to the TBD Board of Directors an Annual Pavement Preservation Workplan summarizing the streets to be preserved in the coming year and approximate range of costs. The Workplan has two primary purposes: Identification of Streets and Road to be Preserved —The Pavement Preservation Workplan will identify what streets and roads will have pavement preservation in the coming year, the anticipated type of treatment, and a preliminary budget for the proposed preservation work. Development of this plan will bean iterative process between staff and the TBD Board. The actual type of preservation selected and the preliminary cost estimate may differ from the data contained in the final Engineering Analysis and Bid Documents. • Preparation of Annual TBD Budget —The Pavement Preservation Workplan will contain a preliminary cost estimate for design, construction, and construction management of the coming year's pavement preservation projects; this cost estimate will serve as a basis for developing a budget for the TBD. Engineering Analysis and Bid Documents Once a Workplan has been approved by the TBD Board, staff will begin work contracting with a consulting firm to perform necessary engineering analysis and prepare bid documents. The work associated with the Engineering Analysis and Bid Documents includes: ■ Site Visit — City Staff will perform a site visit with the consultant(s) to view the road segments identified for preservation. A visual inspection will be performed noting aspects such as road surface defects, road structural defects, road PC] rating, etc. • ADT Count — Staff will perform Average Daily Traffic (ADT) counts to measure the amount and type of vehicle traffic on the road segments. • Road Structural Testing —The consultant will perform structural tests (pressure plate -deflection measurement, pavement coring, etc.) on the road segment to determine the underlying strength of the road segments and their ability for continued service with resurfacing. • Selection of Pavement Preservation Methods — Consultant will use data from visual inspection, ADT measurement and structural assessment to determine the appropriate preservation and anticipated pavement life extension. ■ Bid Documents — Prepare bid documents for preservation work following WSDOT format. City of Arlington Construction Bidding and Award Pavement Management Program 1 26 Staff will present the completed Annual Pavement Preservation bid package to the TBD Board fortheir concurrence and authorization to advertise for bid. The project will be advertised on the MRSC Small Works Roster and direct mailed to local area pavement preservation companies. Staff will monitor the bidding, respond to inquiries, issue addendums, and publicly open the sealed bids on the posted date. The bids will be reviewed and the lowest qualified bid presented to the TBD Board for authorization to award. Staff will coordinate execution of the contract and issue Notice to Proceed to the contractor. A preconstruction meeting will be held prior to the commencement of work. Construction Inspection and Testing Staff will contract with a geotechnical testing and inspection firm to review submittals, test materials, and inspect placement of the pavement preservation treatment for compliance with specifications. Post -Construction Report Following completion and acceptance of the year's pavement preservation, staff will prepare a report to the TBD Board that contains the following information: ■ Road Preservation Proiect Summary —A summary of costs and schedule for the engineering Analysis and bid Documents, Construction, and Construction Management & Testing. ■ Road Segment Detail Report —A list of road segments preserved during the current construction season, the square yards per segment, the preservation method applied, and associated costs per segment. ■ Preservation Maas — A Current Pavement Preservation map showing roads preserved during the current construction season and an updated Master Pavement Preservation map showing the original failing road segments and segments preserved to date. • Asset Management Summary Report — A Cartegraph report summarizing the City's overall pavement condition index rating pre -construction and post -construction. City of Arlington Pavement Management Program Appendix A Pavement Management Program Maps SR 130 �J/ 530 I 186TH PL NE 180TH IT N E f---n CEMETERY RD � I 197TH IT NE �, 1,46 s { PL NE z19 SN 51 NE -o = z / r —188TH ST NE Q 530 E SURKE AVE----' E GILMAN Pl`)�- S�1 Q-ESTHIT ES�� < G—u.0 N a ��-Qu E3RDST z O 1 z'z E2N0ST I I E IT ST w u T a < O L-TVEITRD— J — NJ < � r 1_ N 'PORTAGE ST4' h { -204TH IT NE I � z S x J r f, `J. z c ,JVD PL NE- m I c< > < 190", 9 Pt NE m 188TH IT NE z i 180TH ST NE — BOVEE LN c SR 531 m _ DR � o n s I z c)HILz Lu� �<61, U, � o? a N City of Arlington Figure 1 Arlington Street Map Legend Arlington Roads Arlington City Limits Marysville City Limits Streams and waterbodies courtesy of Snohomish County Dept of Information Systems, December 2009. Scale: 1 in = 2,333 feet Date: 08/28/2013 File: Fig StreetMapll X17_13.mxd Drawn by: kdh Maps and IBIS data are distributed 'ASIS' without warranties of any kind either elluess or implied, r+ciuJmp dul not limped 4a et � xjau.Ay fw, : pa€at.tb. pmpac w use 1,tao dale are cm opiled fram a Vanehy of Sauree zh vranargitlt may canine wro+ aed rrr = v.na rely upon mo avlom ahan do ao at their onn ri k ufsem three to mder,^-V deA!ta and'rnW trumes v n Coh ,, anurplon for any and al] ha6dity of any nal.re anoaq out of or ,e ffmff from trx C.6 of n--yor. corr =11— at the data or the use of the data presented in the maps - e� z 9 1" DfKE•RD i �-a2oTN•57 fyE_z ; c ur1.7Q SRr530 r `Zr rPIONEERrHWY•E Z N� 5 f a �,,.sT•NE. 2o�TH•Sr•NE•-� � �� iD6TH+ST.NE � •i z � 1 - 2oDTH•sr•NE� - I 197TH-ST-NEE — r mS i I \rJ n � r 18$T#i'ST NE ti 1867H•PtrNE - c 1€o n,i ST NE �. 4'RL NE a o W � � z L 4 ss 0•---158TH.ST-NE Y { y ]66: '%N1 N L tT Jry K :sDrypi �� 9 TH •ST NE .', ou a ' {� O < .3y B fVERN oR 7-7 -z c� t �r '� llllll ��i Q� S '6VH•ST-NE 1 `MCPHf RSO N. R� .a.,iel '__/ AC I 186THrSTNE— --r--182ND-ST-NE--- fi n np. NW`.'0, II City of Arlington Figure 2 Arlington Roadway Functional Classification Legend State Highway State Route �i Arterial Collector �i Private roads maintained by City Streets Arlington City Limits Marysville City Limits Streams and waterbodies courtesy of Snohomish County Dept of Information Systems, December 2009, Scale: 1 in = 2,333 feet Date: 08/28/2013 File: Fig2ArlFuncClass11X17_13.mxd Drawn by: kdh of an kind, either express implied, Maps and GIS data are distdbuletl 'ASIS" without warranties y p ss or i p , including but not limited to warranties of surtabilry for a particular purpose or use Map data are compiled from a variety of sources which may contain errors and users who rely upon the information do so at their own risk Users agree to indemnify defend and hold harmless the City of Arlington for any and all liability of any nature ansing out of or resulting from the lack of accuracy or correctness of the data or the use of the data presented in the maps City of Arlington rgure WS DOT Functional Classification Legend Interstate Arterial Minor arterial Collector Minor collector Future minor arterial Future collector Arlington City Limits Streams and waterbodies courtesy of Snohomish County Dept of Information Systems, December 2009. Scale: 1 in = 2,333 feet Date: 08/28/2013 File: Fig3WSDOTFuncClass11 X17_13.mxd Maps and GIS data art d4l"OLM091 As.rS" wmhtu wwnaAfia{ or a v Rnd, aura, ..,p— oa renpteed, including but not IimeeC tuww.w1 �s of ougabilgy for a partculPr pwpme or use. Map date are oomp fed from a variety of soumft'• ftch may comain e—N and vwtn Who idly tg.On the rnformulion do ap at thaw own risk. Users agree to indemnify defend and hold harmless the City of Arlington for any and all liability of any nature ansing out of or residing from the lack of accuracy or correctness of the data or the use of the data presented in the maps. J -j < o < z z w > > < a PIONEER HWY E -e 200TH ST NE S- 188TH ST NE Z a r z H N z m G 204TH ST NE ,5l r F� a N Z SCH� 0 E BURKE AVE E GILINAN NV' - DINE RD �t E STH ST E 5CT z = < u 220TH ST NE o a ? E3RDST z O z z E2NDST Z E 1ST ST > < z u i � J�u S < m� N :9 TVEIT PORTAGE ST s ST NE { ti z 204TH ST NE < P t Z \ rr N197TH ST NE s9 O 196TH PL NE ,,. % z z 1951H S' NE I Grz �lP dN � Q • A Q 'i ? y41) PL NE m o _ - U 1907.1 pi.._ ' NE Q > �188TH ST NE 186TH PL NE _'�• 186TH ST NE < z o o ry v~i 2 00 0 n 2iy 0 O. 182ND ST NE 180TH ST NE 180TH ST NE BOVEE LN c 176TH PL NE c> c z u = 2TRY C1U8 DR -- z z o � < V� < z rn v Q HIG SR-S3- 172N0'5T.NE - `- 171ST PLC 169TH PL NE z < <r = z 0 168TH ST NE U z � u, ^ '"'68TH S T NE 1�� j 166i S. < NE MCPHEFSON, RD N O City of Arlington igure Arlington Pavement Focus Areas Legend Pavement Focus Areas -ori €'a5 Northwest Southeast Southwest Marysville City Limits Streams and—1—lbcourtesy of Snohomish County Dept of Information Systems, December 2009. Scale: 1 in = 2,333 feet Date: 08/28/2013 File: Fig4FocusArea11X17_13.mxd D kdh Mtapx aril GIS data are d.s+ itiW,pd AS49 MAMwf xanprGa. of any afd, eidie• ;Ap ass or tmpeea, .OW '% fine not tim ted to Anti- 01 exelfiEidd¢ tfa a pnnkuhm ❑ "t of A- Mao dafa ara wmpcied ham ■ Madly e5- —es Nfb. may c4nue, wftln 5 raga W4 'etr ,jpma Inn rnjoma:4. do sp al their '. hsk Uses +p ee to sraomr,li _wend ana `,oki nwiv 7 the Clq ok agm;W W any add el 14dMldy d any milu o adnq out of of resu0'+y upm dr6 tom of Amrocy or '7,r, pfnr of the dma or the use at the data presented in the maps. 220TH ST NE 7 i 1 1 �217w 1253 1254 207TH O P, J N N rp48 2� H3r SCHCOMP� RD _ �'' vBrE � ices E WAILER A%%- t9 y r w BURKE AVE { BURKE AVE SR ,^ I1927 ¢ 0 1964 1879 1974 19'+ 1972 +w E GILMAN'AVEIS $� 19 75 P DIKE - • I DIVISION 5T m � E DIV/S-/�1 y0 83 RD 1 � 7976 x04 �- w tag � o `_ Z 7890 2007 200 E STHAST 71703 2002 2001 2000 0 = a 2005 w 1 a , �> n� TN 19P r- 2009 � 2011j 1949 p LL' ' ¢ 1985 1896 ? 4 E z =1 �g m 2008 O 2010 1899 2017 LL 2023 1900 Z 1902 z�z �•+ 2020 ■ 1901 1903 2019 2022 2075 2027 2 1947 d zNa S1 2015 7.016 2018 2021 2024 2026 '� 2028 z ti 1909 E 157 ST a ytfr: w i 2048 a 16f2 1 iS� N O b E3R o 1916 v E MAPLE -STD - — 1952 2046 ?� 20,19u 1914 Q� 2056 t9T7 Q ti G c ti� Y w 1946 4 2041 2059 1920 2p 1 EdACKsC]NST oQ-MEDICAL•CF�� z 17 1246 1245 2053 2064 2063 1 1953 �.f V'J n E HICHLAND DR ^+TV�IT RDA T~f�IV,, 1236 CO nv °' 2068 ■ !1 1924 1922 ES LEYST x S0 ST 1225 1O 1956 i m N \� MARIDlV ST (rL FA m , 4 122209TH.ST•NE.— 1932 ^ 2100 2070 1248 hbr JENSEN ST 7t07 y PflRTAG€ 57 f 1239 �QBTW ST-NE N ty FST'N' o N 1L3^ 1227 = ^� j;Ufi �G?TH ST-NE 2073 2102 P N g GROVE' )'S'ge 58 N :d ■ �1232 �s Q ^ 4255 4257 1 d 1244 1256 1109 h 1097 1105 1108 1110 1111 1106 y70 � -�V3 R� CEMETERY RD - _ - - 204 TH ST-NE G a ly CI City of Arlington Figure 6 City Road Condition Index Northeast Section Legend Road Conditions Reconstruction (Estimated 0 to 40 PCI) Preservation (Estimated 40 to 85 PCI) No Action Segments labeled by ID# Marysville City Limits Northeast section L of Arlington Scale: 1 in = 833 feet Date: 08/28/2013 File: Fig6NERoadCon11 X17_13.mxd Drawn by: kdh .aM aW 12,15 Wig are ule ' S" 4h ut v aararrtir W any na In ress pm rmre.n 2lud,rg 6W nol limited to wprr;rgft nt SUlMNd11u 1I W& d, pWV ie or u%r Man dal.a aro compiled from a variety of sources when may contain errors am] � n +.no T6, pp- th to anon do no at 1hc,r own risk Users agree to indemniff defend, and hold harmless the City of Arlington for any and a0 liability o1 any nature ansing out of or resulting from the lack of accuracy or correctness of the data, or the use of the data presented in the maps 7 City of Arlington Figure 7 City Road Condition Index Southeast Section Legend Road Conditions Reconstruction (Estimated 0 to 40 PCI) Preservation (Estimated 40 to 85 PCI) Segments labeled by ID Marysville City Limits Southeast section of Arlington xr Scale: - 1 in = 1,287 feet Date: 08/28/2013 File: Fig7SERoadCon11 X17_13.mxd Drawn by: kdh aps a as ar+` RiF n e � o w�.ri r c re• e>, prasa n impec nctudn� but not hm�d I warranties of soda. for a particular purpose ror use MOP data are rcompiled from a variety of sources wt-h may contain error and users who rely upon the information do so at their own risk. Users; agree to indemnify defend and hold harmless the City of Arlington for any and aU liability of any nature arising out of or resuking from the lack of accuracy or correctness of the data or the use of the data presented in the maps a Q 41'„ 1 rJ8 7732 7 79 1 7190 m 4 1532 17484 188TH ST NE 74H3 z 7777 1535 ' ' 31 188TH 57 NE V 7111 92 113" - is6TH17PLrNE G 136 o^o L .72 71381� 1771 182ND ST-NE 740 - N 1741 'C� 162B ^a� o >�179THtP.L'NE 179TH S1 'DIVE o 1607 1198 1242 _ io 1609 m 1627 9 ;?1670 ? !, 1J65'a 178TH PL NE ^dl 178TH PL 'o• 7202 1_03 1 1617 - Af z •r' z ^ ��S +11¢ i 3777H�tPL'NE PL NE o \� 1148 ' 7773„w 7637� u w Fb J4 p 176TH PINE Y 176THPUN$ V ^ p i9. R624 IZ04 coo 0 1676 1536 ? o t639 1&02 �� o 161` o lie ro • STH PL41H 1150 1606s 275TH-PLrNE1634 PINE 7600 635 z oQ M 171ST PL NE - 1152 169TH P1 NE 169TH PL-NE 7154 n 1156 J..68TH PL 1VF 168TH ST NE 7270 Y 77Sd, 09 2 w � � 166TH'rPL•NE a� Z ri S D C� � v �ry 165TH Pl�� m ^ N 1 = J H �, 1897µ pLNF 0 r, PLrNE• ST•N: 7 w z Q1075 = 1SOTH.ST NE fly j 72NQ ST-NE 1757 7209 170TH PLrNE• h Z\ N City of Arlington Figure 8 City Road Condition Index Southwest Section Legend Road Conditions Reconstruction (Estimated 0 to 40 PCI) Preservation (Estimated 40 to 85 PCI) No Action Segments labeled by ID# Marysville City Limits Southwest section of Arlington Scale: 1 in = 1,000 feet Date: 08/28/2013 File: Fig8SWRoadCon11 X17_13.mxd Drawn by: kdh —Maps a data are isin wnnom warramiss or any kind ermer expres mpte including but not limited to warranties of sudabtlity for a particular purpose or use Map dafa are compiled from a variety of spumes which may contain emors and us who rely upon the information do so at their own risk Users agree to indemrnf, defend and hold harmless the City of Arlington for any and all liability of any nature ansing out of or resutlmg from the lack of accuracy or correctness or the data or the use of the data presented in the maps City of Arlington Figure 9 City Road Condition Nafthwest Section Legend Road Conditions Reconstruction (Estimated 0 to 40 PCI) Preservation (Estimated 40 to 85 PCI) No Action Segments labeled by ID# Marysville City Limits Northwest section of Arlington TA Scale: 1 in = 1,000 feet Date: File: Fig9NWRoadCon11X17_13.mxd Drawn by: kdh -.rcx afa a da u�sbm,aed - nor c. any � n c ar cps.cys or nnpico mclw1mq but not hmiled to warranties of SUM" iNry for a particular purpose or use Map data are compiled from a variety of sources vAch may contain errors and users who rely upon the into do so al their own risk. Users agree to indemnity defend and hold harmless the City of Arlington for any and a0 liability of any nature arising out of or resulting from the lack of accuracy or correctness of the data or the use of the data presented in the maps City of Arlington Pavement Management Program Appendix B Cartegraph Pavement Module Summary Carte'graph PAVEMENTview and PAVEMENTview Plus Calculation Overview DOCUMENT HISTORY 01 r0612012 Initial release. Tecfinical Support 877.647.3050 suppaaGi-xartearaph com www. r_artegraph.com Table of Contents About Inspections..................................................... ............. _ 1 PAVEMENTview Inspection Index Settings Overview I About Functional Classifications ........... ---------- 1 About Minimum Conditions. 2 About Condition Category Library........ ..... 2 About Condition Category Rankings . .. ........... . 2 About PAVEMENTview Detailed Distress Observations- .. -.. 3 PAVEMENTview Distress Index Calculations 3 Example --- -------------•---------- . 3 About Corrected Deduct Values -- - - - - - - - - - - - - - - - _ - . - - - _ . 4 About PAVEMENTview Recalcutate Inspection Indexes... 4 Performance Graph----- ---------- --- 5 PAVEMENTview Deterioration Models 7 About Deterioration Curves.•, . .......... .......... ... 7 About Prediction Groups --------------------- - --- - --- --- 7 About Estimated Conditions Calculations 7 About Calculations ........... . ... .. . .. ..........---.-... ... 8 OCI Calculations , ,. . ,--------------------•-------- -- 8 Inspection Setup Overview ................... s About Overall Ratings ....... _. ._.. ... 9 About Index and Ratings ...... ..... 9 Index and Rating. ...... . , .... .- -- -- --- - -- ----- 9 About the Activity Impact on Asset Condition-- ... ..... 9 About the Condition Form ------- -.-- 10 Today's OCI Example .... ... ... -------. 10 Customize Inspection Calculation Settings Overview.. - - - - . - _ - .. 13 PAVEMENTview Plus Calculations Overview ................ ......................... .... 14 Segment Analysis Scenarios Overview .. 14 Segment Fields Required for PAVEMENTview Plus Analysts _ ... 15 About Selecting Segments 15 About Model Scope -- - ---- -------------- ---- -- - 16 About Network OCI------------------- -- 16 Budget -Based and OCI-Driven Activity Selection ................. ... .. .... 16 Budget -Based Scenario ... . ........... --------------- - 16 OCI-Driven Scenario .............. . 17 About Activities Settings------ - . --------- 17 About the Activities Library... .. . ------------ ......... .. 17 About Protocols-- -- - ----------------- ----- 17 Using Repeat and OCI to Select Activities. .. 17 Repeat this activity an a year schedule _ ------ 13 Repeat this activity only in the selected years .............. is. PAVEMENTview Plus Activity Cost Calculation----------- -- - 19 NPR Calculations.. ------------------------------------ - 19 About NPR Do Best First Calculations. .... 20 NPR Do Best First Calculations.... .. .... 20 About the NPR Parameters Library. 21 About the Budget Plans Library _ . Budget Plans and Surptus ...... About Preemption. . ... .. . Example ............... PAVEMENTview Plus Performance Analysis Graph About Lock Selected Activities. Custornize PAVEMENTview Plus Setup, 21 21 21 21 22 23 23 PAVEMErlTview dnd PAVEMENTwew Plus CaluiIation 0%-orvieve Carte,gra ph .About Inspections Inspections provides a way to better marias e your or,anization's assets by planning and predicting Cartegraph inspections detert'nine the performance or Overall Condition Index (OCI) of an asset over its life cycle and the estimated deterioration of each condition category For the asset. The inspection data entered provides the OCI and the r--vent activities dictate the deterioration Curve. Each Cartegraph asset contains a child recordset to hold inspection records. The inspection results for Signs and Markings are stored in the child recordset. For all other assets, the Condttion Category grandchild rec- ordset contains the inspection results. Condition Categories list the attributes inspected. For example, Storm Pipe connections and debris are Con- dition Categories. The Condition Category library contains the attribute weight used to calculate the OCI. The relationship hetiireen the numetic index value and thr• descriptive rating, is a child recordset of the Con- dition Category library. Once the Condition Categories and Ratin,s are established for each asset the OCR earl be determined, The results of the Condition Category inspection can be input as: • Index —an objective, numeric value. • Rating —a subjective description such as Good, Fair, or Poot . PAVEMENTview Inspection Index Settings Overview TO CUSTOMIZE THE SETTINGS USED TO EVALUATE THE CURRENT CONDITIONS OF SEGMENTS: 1. Set Functional Classifications. z, Set Minimum Condition. 3 Set Conditions, Rankings and Impacts. 4. Set Distresses. 5. Set Corrected Deduct Values. 6. Set Performance. 7. Set Prediction Group. determine the deterioration curve used tc predict the remaining life of a segrrient. Records are seteci-ed for membership in a prediction group based an the Contents of a filter. Normally these filters select records based on the segment pavement. classification. 8. Record inspections and evaluate cuiieni conditions. Inspection results • Detailed distress observations . Distress index calculation (optional) OCI calculation (optional) Recalculate inspection indexes (opttonal 9. Predict future perfORI)ance. 10, Generate reports and review data. About Functional Classifications The data in this library characterizes the pavement segment based on rt; physical at ❑•ibutes SUCK as lane, shoulder, right -of -Way, and the type of traffic it carries- For erarriple, Arterial and Residential- AASHTO classes are listed in this library and used to calculate an ESAL value for the road segment. lancer/ h, 1012 Pave 1 of 74 J P.AVEMCN (view and PAVEMENTvicw Plus Calculation Over ievr Carte'gra ph Add segment priority data to new functional d,assifications for PAVEMENTview Plus to calculate priority. This value is used during PAVEMENTview Plus analysis to prioritize the work to be performed. Normally, the segment priority is the only value in this table that is changed. About Minimum Conditions The Minimum Condition establishes the point an asset is considered below the minimum acceptable con- dition --or failure point. The nninimum condition applied to a particular asset is based on the contents of the filter stored in the library. Normally selection criteria is based on an organization's needs. Apply additional selection criteria by customizing the fitter. Open the dialog box from the Tools menu, Shared Options>Min- imum Conditions. For SIGNview only, signs that do not meet the filter criteria in the grid, the fields at the bottom of the Mini- mum Condition window deten-nine when a sign in that Minimum Condition group fails_ The minimum condition requirements. Name —The narne of the minimum condition. Index —Lowest point. at which the condition is deemed acceptable. If the index Calculation results in a value lower than this, the condition is unacceptable. • Rating --Rating point that corresponds to thr- lowest point at which fhe condition is deemed acceptable. Filter —Criteria used to select assets. • Color (MARKINGview only) —Lowest color value at which the condition is deemed acceptable_ RL (MARKINGview only) —Lowest RL value at which the condition is deemed acceptable. Min Legend Ra (SIGNview only) Lowest Legend Ra result that meets the filter conditions. Min Background Ra (SIGNview only) —Acceptable minimum Background Ra inspection result that meets the filter conditions. • Min Contrast Ratio (SIGNview only) —calculated as Legend Ra divided by Background Ra. The Contrast ratio does not calculate without a Minimum Legend or Minimum Background- If the Background Ra reaches zero. that Contract Ratio curve calculation ends. About Condition Category Library • Condition categories are characteristics observed during inspections and used to estimated asset dete- rioration_ The weight indicates the affect of the condition category In the OCI. • Create Condition Categories if your organization inspects for characteristics not found in the startup data. Assign the new Condition Category a weight for use in OCI Calculations_ • Change Condition Category weights if your organization places more or less emphasis on a particular con- dition when assessing OCI. • Impacts and Rankings are child recordsets to this library and are shown in the lower portion of this dialog box. About Condition Category Rankings Caltzgra(ah's standard inspection methodology uses Condition Category Rankings to specify the rating scale fer each condition category measured during an inspection evenL, The iiidr_x vain. es associated to each conclilion category rating affect the Overall Condition Rating. All ratings are Blared in the Overall Ratings table. Setup Condition Category Rankings from the Tools menu, Shared Options>Conciitions, Rankings and Impacts. January 6, 201" Page Z of Z-t PAVEMENTview and PAVEMENTview Plus Calculation Overview Cartegraph About PAVEMENTview Detailed Distress Observations The Distresses library data is based on the U.S. Army Corps of Engineers Pavement Maintenance Management System. phis data becomes the basis for the calculation of the Distress inspection index used in the overall segment OCI. Use this library of data to view the information and illustrations for detailed distress inspec- tions. The calculations for the distress condition category and the OCI for the segment are based on the data and methods described in the U.S. Army Corps of Engineers Pavement Maintenance Management System. NOTE: The Segment Length and Segment Width must be poputated to calculate the distress index, Distresses are measured according to the guidelines found in the USACERL Technical Report. M-90-05. The data entered represents the percent of the sample affected by the distress. ''_ , - sample. -.., .. "_ - _ "_ r -J '`.�_.. ..31. _•9' _i r'�1= ! .. ]! r i191i-::.- PAVEMENTview Distress Index Calculations The calculations of the index for the Distress condition category are based on the data and methods described in the U.S. Army Corps of Engineers Pavement Maintenance Management System and ASTM D- 6433.03 Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys. For each distress record the deduct points are determined. The contents of the extent and severity fields are interpolated with the deduct points table for that distress_ Distress information is stored in the Distresses library. Continue to enter distress data for the sample. The total of deduct points is calculated. A count of distresses with deduct value that is greater than 2 is stored as Q. If no deduct values or only one deduct value is over 2, then the total deduct value is used to calculate the distress index. If there is more than one deduct value >2, then the number of deduct values (m) to use is determined: Q is determined based on the first m deducts_ The value for a sample's total Corrected DPduet Value (CDV) and Qvalue is interpolated on the Corrected Deduct Values table. This number represents the distress index for the sample. Example The following information is entered for a sample: • Distress: AAC Fatigue (alligator) Cracking • Severity: Low • Extent: 5 Ifive percent of the sample is affected with this condition) • Deduct Points: 25 The following information is entered for a sample: January 6, 1012 t -.,nn�� •'Wa :ii�e � a�l.yr nfi SFa.rn lie .1�i �I lla4.�•�.'.nl I Palle 3 of 24 PAVFMFNTvoew and PAVF,b1ENT:naw Plus Cairularien oveiview Cartegraph Distress Severity Extent Deduct Value Is Deduct Value >2? Yes = 7 Determine Q AAC Fatigue (alligator) Cracking Moderate 5 25 1 AAC Block Cracking Low 20 13 1 AAC Ede Cracking Moderate 0.3 4.75 0 Total Deduct Value 42.75 Cat Corrected Deduct Value 52.25 The distress index for the pavement segment is moved to the Inspection form Condition lab, and the OCI is calculated. About Corrected Deduct Values The upper portion of the Paverrienr Classifications\Corrected Deduct Values library shnws the various Pave- ment Classifications. The lower portion displays the Corrected Deduct Values for the selected Pavement Clas- sification. The values in this library are derived from the corrected deduct values found in the USACERL Manual. The Cartegraph library stores 100, the USACERL corrected deduct value. The total Deduct Value is the sure of the deduct point for all of the distresses n1 a sample. QI,Q7..,Q;-_- rep- resent the number of distresses in the sample that have a deduct value over 2. The value for a samples total Deduct Value and Q value is interpolated On the Corrected Deduct Values table. This number represents the distress index for the sample. About PAVEMENTview Recalculate Inspection Indexes For earth asser in the current filtered set, this action updates the index fields for each record and each rec- ord, updates the index held in the distress recnrd in [lie Segments\Inspections\Survey Categories recordser (viewable on the Inspections form, Condition tab, Inspection Types grid), and updates the OCI for each inspection. The calculations are as follows: 1 For each record in the Distress recordset, the index is being recalculated by looking up the record's extent in the Distress Library\Points data far that distress. If the exact value is not found in the points data, the severity vah_le is interpolated from the severity values for the extents that the distress record's extent falls between. The interpolated severity value is saved in the Index field for the distress record_ Inlerl7olation is done straight line using the standard formr.da y = slope ` x ' Offset, where x is extent, y is severity and slope is (upper seventy - lower severity) / (upper extent lower extent). The severity value is pulled from the severity column corresponding to the reported severity in that distress record. 2. For each parent sample record, the index (alk/a sample PCI) is recalculated. To do this, the system first calculates the total deduct value by summing the indexes of all child distress records. The actual index for the sample is then calculated by looking up the total deducC value in the Pavement Clas- sification\Corrected Deduct Values data for the pavement class the segment belongs to and finds its cor- responding deduct value. Note that although narned Corrected Deduct Values (CM, this recordset aclually contains the sample index, in other words 100 CDV. The field the Index is found in depends on the number of distress records with a deduct value greater than 5. For example, if the number of distress records with a deduct value Greater than 5 is 4, then the 100 - correCaed deduct value is pulled frorn the Q4 field in the Pavement Classification;\Corrected Deduct Values recordset_ As with step 1 above, if the January 6. 2011 Page 't of 24 PAVEMENTview and PAVEMENTvnew Plus Calcination OVeniiew _ Carte,gra ph total decJuct value is not found in the recordset, its value is interpolated. If the CDV is less than the high- esr individual distress index value for the sample (in other words, 100 CDV is }100—the distress record with the lowest distress value), the sample index is then 100--the highest distress index. If there are no distress records with an index value greater than 5 or if values are missing needed to calculate the sam- ple index, the sample index is 100—the total deduct value. For each parent inspection record, the index Field in the child Survey Category record for the condiLion category Distress is calculated using the following Army Corps of Engineers formula: (:N- A)'PCI1 �A"PCI2)tN where N equals the total number of sample units in the section, A the number of addi- tional samples inspected. For example, the number of records in Lhe samples recordset where the type is something other than random. PC11 is the average PCI of the random samples. For example, the average of the indices of those sample records where the type is random. PC12 is the average PCI of the additional samples. For example, the average of the indices of those sample records where the type is something other than random. Because there is no one standard way for deter mining the total number of sample units, our sc;ripLS say if the segment width is less than 15 feet, the sample length should be 150 feel. The number of samples therefore being the segment length in feet/150 feet, rounded to the nearest whole number, it the asset width is between 15 and 35 feet, the sample length should he 100 feet and if the seg- ment width is greater than 35 feet, the sample length should be 50 feet. For the same parent inspection record, the OCI is calculated as 3 weighted average of the conditions found in its Survey Categories child recordset. This uses the same fannula as CaICLrlating OCI on the Con- dition form from the Today's Conditions recordset. If either the weight is null or 0 or there is no Survey Category record for a condiLlon category or the index for the condition Category in the Survey Category record is null, that condition category is t;nored completely when calculating OCI. Its weight is not included in the total weight and any index is not Included in the total weighted index, NOTE_ Because the I'odoy's Conditions recordset is calculated from the Prediction Group data and from all fnspections from the lost installation of the asset, not just the most recent inspection, the OCI on the Condition form may differ from the OCi on the Inspection form even where there is only one inspec- tion and that inspection occurred today. This is especially true when only some of the weighted con- dition categories are included in the most recant inspection. Th-e missing condition categories are aged according to the Prediction Group data, and included in the Condition form 00. They missing condition categories ore excluded from the Inspection form OCI, Performance Graph The performance graph displays the results of the estimated condition calculations for an asset and for the prediction ,;roue. You must run Recalculate Estimated Conditions to view the latest data- This chart is shown on the form below. It is also on the Performance report. The group pointS and lines are based on the inspections OCIs not the weighted•averages of all the condition categories. For example, if an inspection only has an index listed for one condition category but has mul tiele condition categories with weights and curves, the OCI on the inspection only reflect the value of the inspected condition cats -gory_ The actual and predicted curves on the chart, however, take atl of the con- dition categories into account in addition to the inspected conditicri category. i:,,u+ary a, 2012 r-;,ge 5 or 24 PAVLMEM rview and 'AVEMCMTvIuw Plus CalCtA,1111 ll LL W IVIO' Cartegraph Pedo mane Record i of 2 11 / ► H 04/1 1 /1996 00 Aclual Performance 100 90 - --- - -0- Actwl Perfo,m•nce 80 V •• • Predicted Performmca O _ -46, mazy 70 -*- Current Inspectlon 60 _ _ —— -W. History �� -- Group Points 50 — Group Curve 0 10 20 30 40 50 60 70 so 90 Years Since Last Reconstruct • Group Points —The light blue dots indicate the actual nispection results for .oil. the assets in the pre- dictiori ;coup. To Ilide these- points, select [group Points in the View Hold and cli�ar the Prnm_; check hox. This infor rnation is shown on the last page fur each pertonranr_e group u1 the Asset Pfl rorrriance Report. • Actual Performance —By default, rile actual performance of an assol• is shown with a solid red line. Thi-; line represents die asserS inspection rOSUltS, • Category —The value in this field mdicates the conciit.ion cal.eool y spawn Oil the 0,1-3ph. Ill this case. the graph represents the OCI of the asset end all a+,Sets 1ri the prediction group: Scli'I_t a different condil ioll cate;ori to display on the graph. • Current Inspection -The vertical pink lino represents the da!-c the Iasi irispection was perrormed. flus line is shown for each asset pave on the Performance Repnrt. Group Curve --The solid blue line indicates thc, performance of all assets in tho prediction grnllp. Tn Lunn this One off, Select Group Curve In the ViN>>q field and clear the Lines check box. This inimiriaLiun is shown on the last pac for cash perfnrnlarlce group in the Perinrnlant.c R,-:port- • History -The black triangles represent the dates of completed events enter ed (or Lb-, laser. Tilese dates may !_c:prr�serlt the origin dare, replacr-' of r.,cnnstruction date, or the date Illainte11a11Ce w,as peffnrnled. These points are shown for each segment pa,je on the Pei fonranc-0 Report, Horizontal Scale I'he horizontal or X-axis of the performance graph is used to plot the runt-' of the index. The chart begins in [he year the asset wis Last rcconstructed. The Ieirwiianoii point of the :X axis depends on the expected life of the other assets in the ;amc, prediction ;;coup. r Impact —If the asset has an event which improves the condition, it displays in the performance ;Iapl,- Predicted Performance 1 he dotted red line indicates the predicted pclfornlance of thF asset from the date of the Current [nspection Lo the date the segment fails. Thls line di;ptays for each aset page on the Performance Report- • today —I he VPrtll_at dieerl tirie indicates today C7we on file X-axis. Tills i-ilia ib snoWll IUI t_;,Cii dti;t'i paole on the Performance Report. • Vertical Scale- I he vertical or Y-axis of Lhe performance graph is userl to pin[ I he index values for the condition category chosen above. The Y-axis begins ten poinv, helow the kiilure point for tPr= prodict.ion group of the curront segment, and ends at 100. The higher tht! point on the chart, the better the i-on- dition of the asset. jdlllllf'i 6, ? i PAVEMENT'new gild PAVEMENTvr,=w Ptris Carcularinn overview Cartegi ph View —Use these settings to view the data type indicated. If bath the Points and Lines check boxes are cleared, the View data type is hidden, PAVEMENTview Deterioration Models Deterministic, prohahilistic, or other types of models for projecting the future condition of asset elements, components, or the overall structure: Deterministic Deterioration Model —Determines the condition of a bridge elen-rent, component or over- all structure given the vaiue5 of variables believed to influence its deterioration and assumint; perfect knowtedsge of these variables, Empirical Model —A model derived from field or experimental data which statistically relates some var- iable to the factors believed to account for the variation in that variable_ • Markov Chain —The Markovian approach utilizes transition probabilities that define the probability that. an Item will deteriorate from one condition state to another, • Probabilistic Deterioration Model --Estimates the probability or hkeiihpod or different condition levels of a bridge element, component or overall structure on the basis of variables believed to influence its deterioration. About Deterioration Curves Deterioration curves track asset performance for individual condition categories over time. The deterioration data is stored in prediction groups. You assign your asset to a prediction group based on the filter. The curve is ,raphed using Index and Years in Service (Age). Set the options nn the Performance dialog box accessed through the Tools menu, Shared Options>Performance. When you set up performance curves usirg the performance dialog box, each condition category curve is combined, through a weighted average, to generate the Overall Condition Index curve. the performance curves reflect the anticipated deterioration of each Condition Category, and as a result the Overall Condition Index, if no maintenance is done to that asset. The weights assigned to each Condition Category help determine the OCI curve. Each Curve is comprised of an Age sin years) and an Index. Age values should begin at 0 and end at the asser's anOcipar ed expiration age. Index values should begin at 100 and end at 0, About Prediction Groups The Performance library contains deterioration data riled to predict. the assets OCI and remaining life. The data for each prediction group dcsr-ribes the theoretical perfurrnance and remaining life of an asset for var- ious condition categories, Prediction groups are a family of assets that deteriorate in similar ways and affected by CDndil,lC)n5 categories In file S81ne Way, fZ�CnrdS are placed in a prediction group based on the consents of a filter. Edit the Filters to change the way assets are selected for a prediction group. About Estimated Conditions Calculations When the Estimated Condition Action is run for a sing_ le asset or for all assets —the values in the fallowing fields are cleared: • Prediction Group • Condition Group • Replace Before • Today's OCI January 6. 2012 Page 7 7f 7 A PAVEMENTview and PAVEMENTvreW Plies CALulduUll DWIMCW Cartegraph A Condition Group is selected based on the contents of the Minimum Condition library. A Prediction Group is seter.ted based on the contents of the Performance libE , If a Prediction or Condition Group cannot be found for the asset, no calculations are performed. The Performance Curve is shifted if the current inspection is hotter ai worse than the curve predicts, The age of the asses as of today is plotted on the adjusted curve. These results are stored in the Today's OCI field_ The point where the adjusted curve falls below the minimum index for that asset type is stored in the Replace Berore field. About Calculations Condition assessments calculate the Overall Condition Index (OCI) for an asset. OCI is calculated for the date of the inspection_ The minirnum condition is used to calculate the asset's failure point. Addition it Bala is used to determine the estimated condition of an asseL as or today, and the point at which the asset fails. Inspections) should have data for every condition category with weights and a performance curve. NOTE: For segments with on inspection record, Detailed Distress observations are optional OCI Calculations The Weight, or relative importance, of an Index is stored in the Condition Category library. The OCI is the result of dividing the sum of the weighted condition category indexes by the sum of the weights used. Use higher Weight values to increase the rotativP irnporLance of a Condition Category when calculating OCI. Use lower Weight values to decrease the relative importance Of a Condition Category when calculating OCI Mull or zero values in Index or Weight have special effects on OCI: If the Index is If the Weight is NULL a number 0 a nl,mher a number NULL a number 0 Effect on OCI Condition Ldlcgoly not used ro calculate 00 Index or 0 used to calculated 00 Condition Canennry not ri„ d io calculate UCI Condition CifwL-m y nor. used In calculate 00 Once the OCI is calculated, it is used to loolcup the Overall Condition Rating IOCR) is stored in the Overall Ratings library_ Inspection Setup Overview TO SETUP THE INSPECTION PROCESS FOR YOUR ORGANIZATION- 1 . Setup Overall Ratings. 2. Setup Condition Categories and assign a weight to each condition category. 3. Setup the Ranking for each Condition Category to set the measurement scale. 4. Add the activities that affect the condition categor ies. 5_ Assign an impact to each activity. 6. Setup Prediction Groups. 7. After setting uh individual curaes, review the OCI dine foe each prediction group and L1sc that inForma Iion to set the Minimum Conditions. 8. Verify the asset has in Origin date, Replace date, or both before performing any CatcLrlaLions. 9, Verify data is populated in the asset record so that records are includerl in the prediction group. Janu,iry 6 2012 Page A of 24 � PAVG+AEMTvtew and PAVLMENTvirvr PW5 Calculation twernew Cartegraph 10. Open the Condition form and click Calculate. Ail Information about the asset fills in on the Condition form and displays Today's OCI, Rehabilitate Before, and Remaining Life. NOTE' There are additional fields on the SiGNview and MARKiNGview version of the form. 1 1. From the flex form, click Performance to view the individual condition categories of the asset and how they are deteriorating. 12. If you add an activity that impacts the condition category to the Event table, those actual and pre- dicted activities affect your perfon-nance chart and Today's Condition calculations - About Overall Ratings Cartegraph's standard inspection methodology uses Overall Condition Rating to specify the Index and Rating scale far all assets of the same type. The index v,alucs associated to each condition category rating affect Me Overall Condition Rating. All ratings are stored within the Overall Ratings table. However only ratings with a corresponding index value are included in an asset's Overall Condition Rating calculation. Setup Overall Ratings from the Tools menu, Shared Opr.ions>Overall Ratings. About Index and Ratings Inspection Index and Rating are tied together. • OCR is based on the OCI value • Index entry determines the Rating • Rating entry determines Index The Condition Category grid includes a status field indicating whether Index or Rating was input. You cannot input both Input and Rating, the last value entered calculates the other. index and Rating In the library, each Rating is paired with the Minimum Index that earns that Rating. The list of Minimum Index values calculates a range of Indexes that earn a rating See the example below: Minimum Index Range Rating 85 M IOo ExcetLont 0o 60 - 84 Acceptable 45 d5-59 Maigrnal n a-44 Fadcd • If an inspection has an index of 93 the rating is Excellent (greater than 85) • If an inspection has an index of 85, the rating is Excellent (is equal to 85) • If an inspection has an index of 65, the rating is Acceptable (less than 85, but more than 60) • If an inspection has an index of 47., the rat in, is Failed Iless than 45) • If an inspection has a rating of Excellent , the index is 100 • If an inspection has a rating of Acceptable , the index is 84 • If an inspection has a rating of Marginal, the index is 59 • An asset's Overall Condition Rating is det,-rmined in the same way, using the Overall Ratings library. About the Activity impact on Asset Condition Activities are performed to extend the asset's lire. The Asset Condition Categodes\lmpact library conl:ains the impact of activities that extends the asset life. The activity's impart is calculated to update that i I lanrilry 6, W12 �J �r�iG ":M .�I1 •.�r1.Y'.n'.i ten. lt• III �:.I M1�i:—r..v�i Pare 9 of 24 PAVEMENT,new and PAVCMENTviow Plus Calculation overview Cartegraph individual condition category. The impacts affect the individual condition category, not the overall rating. Activities' impacts display on the Per tormance charts and are part of estimating future conditions. NOTE: For PAVEMENTview enter all the activities that effect the segments aide. Impacts are expressed as: • absolute —resets the index to the number indicated • relative —increases the index by the number indicated • X' • increases the index by the percent indicated For example, an asset has a condition category index of 50. A maintenance activity is performed with an impact factor of 75 The estimated index for the condition category increases by 75% to 87,5. About the Condition Form This form allows users to view the predicted condition of their asset_. Based on the Prediction Group, Condition Category Curves, and Minimum Condition Group, the software shows the predicted condition for each Condition Category with a curve, as well as the Overall Condition Index based on the weighted average of the condition category values, The predicted values are based on: • Creation or replacement year -For example, when the asset was created or replaced as a starting poiril for the curve. • Curve --For example, how the specific condition deteriorates over time. • Weight —For example, how much of an impact does the condition category have on the overall condition of the asset. Activities and Impacts —How performing a maintenance activity improves a specific condition category index_ • Inspection records —What was the last knuwn index of a particular condition category. If the condition category was never inspected, but has a curve as part of the prediction group setup, today's predicted Index is based on the established curve. If any inspections or activities and impacts occurred since the replaced date, they are included in determining the predicted index. Remaining Life and Replace before values determine the amount of time it takes for the asset to reach its established Minimum Condition value based on the individual condition category curves, Today's OCI Example Below is an example of how Today's OCI is calculated. An asset is 2 112 years old and belongs to Prediction Group Sample B. :anuary 6, 20 12 Page 10 of 24 11111n. ri 1— ,.roa. — w men r PAVCMEN-rview and PAVEMEWTwevi Ptus Calculation Oveenew Carte -graph Signal Groups Pe Record: 2 of 3 IQ l621 Prediction Group: Sample B Filter: 11CompleNity1 "equal to "Urban With Peds" I Equipment Type: (Detector ■ OCI ■ Detector Detector Performances Curve L %' 100 - - - - — Age Detector 90 - — 11dex 80 - - — — i o 100 10 90 70 — - -- — — 20 e0 30 70 70 -01 60 - - - - - — — 10. 60 0 50 s0 50 40 - - - — - _ 60 40 30 70 30 ao 20 20 - - - — 90 10 100 0- 0 0 10 30 40 50 70 80 100 Years In Service (Age) Help OK Cancel The age of the seurnenr is estimated with the Performance Cru've data_ In rhis case, the Distress Index for year 2.5 Is calculated as 9$. NOTE: The system calculates do(r, differences using a 365 day year, This does not take leap•yeor days into account. Qifferences betwf en systern calcu(oted and manually calculated condition estimates are .01 or less in a four year period. Adjustments to conditions are made based an inspection results_ If an inspection for any condition was done since the asset was installed or replaced and the asset has a different condition index than predicted by the curve, the curve: shifts vemc:atty so that the actual in5pection index lines up with the date_ of the inspection. Jai uaiv 6. 2012 Page 11 w 2-1 PAVEMENTview and PAVEMEN'roew Plus catcuW[Ion paemew 100 95 x 90 Curve Shifts 0 1 2 3 4 Age (years) Cartegraph -� Performance Curvy --After Inspection In this illustration the performance carve est mated the Index For year two at 85_ An inspection in year two showed that the actual index was 90. The curve was shifted upward, indicated by the red arrow. The esti- mated condition uses the After Inspection line for the index value, Additional adjustments to the index are made based on the impacts of maintenance activities that occurred after the inspection. i['L �!�i m 90 85 80 75 Curve Shifts 0 1 2 3 4 5 Age (years) -*-Performance Curve -*-After Inspection --After Maintenance January b, 2012 Page 12 of 24 ,.�ni;l•r�w 1�111 •rr �rym .r—_Tn In •ii •1tr�v'��•I PAVEMENTview and PAVEMENNew Plus Citrulation Overview Cartegraph The asset continues to age according to the After Inspection line, indicated by the dotted red line. In this case, it ages from 40 in year two to 85 in year three. A maintenance activity occurred in year three. The After Maintenance index (indicated by green line) improves as indicated in the Impacts recordset for the condition category_ In this case the index is Improved to 100. This shift is indicated by the dashed red line. The final index uses the After Maintenance curve to determine today's condition_ The calculations above are performed for each condition category. An OCI is calculated for the asset. OCI is calculated for the next year, on the anniversary date of the last replace or install date until the OCI drops below the minimum index for the asset's Condition Group. The year when the OCI drops below the minimum index, found in the Minimum Conditions library, displays in the Replace Before field. If the asset does not have a valid Prediction group, the asset deteriorates to an OCI of zero and that date is stored in the Replace Before field. The Minimum Condition Group library stores the data which determines the point an asset needs repair or replacement. The Replace Before field is set to the date Ghe asset's OCI goes below the minimum index for the con- dition category the asset belongs to, or 0 if the asset does not belong to a condition category. To prevent infinite calculations in case the OCI increases, the system stops the check at 110 years from the install or replace date_ Since the OCI is a weighted average of all condition indexes for that date, this process first calculates the index for each condition category for that year. Customize Inspection Calculation Settings Overview TO CUSTOMIZE THE SETTINGS USED TO CALCULATE INSPECTION OCI AND OCR AND APPLY THE NEW SET- TINGS TO EXISTING INSPECTIONS: 1 _ Add or change Condition Category Weights. 2. Add or change the Index and Rating. 3. Recalculate Inspection Indexer. Januae y 6. 2012 Page 13 of 24 -,,y qr, ,- in r .,., ,." -..,: Iry "I NO" PAVEMENTnew gird PAVEMENTview Plus Calculation QVerVh?W Cartegraph PAVEMENTview Plus Calculations overview TO SETUP PAVEMENTVIEW PLUS CALCULATIONS: 1. Select segments for analysis. The Segments recordset is filtered using the filter statements found in the Model Scopes library Analysis is performed on the selected segments. 2. A Condition Estimate (or OCI) is calculated for the segment_ For each selected segment, a new estimated condition is calculated for the beginning of each plan year. Inspections and maintenance performed since the last install / replace date are factored into the cal- culation. These calculations are based on the Performance Curve and Condition Categories%lmpacts library data using the same methods as PAVEMENTview's recalcuLate conditions action. The upper part of the Planning Form Includes the beginning OCI for each segment. The network OCI for the segments is cal crrlated and stored as Unimproved Network OCI the Scenarin\Network OCI Schedules recordset. 3. Maintenance activities are suggested. Based on the estimated condition results the segment is compared to the contents of the MREtR Protocols library. Proposed activities are selected and stored, and are part of the Details for selected plan item on the Planning form. Using data from the Activities library, a cost is calculated for each selected activity. ,1 Activities are excluded from further analysis based on the data in the MRfiR ProtocotsNDisaltowed library. For each segment record the proposed activities are reviewed. 5. The NPR (Network Priority Ranking) for the segment is calculated. This ranking combines OCI with other factors to establish the rel .hive ranking of the maintenance needs for this segment, rhr_ Calculation is based on the contents of the Segment NPR Parameters calculalinn library. b. For each segment in NPR/Do Best First order-: Activities not eliminated by the Preemption data are selected for the pLaii. If scenario is not OCI driven they are selected as tons; as the budget type contains enough money. If OCI driven, activities are selected until the network achieves target OCI. 7_ Fnr activities selected the Indexes for condition categories is increased according to the contents of the Condition Cateaories\Irripacts library at the beginning of the plan year . A new Irnproved OCI is Calculated and itored on the planning form, 8. Fht3 Network OCI is calculated, This calculation provides an overview of the condition of the segment. inventory at the beginning of the plan year. 9. The condition of the segment is updated for the end of the plan year, using Performance Curve data. This is the basis for the analysis for the next plan year. 10. Locking Once the maintenance priorities have been calculated and maintenance activities proposed, users can lock a segment. This means that the activities marked far the SelecLed segment will autornaticatly be selected for performance during future analysis. This allows users maximum flexibility when planning future maintenance requirements - Segment Analysis Scenarios Overview Before you begin: create settings for Activities, Model Scopes, Budget Plans, and MREtR Protocol, TO CREATE OR UPDATE AN ANALYSIS MODEL AND THE SCENARIOS IT USES: January h. 2012 Page I'I of 7.,I PAVEMENT'vrc--w and PAVEMENTview Plus ulrulation Overview Cartegraph 1- Open lie Segment Analysis form. 2_ Navigate to an existing model or create a new Model ID_ 3. Enter the Start hate, This is the date when analysis begins. 4. Enter the Model Scope that selects the segments included in the analysis. Enter the analysis model description. 5. Click Save Model. 6. Enter a Scenario name. 7. Enter or selecl a Protocol. MRU Protocols determine which activities are included in the analysis. 8. Enter the Time Frame or number of years l.o analyse_ Select the Do Best First check box if maintenance priority is given to segments with a higher 00. Leave this blank if the priority is given to segments in poor condition. Q. Select the Is OCI Driven check box if this scenario calculates the activities and budgets needed to achieve a target network OCI. Or, if this scenario determines the activities thar can be done with available funds, enter ur select a Budget. Enter the Inflation Factor. This factor Is entered as a whole number and converted to a perienr when used in cal culations. For example, If you enter 2.9, the calculations use 1,029 Enter the Interest rate to be used in the analysis This Is entered cis a whole number and converted to a percent when used in calculations. For example, if you enter 2.9. the calculations use 1.029. 10. Click N on the Scenarios toolbar. For 00 driven analyses, In the Network OCI Schedules Grid enter the plan Year and the Target Network 00 for that plan year You do not have to enter a Target Network 00 for each pton year. if no value is entered for u plan year, the Target Network OCI is set to the value for the previous year. Click ImM[ Repeat from step 6 for each scenario. Different scenarios oarmutty refler;r different budget amounts. This pro- vides objective information to determine the appropriate funding level and the impact on the Network 00. i i. Click Save Model_ NOTE, Cartegraph recommends occasionally deleting old planned items, especially if plan items Ore for more than three years, This avoids creating duplicate OIUs and storing lame outdated files_ Segment Fields Required for PAVEMENTview Plus Analysis Seginents must have the following fields poputated cu be included in PAVEMENTview Plus analysis. • Pavement Classification or other field used to determine Prediction Group. This field Is often used to select segments in :he Decision Matrix. • Functional Classification or other field used to select segment's Minirnurn Condition. This field is often used by PAVEMENTview Plus to determine a segment's piionty and NPR. • Segment Length, Segment Width, and Segment Area. • Origin and Reconstruct Date —date assigned to a segment when it has an install or Replace event. • Prediction Group —analysis calculations can be performed only if segment% quatlfy for a prediction group. • Route -it isn't technically required. The easiest way to identify the segments location_ January 6, 2012 Page 15 or 24 PAVFMENTview and PAVEMENT view Plus Calr.ulatuin OVenilcW Cartegraph About Selecting Segments The Segments recordset is filtered using the filter statements found in the Model Scopes library. Analysis is performed on the selected segments. About Model Scope The Model Scopes library contains filters to select analyzed segments. Model. Scopes are most often used to select a portion of the pavement network for arlatysis. Common selection filters may identify segments that qualify for Federal Mal:chinl7 Fund budgets, or to identify a district's segments_ About Network OCI The Network OCI is calculated for all plan years. By comparing Network OCIs for different scenarios you can determine the plan'-, most effective rnaintenance activities, The Network OCI for each plan year is shown on the Segment Analysis for-rn and Budget Summary report. Network OCI is the weighted average of the predicted OCI for all secinents selected by the model scope filter. The pavement area is used to weight the segment's predicted OCI at the end of the analysis. Network OCI example: Predicted Segment OCI Area Product Segment 1 68 8432 673376 Segment 2 42 2464 103488 Segment 3 93 5692 529356 Sum 16588 1206220 Network OCI 72.72 Budget -Based and OCI-Driven Activity Selection Analysis scenarins select_ activities based on your budget Or a target OCi: • Use a budget -bayed scenario to determine the Network QCI is achieved with available funds. • Use an 00-driven scenario to determine how much it costs to achieve a target OCI. Your analysis can include both OCI-driven and budget based scerianos to compare rPsults- All scenarios begin the same: A list of activities meeting the decision criteria is created for all segments in the plan. • The NPR is calculated. • Each activity is compared to the Preemption data. If an activity already malked Used preempts the sug gested activity, the suggested activity is not used. Budget -Based Scenario • The activity is not preempted by another activity • There are sufficient. funds for the budget rype • The suggested activity is marked Used • The cost of the activity is deducted from the availaLde funds for that budget type Jeuuiauy 5, LU 12 P..i?e 16 nl -1 PAVEMENTview and PAVEMEN Anew Plus Ldtculatioo Overnew Cartegraph 00-Driven Scenario • The activity is not preempted by another activity • The suggested activity is marked Used • The activity cost is recorded • The activity impart is applied to the se;rrient condition • Network OCI is recalculated • When the Network OCI equals or exceeds the Target OCI, analysis for the plan year ends About Activities Settings The unit cost for an activity is the basis for activity cost;_ The Cost Factor, Estimate Cost, Estimate Date, and Inflation Factor (found in the Scenarios section of the Segment Analysis Form) are all used to calculate the cost for an activity. Changing any of these data fields changes the activity calculated cost. NOiE: It is especially important to review and updote the Unit Cost, Estimate Data, and Estimate Cost data. Verify the cost and estimate units used are appropriate for the activity. Budget Type is used to indicate the source of funds For an activity. During analysis, suggested activities are marked for performance, only if there is sufficient money remaining in tic- designated budrlet type. Chang- ing this data field may cause a suggested activity to be marked for performance, depending on the amounts available for the new budget type. About the Activities Library The Activities library contains data used when recording events and special data used for sergrrrent main- tenance planning. The Activities library contains the following factors used In segment analysis. Assi,n the factors to maintenance activities. The key fields used for Segment Analysis are, • Budget Type —used to control the budget line items from which funds are drawn for this activity. • Cost Factor —a constant used to project. cost estimates foi,,vard in time, accounting for incremental increases in cost, independent of inflation. • Unit Cost ---cost per unit of the activity. For example, the unit cost, fn1 AC Pothole fithn_e is S1,25 per unit the units are defined as the default unit for the pavement segment. • Estimate Date —date the cost of maintenance, repair, or, reconstruction was estimated_ • Estimated Cost— estimated cost of the maintenance activity. • Parent Activity —group activities that are performed at the same time Using the Parent field_ About Protocols The Protocols contain information that selects the maintenance activities to perform based on the predicted condition of the pavement segment. A named protocol contains decision statements for each activity. For example, a pavement segment requires the performance of GenModerate Maintenance activity when the 00 for that segment is between 75 and 50, The Preemption tab contains the lists of activities that are allowed after the current activity is performed. For example, patching is not allowed after a pavement segment has an overlay applied_ Using Repeat and OCI to Select Activities Using Repeat settings and OCI together creates a retationship where more criteria must be met.. Ail acuvity is suggested in the selected repeat years only when the OCI or other criteria is met_ If you wish the activities to be selected in the specified years and when the OCI criteria is net, create sep- arate decisions, one containing the repeat settings .and another with the OCI settings. January 6, 2012 Page 17 of 74 FAVEMCNT,new and PAVF,MENT%ne:v PhiS Calculation ovcivnew Cartegraph Repeat this activity on a year schedule Use this option to repeat an activity in specific years. The activity is not selected unless the segment meets the other criteria for the decision - START REPEATING IN YEAR Select this option and the year to repeat an activity at selected mter/als. Example: The decision to select the activity AC -Crack Seal requires that the se;n-rent OCI at the beginning of the plan year is less than 75. This activity is set to repeat every two years, beginning in plan year 2. In plan year 1, the segment 00 is 72. AC -Crack Seal is not selected since the activity repeat intervat starts in plan year 2. In plan year 2, the set3rTient OCI is 68. AC•C_rack Seal Is selected since the OCI is less than 75 and the repeat interval starts in plan year 2. In plan year 3, the segment OCI is 74. AC -Crack Seal is not selected since the achvity repeat interval is 2 years. In plan year 4, the segment OCI is 72. AC -Crack Seal is selected since the OCI is less than 75 and the repeat interval is 2 years. START REPEATING BASED ON WHEN ACTIVITY WAS LAST PERFORMED This option takes segment events into account when setecun3 activities - Example: The decision to select the activity AC -Shoulder Fill Et Regrade requires that the segment OCI at the beginning of the plan year is less than 75. This activity is set to repeat every two years, teased on when We activity was last performed. In plan year 1, segment A's OCI is 72. AC -Shoulder Frll Et Regrade is selecred since it was last performed two years ago. In plan year 1, Segment I3's OCI is 88. AC -Shoulder Fill li Regrade eras last perfnrmed two years ago. AC - Shoulder Fill Et Regrade is not selected since _he OCI is above 75, In plan year 1, Segment C's OCI is 56, AC _ -Shoulder Fill Ct Regrade was performed last year AC -Shoulder Fill Et Regrade is not selected since the repeat interval is two years. In plan year 2, Segment Cs OCI is 56. AC -Shoulder Fill Et Regrade was performed two years ago. AC Shoulder Fill ft Regrade is selected Since it was last performed two years ago - Repeat this activity only in the selected years Use this optinn to schedule activities in a selected year. This is most helpful if your organization plans major activities in a year when matching funds are available. Example: The decision to select the activity AC -RR Crossing -Reconstruct requires that the segment OCI is [Ess than 80. It is scheduled to repeat. in 2013 and 2015. In plan year 1 (70-12.1, Segment A's OCI is 68. AC -RR Crossing -Reconstruct is not selected since the repeat yr_ar is 2013. In plan year 2 (2013), Searnent A's OCI is 65, AC -RR Crossing -Reconstruct is selected since it is 2013 and the OCI is under- 80. January 6, Zol2 Page IS of 24 �i'ii:l�l '4M ,rll� ...ti•i,l, :��.,,, it �1� 12�•'R.x._.�. PAVFMEr4Tview and PAVEMENTvirw Plus Calrlllaunn Overview Cartegraph In plan year 4 (2015), Se,nient A's OCI is 83, AC -RR Crossinsq-Reconstruct is not selected since the OCI is over 80 PAVEMENTview Plus Activity Cost Calculation The calculation of the activity cast uses the Estimate Cost expression to convert the appropriate pleasure (usually length or area) for the segment. i"he converted measure i•, miiltiplied by the unit cost after the infla- tion and cost factors are applied to the original unit cost, value. In this example, the following, data is used for the activity AC Heater Scarify: Estimate date is 1 /1 /1996, Unit Cost is 1.25, Cost Factor is 5- The Estimate Cost field indicates thaf the unit cost is based on square feet aS the unit of pleasure. The analysis scenario includes the following_ data: Start Date is 1 / 1 /2005 (nine years from the estimate date). Inflation is 2.9. NOTE: Butt) Cost and inflation factors are entered as a whole number that represents a percent_ When the inflation factor- is entered as 2.9. the value used in the calculation is 1-029. NOTE: Flopsed time is the number of years between the Estimate date and the beginning of the plan Vocii . if no estimate date is entered, the inflation factor is used for plan year; only The unit cost for the activity is calculated. The Cost of the activity in plan year I is calculated: For a segment with 131698 ft2 the cost, of the activity would be 'I 31698 " 2.51008 = 331572.94. NPR Calculations Dui ing the analysis, a maintenance priority far the pavement segment, called NPR, is calculated. In addi• tion to the estimated OCI for the segment (the predicted OCI of the segment at the beginning of the analy,i; period), other factors such as the ADT, Detour Length, System Designation, Functional Classification, etc are taken into account when evaluating the maintenance needs of the segment in relation to other se;- m en ts. The Functional Classification, System Designation, and Pavement Classification libraries include_ a field called Segment Priority Ranking, which provide the values used in the weighted average calculation. The Do [lest First seining, part of the scenario details, determines the order maintenance activities are rec- ommended_ Using the Segment NPR Parameters shown below the NPR is calculated: Parameter Value Assigned Weight Weighted Value OCI 78 12 936 system Designation 7U It) 7011 Fuicuonat Classification 81) 3 '14U Januar,j 6, 2012 Page 14 of 2.4 _1 PAVEMENTview and PAVEMENTvnew Plus Calculation puerile" Cartegraph Parameter Value Assigned Weight Weighted Value AOT 20 2 40 Detour Length 20 t 40 PaVe CIA Classification RO 1 80 Sum 30 Z036 IJPR 68 Segments with the highest NPR are selected for planned maintenance activity, if Do Best First is selected. if this setting is off the segment with the lowest NPR is selected. Maintenance activities continue to be selected for segments as long as there is an availaule budget. About NPR Do Best First Calculations When scenarios are calculated, each segment is given a Network Priority Rating (NPR) to order which seg- ments are worked on first. Select the check box to invert the order of the segments, causing the system to suggest work to be done on the segments with a higher OCI first. This comes from the school. of thought that doing smaller, cheaper maintenance on a road prevents it from needing a complete, very costly reconstruction, therefore keeping the network OCI higher and saving money Long-term. A typical guideline is a pavement area that costs one dollar in maintenance (crack seal, patch, seal, etc.) costs ten dollars to rehabilitate (over -lay, slab replacement) and one hundred dollars to reconstruct. NPR Do Best First Calculations Do best first means that the segments in the best condition receive maintenance priority. It does not mean that the highest traffic segment, or highest detour length (other factors effecting NPR) segments are main- tained first. With Do Best First selected for the NPR calculation, OCI is sorted best to worst order, everything else that effects the NPR remains the same. When Do Best First is noL. setected OCI is sorted from worst to first, order. everything else that effects the NPR again remain the same. For example, if NPR depends upon OCI (70%) and Traffic (30%) only and the following is the segment data: Segment 1: OCI = 80, Traffic Ranking = 60 Segment 2: OCI = 55, Traffic Ranking = 70 For Do Best First, following is the NPR: Segment 1:.7 * 80 I _3 ' 60 - 71 Segment 2:.7 ' 55 + .3 " 70 = 59.5 Segment 1 will be selected for maintenance before segment 2. For Worst First, NPR will be: Segrnent 1:.7 (100-80) « _3 "60 = 32 Segment 2:.7 " (100-55) � .3 '70 = 52.5 Janrrar/ G, 1012 Page 20 of 24 PAVEMENTneve and PArlDAFHT'rew Pliis Cilc,ulaIion Overview Cartegraph Segment 2 will be selected for maintenance before segment I - About the NPR Parameters Library The Network Priority Rating (NPR) establishes the overall priority of each segment to be considered for b1R&R each year. The NPR calculation combines the OCI value along with other factors to produce an inclu- sive index of maintenance priorities. i'he library contains expressions used to prioritize segment records based on functional classification, pavement classification, systern priority ranking, ADT, OCI and detour length. The NPR is calculated: • For each parameter a value is assigned based on the contents of the fitter expression. .. The value for each parameter is multiplied by the weight- . The NPR for the segment is calculated: Sum of (Value' Weight)/Sum of Weights. NOTE: The use of , 1 in the expressions indicates that the value is ignored. Neither the weight nor the volue is used in calculations, About the Budget Plans Library The Budget Plans library contains the budget scenarios used for analysis- Each Budget Plan contains infor- mation on the amount of money available for each budget type and plan year. Budget, Type is tied to activ- ities through the Activity library. Selected MRtiR activities are applied to die budget using the budget type. Budget Plans and Surplus When there is money remaining for a budget. type. the surplus accumulates interest and is added to the budget for the next plan year. NOTE. The budget surplus amount appears ljnly on the Budget Surplus Report. Budget Type = Minor Budget Plan Year 1 S2,000,000 Accumulate Inter- est Plan Year 2 52,000,000 Used Surplus Total Available S1,985,000 515,000 (Surplus ` Interest S 675 Rate) (15000 ` 1 0,451 $15.675 52,015,675 About Preemption Preemption data provides the logic that identifies mut-r_rahy excluslve activities (such as AC Overlay <2" and AC Overlay 2" which would not be performed in the same year) and activities that may be done in com- bination (Pothole Filling and AC Overlay -2" for example). The MRRR Protocol Details window includes a tab for creating Preemptions. Since the activity list is limited to those activities chosen by a decision, the preemption logic is defined after the decisions are built. The: plus sins next to an activity indicates that there is another, direct relationship with another activity These relationships cannot be changed in the current activity selection, instead chc.k on the plus sign. Example The highUghted activity (AC Ov(--Irlay <2") is selected- The disallow pane on the right indicates that if AC - January h, 21317_ .'i, '17 •l'M 1111 -1111 1-- ICI i„ 1_. - -A Page ZI of 24 PAVE A''E11`rview and PAVEMENTvieva plus C❑ICu1,1110u 0Vi_rVieW Cartegraph Reconstruct is to be performed, that AC Overlay <2" is not perfurrned that year. The center pane shows that when AC Overlay 2" is selected AC -Patching -Frill Depth is not performed in that year. Under AC -Patching, we see that AC -Crack Seal cannol be psi formed in that year either -the Overlay activity inherits the preernp- tisan from AC- Patching- Only the green light activities shown in the left pane c_an be perfon-ned in the same yFar as AC Overlay -2"- When AC Surface Seal is selected, the Disallowed by list inctudes AC Overlay. If I want to allow this activ- ity, I must first select AC Overlay ar the top of this window, and move Surface Seal from the center pane to the left, Click Allow to move the activity. MR&R Protocol Details Protocol I Caitegraph Defau" —� DeclNons P-- ptlons I — Daddy which activitisa can and cannot be performed in the same plan year as AC - AC Overlay < Z' Activities not yet directly related to AC - AC Overlay < 2" The following activities disaflow AC - AC Overlay c 2" drsallows these acliw s _ PC - AC Overlay < 2" T AC - Crack Seal a • AC - Patching - Full Depth AC -AC Overlay > Z' [7 • AC - Heater Scanty ❑p AC - Patching - Partial Dep AC Rectmetruct - Full O • AC - Milling ® AC - Patching - Partial Depth +p • AC • RA Crossing - Recondrui r7 • AC - Shoulder • FM A Regrade ftJ AC Surface Seal C+.l AC Surface Treatment GEN -General Maintenance GEN - light Preventive Disallow, » J GEN - MMor Maintenance GEN - Moderate Maintenance << Allow p PCC • AC Overlay < Z' f> PCC • AC Overlay > 2" 0 PCC -Crack Seal t+1 PCC - Patching - Partial Depth 1+1 PCC - Reconstruct - Joints I±1 PCC - Slab Replacement Help 1= T --- --- --- — -- OK Cancel PAVEMENTview Plus Performance Analysis Graph This graph shows the results of an analysis for a specifics scenario, and performance group combination. This graph is displayed on the Performance Analysis form and on the Graphical Segment Performance Analysis report. jjnu.iiy6, 201? Pages 22 ur Lr PAVEMr_NTVtorw and PAVEMENTview Plus calculation Overview Performance Curve + Pred Group Actual • •• Pred Group Prediction -4- Today 100 60 �1 V a a0 20 0 2000 Cartegraph -0- Wdel 2003 2006 2009 2012 2015 Year • Performance Graph Model —The pink vertical line represents the analysis start date. • Performance Graph Actual --The solid red line represents the condition of the segments in the pre- diction group based on actual inspection observations. • Performance Graph Prediction —The dotted red line represents the condition of the segments in the prediction, Group based on the performance curve predictions and proposed maintenance activity per- formed in the future. • Performance Graph Today --The vertical green line indicates today's date on the x-axis. • Performance Graph X-axis—The X-axis shows the year. • Performance Graph Y-axis--The Y-axis of the graph displays the numei is OCI value for the selected condition category. About Lock Selected Activities After anatysis yoi, can identify the proposed activities that must bra performed_ Cartegraph allows you to lock these activities. The activities remain selected, and you can rerun the analysis to allocate remaining funds where they are most needed. Customize PAVEMENTview Plus Setup PAVEMENTview Plus Analysis requires you to customize data used for complex calculations. Some of these libraries may already contain your organizar.ioil's data since they are used by PAVEMENTview to determine foday's Condition_ PAVEMENTview tracks pavement inventory and conditions. PAVEMENTview Plus analyzes maintenance needs and their casts_ Some libraries are unique to PAVEMENTview Plus: Customize Environment: • Customize Activity costs. • Customize Condition Category Impacts. • Custnmize Performance Curies_ Customize Analysis Environment: January h, 2012 Page !J 1r 74 PAVEMENIv1ewand PAVEMENToe'N Plus Calculation OvervfuW Cartegraph • Customize MREtR Protocols Decisions and Preemptions. • Customize Network Priority criteria and weights. Customize Analysis Modei and Scenario, • Customize ModeL Scopes to select segments. • Customize Budget Plans used by analysis scenarios, January 6, Z012 Paac? 1-1 riI 24 City of Arlington Pavement Management Program Appendix C Distresses Used in the City of Arlington Pavement Management Program I I I I 7 AC Distress Library Pavement Classification AC Asphalt Concrete Distress AC Bumps & Sags Description Category: Surface Defects -Bumps are small localized, upward displacements of the pavement surface. They are different from "Shoves" in that shoves are caused by unstable pavement. Bumps, on the other hand, can be caused by several factors, including: 1. Frost heave (ice, lens growth). 2. Infiltration of buildup of material in a crack in combination with traffic loading (sometimes called "Tenting"). -Sags are small, abrupt, downward displacements of the pavement surface. Distortion and displacement that occur over large areas of the pavement surface, causing large and/or long dips in the pavement are called "swelling". How To Measure Are measured in linear feet. If bumps appear in a pattern perpendicular to traffic flow and are spaced at less than 10' (3m), the distress is called "Corrugation". If the bump occurs in combination with a crack, the crack is also recorded, under the appropriate distress. Caption 1 Linear Feet Caption 1 Unit ft Low Severity Causes low -severity ride quality, does not affect travel speed. ,.- .. , .. - •'a G�-�.��,e. ':�ri:+?.�..:i Zia! Caption 2 Caption 2 Unit Moderate Severity Causes medium -severity ride quality, and causes traffic to slow down. Severities Apply Yes High Severity Causes high -severity ride quality, and causes traffic to slow down significantly. Wednesday, November 21, 2012 3 of 17 AC Distress Library Pavement Classification AC Asphalt Concrete Distress AC Edge Cracking Description Category: Cracking Applies only to pavements with unpaved shoulders. Crescent -shaped cracks or fairly continuous cracks which intersect the pavement edge and are located within 0.6 m (2 ft) of the pavement edge, adjacent to the shoulder. Includes longitudinal cracks outside of the wheel path and within 0.6 m (2 ft) of the pavement edge. The area between the crack and pavement edge is classified as raveled if it breaks up (sometimes to the extend that pieces are removed). How To Measure Record length in linear feet of pavement edge affected at each severity level. The combined quantity of edge cracking CANNOT exceed the length of the section. Caption 1 Linear Feet Caption 2 Severities Apply Yes Caption 1 Unit ft Caption 2 Unit Low Severity Moderate Severity High Severity Low or medium cracks with no breakup Medium cracks with some breakup or Considerable breakup and loss of or loss of material (raveling). loss of material (raveling). material for more than 10% of the length of the affected portion of the pavement. Wednesday, November 21, 2012 5 of 17 AC Distress Library Pavement Classification AC Asphalt Concrete Distress AC Rutting Description Category:. Surface Deformation A rut is a surface depression in the wheel paths. Pavement uplift may occur along sides of the rut, but, in many instances, ruts are noticeable only after a rainfall when the paths are filled with water. Rutting stems from a permanent deformation In any of the pavement layers or subgrades, usually caused by consolidated or lateral movement of the materials due to traffic load. Significant rutting can lead to major structural failure of the pavement. How To Measure Rutting is measured in square feet of surface area and its severity is determined by the mean depth of the rut (see severities). The mean rut depth is calculated by laying a straight edge across the rut, measuring its depth, then using measurements taken along the length of the rut to compute its mean depth in inches. Caption 1 Affected Area Caption 2 Depth (Opt) Severities Apply Yes Caption 1 Unit ftz Caption 2 Unit in Low Severity Moderate Severity High Severity Mean rut depth less than 1/2' (13mm) Mean rut depth between 1/2" (14mm) Mean rut depth greater than 1" and 1" (25mm) (26mm) Wednesday, November 21, 2012 6 of 17 AC Distress Library Pavement Classification AC Asphalt Concrete Distress AC Linear Cracking (trans/long) Description Category: Cracking Longitudinal cracks are parallel to the pavement's centerline or lay down direction. They may be caused by: 1. A poorly constructed paving lane joint. 2. Shrinkage of the AC surface due to low temperatures or hardening of the asphalt and/or daily temperature cycling. 3. By cracking beneath the surface course. Transverse cracks extend across the pavement at approximately right angles to the pavement centerline or direction of lay down. These types of cracks are not usually load -associated. How To Measure Longitudinal and transverse cracks are measured in linear feet. The length and severity of each crack should be recorded after identification. If the crack does not have the same severity level along is entire length, each portion of the crack having a different severity level should be recorded separately. If a bump or sag occurs at the crack, it should also be recorded under the appropriate distress. Caption 1 Linear Feet Caption 1 Unit ft Low Severity One of the following conditions exists: 1. Nonfilled crack width is < 3/8" (10mm) 2. Filled crack of any width (filler in satisfactory condition). Caption 2 Caption 2 Unit Moderate Severity One of the following conditions exists: 1. Nonfilled crack width is 3/8" to 3" (11mm to 75mm) 2. Nonfilled crack with any width up to 3" (75mm) surrounded by light random cracking. 3. Filled crack of any width surrounded by liqht random crackinq. Severities Apply Yes High Severity One of the following conditions exists: 1. Any crack filled or nonfilled surrounded by medium or high severity random cracking. 2. Nonfilled crack over 3" (76mm). 3. A crack of any with where a few inches of pavement around the crack is severely broken. . r t Wednesday, November 21, 2012 9 of 17 AC Distress Library Pavement Classification AC Asphalt Concrete Distress AC Raveling & Weathering Description Category: Surface Defects Raveling & Weathering are the wearing away of the pavement surface due to a loss of asphalt or tar binder and dislodged aggregate particles. These distresses indicate that either the asphalt binder has hardened appreciably or that a poor -quality mixture is present. In addition, raveling may be caused by certain types of traffic, e.g., tracked vehicles. Softening of the surface and dislodging of the aggregates due to oil spillage are also included under raveling. How To Measure Record square feet of affected surface area at each severity level. Caption 1 Affected Area Caption 2 Severities Apply Yes Caption 1 Unit ft2 Caption 2 Unit Low Severity Moderate Severity High Severity Aggregate or binder has begun to wear Aggregate and/or binder has worn Aggregate and/or binder has worn away but has not progressed away and the surface texture is away considerably, and the surface significantly. Some loss of becoming rough and pitted; loose texture is very rough and pitted; loss of fine -aggregate. In some areas, the particles generally exist; loss of fine course aggregate. In the case of oil surface is starting to pit. In the case of aggregate and some loss of coarse spillage, the asphalt binder has lost its oil spillage, the oil stain can be seen, aggregate. In the case of oil spillage, binding effect and the aggregate has but the surface is hard and cannot be p the surface is soft and can be become loose. penetrated with a coin. Note: If pitted areas are larger than 4" (10mm) in diameter and more than 1/2" (13mm) deep then they should be counted as "Potholes". Wednesday, November 21, 2012 11 of 17 AC Distress Library Pavement Classification AC Asphalt Concrete Distress AC Patching Description Category: Patching and Potholes A patch is an area of pavement that has been replaced with new material to repair the existing pavement. A patch is considered a defect no matter how well it is performing (a patched area or adjacent area usually does not perform as well as an original pavement part). Generally, some roughness is associated with this distress. How To Measure Patching is rated in square feet of affected surface area. However, if a single patch has areas of differing severity, these areas should be measured and recorded separately. No other distresses are recorded within a patch area. If a large amount of pavement has been replaced, it should not be recorded as a patch, but considered as new pavement (e.g., replacement of a complete intersection). Caption 1 Affected Area Caption 2 Severities Apply Yes Caption 1 Unit ft2 Low Severity Patch is in good condition and satisfactory. Ride quality is rated as low severity or better. Patch has at least one low severity distress (of any �~�._ i -yam, re _ .• Caption 2 Unit Moderate Severity High Severity Patch is moderately deteriorated and/or Patch is badly deteriorated and/or ride ride quality is rated as medium quality is rated as high severity. Needs severity. Patch has at least one replacement soon. Patch has at least moderate severity distress (of any one high severity distress (of any type). type). Wednesday, November 21, 2012 12 of 17 AC Distress Library Pavement Classification AC Asphalt Concrete Distress AC Fatigue (alligator) Cracking Description Category: Cracking Alligator or fatigue cracking is a series of interconnecting cracks caused by fatigue failure of the asphalt concrete surface under repeated traffic loading. Cracking begins at the bottom of the asphalt surface (or stabilized base) where tensile stress and strain are highest under a wheel load. The cracks propagate to the surface initially as a series of parallel longitudinal cracks. After repeated traffic loading, the cracks connect, forming many-sided, sharp -angled pieces that develop a pattern resembling chicken wire or the skin of an alligator. The pieces are generally less than 2 ft (0.6 m) on the longest side. Alligator cracking occurs only in areas subjected to repeated traffic loading, such as wheel paths. Therefore, it would not occur over an entire area unless the entire area were subjected to traffic loading. Note: Pattern -type cracking that occurs over an entire area NOT subjected to loading is called "Block Cracking", which is not a load -associated distress. FatinnP (allinatnr) rrarkinn iG rnnsirlPrPrt a mainr stnirtnral riisfrPss and is imially arrmmnaniprl by nittinn. How To Measure Record square meters (square feet) or affected area at each severity level. If different severity levels existing within an area cannot be distinguished, rate the entire area at the highest severity present. Caption 1 Affected Area Caption 1 Unit ft2 Low Severity Fine, longitudinal hairline cracks running parallel to each other with no, or only a interconnecting crack(s). The cracks are not spalled (crack spalling is a breakdown of the material along the sides of the crack). Caption 2 Caption 2 Unit Moderate Severity Further development of light fatigue cracks into a pattern or network of cracks that may be lightly spalled (crack spalling is a breakdown of the material along the sides of the crack). Severities Apply Yes High Severity Network or pattern cracking has progressed so that the pieces are well defined and spalled at the edges (crack spalling is a breakdown of the material along the sides of the crack). Wednesday, November 21, 2012 13 of 17 City of Arlington Pavement Management Program Appendix D Pavement Condition Index and Ratings By Segment Name e City of Arlington 2013 Pavement Condition Survey - Road Condition Sorted by Road Name Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1163 166TH PL NE SMOKEY POINT BLVD 40TH AVE NE Local 26 1727.42 87 Good 1176 166TH PL NE 40TH AVE NE DEAD END Local 26 102.04 100 Good 1156 168TH ST NE SMOKEY POINT BLVD 40TH AVE NE Local 26 1590.10 57 Poor 1152 169TH PL NE DEAD END SMOKEY POINT BLVD Local 26 1125.55 77 Satisfactory 1209 170TH PL NE 52ND AVE NE DEAD END Local 26 240.25 32 Reconstruct 1151 170TH PL NE 51ST ST NE 52ND AVE NE Local 26 367.07 44 Poor 1334 172ND PL NE DEAD END 84TH AVE NE Local 38 448.11 93 Good 2121 172ND PL NE 79TH DR NE 80TH DR NE Local 38 358.93 100 Good 1150 173RD PL NE DEAD END SMOKEY POINT BLVD Local 26 482.39 68 Fair 1621 174TH PL NE SMOKEY POINT BLVD 38TH DR NE Local 23 1111.25 88 Good 1600 174TH PL NE DEAD END 40TH DR NE Local 23 336.28 89 Good 1635 174TH PL NE 40TH DR NE DEAD END Local 23 153.33 93 Good 1332 174TH PL NE 79TH DR NE 80TH DR NE Local 38 282.96 100 Good 1414 174TH PL NE 80TH DR NE 81ST DR NE Local 38 276.71 100 Good 1603 175TH PL NE 175TH PL NE DEAD END Local 23 145.16 53 Poor 1604 175TH PL NE 175TH PL NE DEAD END Local 23 133.82 59 Poor 1623 175TH PL NE 175TH PL NE DEAD END Local 23 51.09 59 Poor 1639 175TH PL NE 175TH PL NE 175TH PL NE Local 23 339.34 66 Fair 1640 175TH PL NE 175TH PL NE 38TH DR NE Local 23 285.48 70 Fair 1634 175TH PL NE 39TH DR NE 40TH DR NE Local 23 276.30 78 Satisfactory 1602 175TH PL NE 175TH PL NE 175TH PL NE Local 23 334.33 81 Satisfactory 1625 175TH PL NE 175TH PL NE DEAD END Local 23 56.16 83 Satisfactory 1638 175TH PL NE SMOKEY POINT BLVD 175TH PL NE Local 23 191.41 84 Satisfactory 1606 175TH PL NE 40TH DR NE 43RD AVE NE Local 23 870.82 96 Good 1349 175TH PL NE 79TH DR NE 80TH DR NE Local 38 299.59 100 Good 1324 175TH ST NE 84TH AVE NE 85TH AVE NE Local 38 299.91 99 Good 1412 175TH ST NE 83RD DR NE 84TH AVE NE Local 38 230.36 100 Good 1148 176TH PL NE 176TH PL NE 34TH DR NE Local 26 602.73 50 Poor 1204 176TH PL NE 31ST AVE NE 176TH PL NE Local 26 260.06 57 Poor City of Arlington 1 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1147 176TH PL NE DEAD END 176TH PL NE Local 26 163.54 73 Satisfactory 1636 176TH PL NE 38TH DR NE 39TH DR NE Local 23 311.45 86 Good 1624 176TH PL NE DEAD END 43RD AVE NE Local 23 498.34 88 Good 1616 176TH PL NE 36TH DR NE 38TH DR NE Local 23 662.65 99 Good 1637 176TH PL NE SMOKEY POINT BLVD 36TH DR NE Local 23 488.81 100 Good 1329 176TH PL NE 85TH AVE NE DEAD END Local 38 235.83 100 Good 1336 176TH PL NE 72ND DR NE 73RD AVE NE Local 38 227.11 100 Good 1337 176TH PL NE 73RD AVE NE 73RD DR NE Local 38 218.04 100 Good 1342 176TH PL NE 73RD DR NE 74TH DR NE Local 38 277.50 100 Good 1327 176TH ST NE 84TH AVE NE 85TH AVE NE Local 38 280.46 99 Good 1418 176TH ST NE 83RD DR NE 84TH AVE NE Local 38 265.36 100 Good 1611 177TH PL NE 36TH DR NE 38TH DR NE Local 23 631.48 36 Reconstruct 1179 177TH PL NE 177TH PL NE DEAD END Local 26 75.23 47 Poor 1614 177TH PL NE TOTEM PARK LN 43RD AVE NE Local 23 648.84 52 Poor 1145 177TH PL NE 177TH PL NE 33RD AVE NE Local 26 347.79 64 Fair 1203 177TH PL NE 34TH AVE NE SMOKEY POINT BLVD Local 26 323.23 68 Fair 1202 177TH PL NE 33RD AVE NE 34TH AVE NE Local 26 280.62 71 Satisfactory 1201 177TH PL NE 179TH ST NE 177TH PL NE Local 26 418.58 74 Satisfactory 1351 177TH PL NE 79TH DR NE 80TH DR NE Local 38 279.94 100 Good 1415 177TH PL NE 80TH DR NE 178TH PL NE Local 38 79.75 100 Good 1610 178TH PL NE 39TH DR NE 178TH PL NE Local 23 477.60 43 Poor 1609 178TH PL NE SMOKEY POINT BLVD 37TH DR NE Local 23 804.82 50 Poor 1629 178TH PL NE DEAD END 178TH PL NE Local 23 42.73 50 Poor 1627 178TH PL NE 37TH DR NE DEAD END Local 23 328.51 56 Poor 1631 178TH PL NE 178TH PL NE 177TH PL NE Local 23 165.40 57 Poor 1630 178TH PL NE 178TH PL NE DEAD END Local 23 123.21 57 Poor 1331 178TH PL NE 83RD DR NE 178TH PL NE Local 38 533.40 100 Good 1166 178TH PL NE 34TH DR NE SMOKEY POINT BLVD Local 26 232.77 100 Good 1343 178TH PL NE 81ST DR NE 82ND DR NE Local 38 325.14 100 Good 1401 178TH PL NE 177TH PL NE 81ST DR NE Local 38 413.66 100 Good 1402 178TH PL NE 82ND DR NE 83RD DR NE Local 38 252.85 100 Good 1406 178TH PL NE 85TH AVE NE 178TH PL NE Local 38 281.87 100 Good 1417 178TH PL NE 178TH PL NE DEAD END Local 38 154.94 100 Good City of Arlington 2 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1607 179TH PL NE 37TH DR NE 39TH DR NE Local 23 646.36 39 Reconstruct 1626 179TH PL NE DEAD END 179TH PL NE Local 23 53.67 42 Poor 1628 179TH PL NE 39TH DR NE DEAD END Local 23 346.94 48 Poor 1347 179TH PL NE 81ST DR NE 82ND DR NE Local 38 344.51 100 Good 1352 179TH PL NE 83RD DR NE 85TH AVE NE Local 38 439.67 100 Good 1198 179TH ST NE 31ST AVE NE 177TH PL NE Local 26 331.65 61 Fair 1142 179TH ST NE 177TH PL NE 33RD AVE NE Local 26 450.78 68 Fair 1015 180TH ST NE 59TH AVE NE DEAD END Local 25 2121.78 65 Fair 1141 180TH ST NE 31ST AVE NE SMOKEY POINT BLVD Local 26 1321.33 92 Good 1140 181ST PL NE SMOKEY POINT BLVD 36TH DR NE Local 26 485.29 58 Poor 1173 181ST ST NE 31ST AVE NE 182ND ST NE Local 26 490.91 97 Good 1171 182ND ST NE 183RD PL NE SMOKEY POINT BLVD Local 26 967.22 90 Good 1138 183RD PL NE SMOKEY POINT BLVD DEAD END Local 26 597.06 85 Satisfactory 1172 183RD PL NE 31ST AVE NE 182ND ST NE Local 26 525.94 100 Good 1137 184TH PL NE DEAD END 31ST AVE NE Local 26 230.85 100 Good 1170 184TH PL NE 35TH AVE NE DEAD END Local 26 498.98 100 Good 1136 185TH PL NE DEAD END 31ST AVE NE Local 26 265.10 100 Good 1178 185TH PL NE DEAD END SMOKEY POINT BLVD Local 26 207.07 100 Good 1193 186TH PL NE 29TH AVE NE 31ST AVE NE Local 26 414.49 94 Good 1192 186TH PL NE 31ST AVE NE 32ND ST NE Local 26 331.18 96 Good 1134 186TH PL NE 32ND ST NE SMOKEY POINT BLVD Local 26 580.30 100 Good 1169 186TH PL NE 35TH AVE NE DEAD END Local 26 497.18 100 Good 1434 186TH ST NE DEAD END CITY LIMITS Local 30 550.83 100 Good 1177 187TH PL NE 35TH AVE NE DEAD END Local 26 394.32 100 Good 1481 188TH CT NE DEAD END 42ND DR NE Local 28 140.66 100 Good 1018 188TH PL NE 61ST AVE NE 63RD AVE NE Local 25 710.31 10 Reconstruct 1532 188TH ST NE 42ND DR NE 43RD DR NE Collector 28 394.07 67 Fair 1191 188TH ST NE SMOKEY POINT BLVD 35TH AVE NE Collector 26 667.03 72 Satisfactory 1190 188TH ST NE 35TH AVE NE CITY LIMITS Collector 26 655.98 80 Satisfactory 1484 188TH ST NE 43RD DR NE 46TH AVE NE Collector 28 758.64 84 Satisfactory 1531 188TH ST NE 46TH AVE NE 47TH AVE NE Collector 28 338.26 93 Good 1535 188TH ST NE CITY LIMITS 42ND DR NE Collector 28 288.55 95 Good 1028 188TH ST NE 67TH AVE NE IRIS CT Local 25 793.96 35 Reconstruct City of Arlinglon 3 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End functional Class Width (ft) Length (ft) PCI PCR 1483 188TH ST NE 188TH ST NE DEAD END Local 28 714.61 57 Poor 1042 188TH ST NE 66TH AVE NE 67TH AVE NE Local 25 331.30 75 Satisfactory 1029 188TH ST NE DEAD END 58TH AVE NE Local 25 40.93 83 Satisfactory 1031 188TH ST NE 59TH DR NE 59TH DR NE Local 25 86.43 84 Satisfactory 1132 188TH ST NE 29TH AVE NE SMOKEY POINT BLVD Local 26 1200.29 85 Satisfactory 1030 188TH ST NE 59TH DR NE 59TH AVE NE Local 25 85.64 93 Good 1032 188TH ST NE 58TH AVE NE 59TH DR NE Local 25 243.73 96 Good 1010 188TH ST NE 63RD AVE NE 66TH AVE NE Local 25 977.29 100 Good 1033 188TH ST NE 59TH AVE NE 61ST AVE NE Local 25 473.38 100 Good 1034 188TH ST NE 61ST AVE NE 63RD AVE NE Local 25 832.38 100 Good 1479 189TH PL NE 42ND DR NE DEAD END Local 28 267.46 100 Good 1477 189TH PL NE 43RD DR NE 45TH AVE NE Local 28 482.50 100 Good 1533 189TH PL NE DEAD END 42ND DR NE Local 28 265.99 100 Good 1476 189TH ST NE 46TH AVE NE DEAD END Local 28 123.57 99 Good 1475 190TH ST NE 46TH AVE NE DEAD END Local 28 138.97 100 Good 1472 191ST PL NE 44TH AVE NE 45TH DR NE Local 28 189.17 97 Good 1482 191ST PL NE 46TH AVE NE 47TH AVE NE Local 28 309.10 99 Good 1474 191ST ST NE 46TH AVE NE DEAD END Local 28 139.28 94 Good 1461 192ND PL NE DEAD END 45TH DR NE Local 28 196.37 96 Good 1023 192ND ST NE 62ND AVE NE 63RD AVE NE Local 25 562.29 89 Good 1007 192ND ST NE 59TH AVE NE 61ST AVE NE Local 25 600.95 90 Good 1024 192ND ST NE 61ST AVE NE 62ND AVE NE Local 25 134.63 100 Good 1530 193RD PL NE 46TH DR NE 47TH AVE NE Local 28 139.92 96 Good 1528 193RD PL NE DEAD END 45TH DR NE Local 28 214.28 98 Good 1529 193RD PL NE 45TH DR NE 46TH AVE NE Local 28 217.84 99 Good 1469 193RD PL NE 46TH AVE NE 46TH DR NE Local 28 209.23 100 Good 1541 193RD ST NE CROWN RIDGE BLVD CITY LIMITS Local 38 138.32 100 Good 1468 194TH PL NE DEAD END 45TH DR NE Local 28 196.09 99 Good 1466 195TH PL NE DEAD END 45TH DR NE Local 28 155.14 93 Good 1005 195TH ST NE 59TH AVE NE 62ND AVE NE Local 25 773.30 29 Reconstruct 1022 195TH ST NE 62ND AVE NE 63RD AVE NE Local 25 584.90 45 Poor 1467 195TH ST NE 45TH DR NE 47TH AVE NE Local 28 638.54 91 Good 1506 196TH PL NE 49TH AVE NE 50TH AVE NE Local 28 356.38 54 Poor City ofArlingion 4 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1505 196TH PL NE 49TH AVE NE 48TH AVE NE Local 28 337.04 75 Satisfactory 1507 196TH PL NE 47TH AVE NE 48TH AVE NE Local 28 382.32 84 Satisfactory 1459 196TH PL NE 45TH DR NE 47TH AVE NE Local 28 635.75 100 Good 1527 196TH PL NE DEAD END 45TH DR NE Local 28 147.61 100 Good 1433 196TH PL NE DEAD END 95TH AVE NE Local 30 805.14 100 Good 1458 197TH PL NE DEAD END 49TH AVE NE Local 28 359.65 53 Poor 2092 197TH PL NE DEAD END 74TH AVE NE Local 40 216.18 86 Good 1003 197TH ST NE 63RD AVE NE 67TH AVE NE Local 25 1336.70 73 Satisfactory 1001 199TH ST NE 60TH AVE NE 63RD AVE NE Local 40 883.70 90 Good 1456 199TH ST NE 199TH ST NE CEMETERY RD Local 28 238.99 99 Good 1452 199TH ST NE 48TH DR NE HIGH CLOVER BLVD Local 28 376.59 100 Good 1494 199TH ST NE 47TH DR NE 48TH DR NE Local 28 257.50 100 Good 1449 200TH PL NE HIGH CLOVER BLVD DEAD END Local 28 244.71 96 Good 1450 200TH ST NE 51ST ST NE 53RD AVE NE Local 28 559.16 50 Poor 2088 200TH ST NE 77TH AVE NE DEAD END Local 40 676.46 67 Fair 1493 200TH ST NE 44TH DR NE 45TH DR NE Local 28 249.72 99 Good 1448 200TH ST NE 45TH DR NE HIGH CLOVER BLVD Local 28 649.88 100 Good 2089 201ST ST NE 71ST AVE NE 74TH AVE NE Local 40 890.33 85 Satisfactory 1441 202ND PL NE DEAD END 48TH AVE NE Local 28 255.23 98 Good 1440 203RD ST NE 46TH AVE NE 48TH AVE NE Local 28 440.28 99 Good 1499 203RD ST NE DEAD END 203RD ST NE Local 28 30.73 100 Good 1500 203RD ST NE 203RD ST NE DEAD END Local 28 33.74 100 Good 1109 204TH ST NE 67TH AVE NE 69TH AVE NE Local 60 557.79 77 Satisfactory 1110 204TH ST NE 74TH AVE NE SR 9 Local 60 575.27 85 Good 1107 204TH ST NE 80TH AVE NE KEITH LN Local 60 487.46 86 Good 1097 204TH ST NE 69TH AVE NE 71ST AVE NE Local 60 859.97 87 Good 1111 204TH ST NE SR 9 77TH AVE NE Local 60 626.76 88 Good 1105 204TH ST NE 71ST AVE NE 72ND AVE NE Local 60 294.15 92 Good 1106 204TH ST NE 77TH AVE NE 79TH DR NE Local 60 430.65 92 Good 1108 204TH ST NE 72ND AVE NE 74TH AVE NE Local 60 496.92 93 Good 1104 204TH ST NE 79TH DR NE 80TH AVE NE Local 60 275.83 94 Good 1241 206TH PL NE 64TH DR NE 66TH DR NE Local 40 294.69 100 Good 1258 206TH PL NE 66TH DR NE DEAD END Local 40 268.70 100 Good City of Arlington 5 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1250 206TH ST NE 62ND AVE NE 63RD AVE NE Local 40 258.80 96 Good 1249 206TH ST NE 59TH DR NE 60TH AVE NE Local 40 204.97 100 Good 1251 206TH ST NE 60TH AVE NE 61ST AVE NE Local 40 285.96 100 Good 1232 206TH ST NE 61ST AVE NE 62ND AVE NE Local 40 345.46 100 Good 1238 207TH PL NE CIRCLE BLUFF DR 207TH ST NE Local 40 214.48 99 Good 2103 207TH ST NE KEITH LN 207TH ST NE Local 40 310.96 92 Good 2102 207TH ST NE S STILLAGUAMISH AVE UNKNOWN Local 40 288.34 92 Good 2073 207TH ST NE JENSEN FARM LN BURN RD Local 40 1212.25 93 Good 1239 207TH ST NE 62ND AVE NE 63RD AVE NE Local 40 300.25 100 Good 1252 207TH ST NE 61ST AVE NE 62ND AVE NE Local 40 260.52 100 Good 1253 207TH ST NE 59TH AVE NE 60TH AVE NE Local 40 240.12 100 Good 1254 207TH ST NE 60TH AVE NE 61ST AVE NE Local 40 268.55 100 Good 1227 208TH ST NE 64TH DR NE 66TH DR NE Local 40 616.17 72 Satisfactory 1248 208TH ST NE GROVE PL 64TH DR NE Local 40 311.64 84 Satisfactory 1221 209TH ST NE 61ST AVE NE DEAD END Local 28 647.66 100 Good 1225 210TH ST NE DEAD END 66TH DR NE Local 40 430.65 89 Good 1236 211TH PL NE 67TH DR NE 67TH AVE NE Local 40 965.59 61 Fair 1246 211TH PL NE CITY LIMITS 66TH DR NE Local 40 679.85 70 Fair 1245 211TH PL NE 66TH DR NE 67TH DR NE Local 40 424.98 72 Satisfactory 2061 215TH PL NE 87TH AVE NE CITY LIMITS Local 22 111.02 84 Satisfactory 1955 215TH PL NE DEAD END 87TH AVE NE Local 22 137.71 100 Good 1942 217TH PL NE DEAD END 87TH AVE NE Local 40 143.10 100 Good 1948 218TH PL NE DEAD END 87TH AVE NE Local 40 161.41 100 Good 1133 29TH AVE NE 188TH ST NE 186TH PL NE Local 26 507.07 85 Satisfactory 1135 31ST AVE NE 184TH PL NE 183RD PL NE Local 26 654.64 77 Satisfactory 1197 31ST AVE NE 183RD PL NE 181ST ST NE Local 26 510.92 79 Satisfactory 1196 315T AVE NE 181ST ST NE 180TH ST NE Local 26 334.00 91 Good 1195 31ST AVE NE 185TH PL NE 184TH PL NE Local 26 357.23 99 Good 1194 31ST AVE NE 186TH PL NE 185TH PL NE Local 26 333.09 99 Good 1199 31ST DR NE 180TH ST NE 179TH ST NE Local 26 322.26 43 Poor 1131 31ST DR NE 179TH ST NE 176TH PL NE Local 26 894.76 60 Poor 1200 31ST DR NE 176TH PL NE DEAD END Local 26 142.40 72 Satisfactory 1185 32ND ST NE 186TH PL NE DEAD END Local 26 167.50 100 Good City of Arlington 6 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1144 33RD AVE NE 33RD AVE NE 177TH PL NE Local 26 523.57 69 Fair 1143 33RD AVE NE 177TH PL NE DEAD END Local 26 115.50 92 Good 1149 34TH AVE NE 176TH PL NE DEAD END Local 26 158.01 47 Poor 1146 34TH AVE NE 177TH PL NE 34TH AVE NE Local 26 227.72 56 Poor 1167 34TH DR NE DEAD END 178TH PL NE Local 26 252.24 100 Good 1186 35TH AVE NE 184TH PL NE SMOKEY POINT BLVD Local 26 220.15 70 Satisfactory 1188 35TH AVE NE 187TH PL NE 186TH PL NE Local 26 268.37 85 Good 1187 35TH AVE NE 188TH ST NE 187TH PL NE Local 26 231.38 90 Good 1189 35TH AVE NE 186TH PL NE 184TH PL NE Local 26 590.78 93 Good 1615 36TH DR NE 177TH PL NE 176TH ST NE Local 23 270.28 34 Reconstruct 1219 36TH DR NE DEAD END 181ST PL NE Local 26 112.85 45 Poor 1139 36TH DR NE 181ST PL NE DEAD END Local 26 111.91 81 Satisfactory 1608 37TH DR NE 179TH PL NE 178TH PL NE Local 23 320.00 51 Poor 1620 38TH DR NE 175TH PL NE 174TH PL NE Local 23 407.43 27 Reconstruct 1617 38TH DR NE 177TH PL NE 176TH ST NE Local 23 284.29 34 Reconstruct 1605 39TH DR NE TOTEM PARK LN 175TH PL NE Local 23 372.80 38 Reconstruct 1622 39TH DR NE 179TH PL NE 178TH PL NE Local 23 328.87 53 Poor 1618 39TH DR NE DEAD END 176TH PL NE Local 23 350.42 55 Poor 1601 40TH DR NE 175TH PL NE 174TH PL NE Local 23 326.39 90 Good 1534 42ND DR NE 188TH CT NE 188TH ST NE Local 28 198.75 98 Good 1480 42ND DR NE 189TH PL NE 188TH CT NE Local 28 426.48 100 Good 2107 43RD AVE NE 175TH PL NE 172ND ST NE Local 26 1145.50 24 Reconstruct 2109 43RD AVE NE 177TH PL NE 176TH PL NE Local 26 288.04 40 Poor 2110 43RD AVE NE 176TH PL NE 175TH PL NE Local 26 377.13 44 Poor 2108 43RD AVE NE DEAD END 177TH PL NE Local 26 851.65 81 Satisfactory 2111 43RD AVE NE 172ND ST NE DEAD END Local 26 1012.12 100 Good 1523 43RD DR NE DEAD END 189TH PL NE Local 28 56.47 82 Satisfactory 1478 43RD DR NE 189TH PL NE 188TH ST NE Local 28 585.63 95 Good 1473 44TH AVE NE DEAD END 191ST PL NE Local 28 318.69 100 Good 1442 44TH DR NE HIGH CLOVER BLVD 200TH ST NE Local 28 432.83 99 Good 1492 44TH DR NE DEAD END HIGH CLOVER BLVD Local 28 276.22 99 Good 1512 45TH DR NE 195TH PL NE 195TH ST NE Local 28 112.57 88 Good 1515 45TH DR NE 195TH ST NE 194TH PL NE Local 28 237.71 90 Good City of Arlington 7 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1518 45TH DR NE 194TH PL NE 193RD PL NE Local 28 380.08 97 Good 1516 45TH DR NE 196TH PL NE 195TH PL NE Local 28 276.43 98 Good 1514 45TH DR NE 189TH PL NE DEAD END Local 28 152.19 98 Good 1447 45TH DR NE DEAD END 200TH ST NE Local 28 231.74 99 Good 1517 45TH DR NE 192ND PL NE 191ST PL NE Local 28 321.40 99 Good 1443 45TH DR NE DEAD END HIGH CLOVER BLVD Local 28 396.14 99 Good 1465 45TH DR NE 191ST PL NE 189TH PL NE Local 28 553.74 99 Good 1513 45TH DR NE DEAD END 196TH PL NE Local 28 120.36 100 Good 1519 45TH DR NE 193RD PL NE 192ND PL NE Local 28 382.17 100 Good 1445 46TH AVE NE 203RD ST NE HIGH CLOVER BLVD Local 28 524.61 94 Good 1522 46TH AVE NE 190TH ST NE 189TH ST NE Local 28 297.73 99 Good 1520 46TH AVE NE 189TH ST NE 188TH ST NE Local 28 285.04 100 Good 1471 46TH AVE NE 193RD PL NE 46TH DR NE Local 28 459.33 100 Good 1521 46TH AVE NE 191ST ST NE 190TH ST NE Local 28 291.28 100 Good 1524 46TH AVE NE 191ST PL NE 191ST ST NE Local 28 259.25 100 Good 1526 46TH AVE NE 46TH DR NE 193RD PL NE Local 28 447.21 100 Good 1525 46TH DR NE 193RD PL NE 46TH AVE NE Local 28 453.98 100 Good 1470 46TH DR NE 46TH AVE NE 193RD PL NE Local 28 456.64 100 Good 1510 47TH AVE NE 193RD PL NE 1915T PL NE Collector 28 651.78 71 Satisfactory 1509 47TH AVE NE 195TH ST NE 193RD PL NE Collector 28 613.46 72 Satisfactory 1463 47TH AVE NE 191ST PL NE 188TH ST NE Collector 28 1131.73 80 Satisfactory 1508 47TH AVE NE 196TH PL NE 195TH ST NE Collector 28 358.17 80 Satisfactory 1511 47TH AVE NE CEMETERY RD 196TH PL NE Collector 28 766.21 86 Good 1451 47TH AVE NE HIGH CLOVER BLVD 199TH ST NE Local 28 542.30 96 Good 1460 48TH AVE NE DEAD END 196TH PL NE Local 28 98.90 56 Poor 1446 48TH AVE NE 202ND PL NE HIGH CLOVER BLVD Local 28 496.71 93 Good 1501 48TH AVE NE 203RD ST NE 202ND PL NE Local 28 250.90 100 Good 1453 48TH DR NE DEAD END 199TH ST NE Local 28 357.64 91 Good 1183 48TH DR NE AIRPORT BLVD DEAD END Local 26 265.53 100 Good 1457 49TH AVE NE 197TH PL NE 196TH PL NE Local 28 401.92 47 Poor 1504 49TH AVE NE CEMETERY RD 197TH PL NE Local 28 375.09 69 Fair 1182 49TH DR NE AIRPORT BLVD DEAD END Local 26 279.81 88 Good 1503 50TH AVE NE 196TH PL NE DEAD END Local 28 34.46 33 Reconstruct City of Arlington 8 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1464 50TH AVE NE DEAD END 196TH PL NE Local 28 310.06 55 Poor 1181 50TH DR NE AIRPORT BLVD DEAD END Local 26 306.05 100 Good 1180 51ST AVE NE AIRPORT BLVD 172ND ST NE Minor Arterial 26 989.73 100 Good 1184 51ST AVE NE 170TH PL NE CITY LIMITS Collector 26 2148.79 54 Poor 1208 51ST AVE NE 172ND ST NE 170TH PL NE Collector 26 530.04 61 Fair 1462 51ST DR NE CEMETERY RD DEAD END Local 28 998.85 65 Fair 1502 51ST DR NE 200TH ST NE CEMETERY RD Local 28 232.02 70 Fair 1153 52ND AVE NE 170TH PL NE DEAD END Local 26 304.42 53 Poor 1455 53RD AVE NE 200TH ST NE CEMETERY RD Local 28 237.74 50 Poor 1454 54TH DR NE DEAD END CEMETERY RD Local 28 140.66 57 Poor 1020 58TH AVE NE 188TH ST NE DEAD END Local 25 404.52 71 Satisfactory 1008 59TH AVE NE 188TH ST NE 180TH ST NE Local 25 2682.67 10 Reconstruct 1036 59TH AVE NE 180TH ST NE 172ND ST NE Local 25 2620.10 29 Reconstruct 1027 59TH AVE NE 195TH ST NE 192ND ST NE Local 25 837.00 33 Reconstruct 1039 59TH AVE NE 192ND ST NE 188TH ST NE Local 25 1345.80 50 Poor 1243 59TH AVE NE CITY LIMITS CIRCLE BLUFF DR Local 40 37.30 87 Good 1242 59TH AVE NE CITY LIMITS CITY LIMITS Local 40 555.48 93 Good 1037 59TH AVE NE 172ND ST NE DEAD END Local 25 1192.84 94 Good 1230 59TH AVE NE 207TH ST NE 206TH ST NE Local 40 425.73 100 Good 1021 59TH DR NE DEAD END 188TH ST NE Local 25 2103.02 56 Poor 1014 59TH DR NE 188TH ST NE DEAD END Local 25 2997.06 56 Poor 1004 60TH AVE NE 199TH ST NE DEAD END Local 25 574.72 99 Good 1229 60TH AVE NE 207TH ST NE 206TH ST NE Local 40 499.34 100 Good 1035 61ST AVE NE 61ST AVE NE 188TH ST NE Local 25 175.67 38 Reconstruct 1009 61ST AVE NE 192ND ST NE DEAD END Local 25 575.10 45 Poor 1228 61ST AVE NE 207TH ST NE 206TH ST NE Local 40 593.55 100 Good 1259 61ST AVE NE 209TH ST NE 207TH ST NE Local 40 247.52 100 Good 1006 62ND AVE NE 195TH ST NE 192ND ST NE Local 25 1088.89 46 Poor 1040 62ND AVE NE 192ND ST NE DEAD END Local 25 441.84 85 Satisfactory 1233 62ND AVE NE 207TH ST NE 206TH ST NE Local 40 599.24 100 Good 1002 63RD AVE NE 195TH ST NE 192ND AVE NE Local 25 1278.29 53 Poor 1026 63RD AVE NE 192ND ST NE 188TH ST NE Local 25 1381.53 64 Fair 1044 63RD AVE NE 197TH ST NE 195TH ST NE Local 25 656.82 67 Fair City ofArlington 9 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End functional Class Width (ft) Length (ft) PCI PCR 1038 63RD AVE NE 199TH ST NE 197TH ST NE Local 25 314.07 100 Good 1240 63RD AVE NE 207TH ST NE GROVE PL Local 40 240.90 100 Good 1260 63RD AVE NE GROVE PL 206TH ST NE Local 40 144.87 100 Good 1231 64TH DR NE 208TH ST NE DEAD END Local 26 349.16 50 Poor 1235 64TH DR NE 206TH PL NE CEMETERY RD Local 40 924.49 73 Satisfactory 1223 65TH DR NE 206TH PL NE CEMETERY RD Local 40 864.38 98 Good 1011 66TH AVE NE DEAD END 188TH ST NE Local 25 929.73 63 Fair 1224 66TH DR NE 210TH ST NE 208TH ST NE Local 40 620.29 85 Satisfactory 1247 66TH DR NE 211TH PL NE 210TH ST NE Local 40 588.59 89 Good 1222 66TH DR NE 206TH PL NE 66TH DR NE Local 40 359.70 100 Good 1099 67TH AVE NE 211ST PL NE 204TH ST NE Minor Arterial 22 2465.65 47 Poor 1103 67TH AVE NE S WEST AVE 211ST PL NE Minor Arterial 35 2158.01 53 Poor 1116 67TH AVE NE UPLAND DR HIGHLAND VIEW DR Minor Arterial 35 1356.68 78 Satisfactory 1113 67TH AVE NE HIGHLAND VIEW DR 172ND ST NE Minor Arterial 35 817.50 81 Satisfactory 1102 67TH AVE NE 168TH ST NE CITY LIMITS Minor Arterial 60 973.82 82 Satisfactory 1078 67TH AVE NE BOVEE LN UPLAND DR Minor Arterial 36 310.08 82 Satisfactory 1114 67TH AVE NE 172ND ST NE 168TH ST NE Minor Arterial 40 1035.21 83 Satisfactory 1125 67TH AVE NE 188TH ST NE WOODLANDS WAY Minor Arterial 35 500.15 90 Good 1118 67TH AVE NE 197TH ST NE 191ST PL NE Minor Arterial 35 2207.89 91 Good 1124 67TH AVE NE 200TH PL NE 197TH ST NE Minor Arterial 35 811.29 91 Good 1117 67TH AVE NE 204TH ST NE 200TH PL NE Minor Arterial 35 1134.52 92 Good 1100 67TH AVE NE WOODLANDS WAY BOVEE LN Minor Arterial 35 2337.13 93 Good 1115 67TH AVE NE 191ST PL NE 188TH ST NE Minor Arterial 55 1108.11 96 Good 1226 67TH DR NE 211TH PL NE DEAD END Local 40 677.13 93 Good 2120 69TH AVE NE DEAD END 204TH ST NE Local 30 234.19 100 Good 2090 71ST AVE NE 204TH ST NE 201ST ST NE Local 40 968.17 86 Good 2093 72ND AVE NE DEAD END 204TH ST NE Local 40 783.04 100 Good 1339 72ND DR NE 176TH PL NE DEAD END Local 38 650.62 100 Good 1335 73RD AVE NE 176TH PL NE 172ND PL NE Local 38 908.65 100 Good 1338 73RD DR NE 176TH PL NE DEAD END Local 38 743.18 100 Good 2084 74TH AVE NE 204TH ST NE 201ST ST NE Local 40 1030.00 98 Good 2091 74TH AVE NE 201ST ST NE DEAD END Local 40 971.08 99 Good 1341 74TH Dr NE 176TH PL NE DEAD END Local 38 637.14 100 Good City of Arlington 10 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End functional Class Width (ft) Length (ft) PCI PCR 2085 77TH AVE NE 204TH ST NE 200TH ST NE Local 40 970.17 84 Satisfactory 2083 79TH DR NE 204TH ST NE DEAD END Local 40 754.54 98 Good 1348 79TH DR NE 177TH PL NE 175TH PL NE Local 38 641.75 100 Good 1394 79TH DR NE 175TH PL NE 174TH PL NE Local 38 400.50 100 Good 1395 79TH DR NE DEAD END 177TH PL NE Local 38 417.30 100 Good 1396 79TH DR NE 174TH PL NE 172ND PL NE Local 38 536.28 100 Good 2081 80TH AVE NE 204TH ST NE DEAD END Local 40 348.73 9 Reconstruct 1328 80TH DR NE 177TH PL NE 175TH PL NE Local 38 681.47 100 Good 1397 80TH DR NE 172ND PL NE 172ND ST NE Local 38 262.45 100 Good 1398 80TH DR NE 175TH PL NE 174TH PL NE Local 38 396.64 100 Good 1399 80TH DR NE 174TH PL NE 172ND PL NE Local 38 545.33 100 Good 2079 81ST DR NE KEITH LN DEAD END Local 40 81.94 91 Good 2080 81ST DR NE DEAD END KEITH LN Local 40 432.66 96 Good 1333 81ST DR NE 174TH PL NE DEAD END Local 38 628.73 100 Good 1344 81ST DR NE 179TH PL NE 178TH PL NE Local 38 438.85 100 Good 1400 81ST DR NE DEAD END 174TH PL NE Local 38 371.94 100 Good 1345 82ND DR NE 178TH PL NE 177TH ST NE Local 38 508.07 100 Good 1346 82ND DR NE 179TH PL NE 178TH PL NE Local 38 348.56 100 Good 1416 82ND DR NE 84TH AVE NE DEAD END Local 38 175.03 100 Good 1404 83RD DR NE 179TH PL NE 178TH PL NE Local 38 244.79 99 Good 1350 83RD DR NE 178TH PL NE 177TH ST NE Local 38 502.35 100 Good 1403 83RD DR NE 176TH ST NE 175TH ST NE Local 38 228.97 100 Good 1405 83RD DR NE 177TH ST NE 176TH ST NE Local 38 416.64 100 Good 1411 84TH AVE NE 172ND PL NE 85TH AVE NE Local 38 224.50 94 Good 1326 84TH AVE NE 83RD DR NE 176TH ST NE Local 38 585.92 100 Good 1330 84TH AVE NE 175TH ST NE 172ND PL NE Local 38 676.49 100 Good 1413 84TH AVE NE 82ND DR NE 83RD DR NE Local 38 245.06 100 Good 1410 85TH AVE NE 178TH PL NE 176TH PL NE Local 38 376.85 97 Good 1409 85TH AVE NE 176TH ST NE 175TH ST NE Local 38 253.91 97 Good 1407 85TH AVE NE 176TH PL NE 176TH ST NE Local 38 245.50 98 Good 1264 85TH AVE NE 179TH PL NE 178TH PL NE Local 38 564.07 100 Good 1323 85TH AVE NE 175TH ST NE 84TH AVE NE Local 38 730.88 100 Good 1408 85TH AVE NE 84TH AVE NE 172ND ST NE Local 38 241.99 100 Good City of Arlington 11 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1954 87TH AVE NE CITY LIMITS CITY LIMITS Local 26 187.16 95 Good 1941 87TH AVE NE 217TH PL NE 215TH PL NE Local 26 599.95 97 Good 2062 87TH AVE NE 218TH PL NE 217TH PL NE Local 26 229.69 100 Good 1436 89TH AVE NE CITY LIMITS 172ND ST NE Local 20 1329.54 70 Fair 1437 91ST AVE NE 172ND ST NE CITY LIMITS Local 30 1309.89 100 Good 1305 ABBEY PL GREYWALLS DR DEAD END Local 38 421.18 99 Good 1168 AIRPORT BLVD DEAD END 48TH DR NE Minor Arterial 26 978.83 100 Good 1205 AIRPORT BLVD 50TH DR NE 51ST AVE NE Minor Arterial 26 236.67 100 Good 1206 AIRPORT BLVD 49TH DR NE 50TH DR NE Minor Arterial 26 399.50 100 Good 1207 AIRPORT BLVD 48TH DR NE 49TH DR NE Minor Arterial 26 422.40 100 Good 1309 AMBLESIDE CT EAGLEFIELD DR DEAD END Local 38 410.36 96 Good 2076 ANNA LN JENSEN FARM LN DEAD END Local 40 343.20 96 Good 1284 BALLANTRAE DR INVERNESS DR BALMORAL DR Local 38 438.06 99 Good 1421 BALLANTRAE DR BALMORAL DR EAGLEFIELD DR Local 38 414.06 100 Good 1371 BALMORAL DR INVERNESS DR CASTLE CT Local 38 401.00 97 Good 1282 BALMORAL DR GREENOCK CT BALLANTRAE DR Local 38 252.67 99 Good 1372 BALMORAL DR CASTLE CT GREENOCK CT Local 38 237.66 99 Good 1317 BOREALCT REDHAWK DR DEAD END Local 38 192.51 100 Good 1325 BOVEE LN 67TH AVE NE HIGHLAND VIEW DR Local 38 1319.66 100 Good 1875 BROADWAY AVE E BURKE AVE E GILMAN AVE Principal Arterial 40 295.69 52 Poor 1962 BROADWAY AVE E GILMAN AVE ROUNDABOUT Principal Arterial 40 268.29 75 Satisfactory 1961 BROADWAY AVE E HALLER AVE E BURKE AVE Local 40 284.34 46 Poor 1960 BROADWAY AVE DEAD END E HALLER AVE Local 40 112.23 72 Satisfactory 2095 BURN RD 207TH ST NE CITY LIMITS Minor Arterial 40 4159.74 91 Good 1310 CAMBRIDGE DR EAGLEFIELD DR DEAD END Local 38 885.72 100 Good 1301 CARLISLE PL GREYWALLS DR DEAD END Local 38 689.96 100 Good 1281 CASTLE CT BALMORAL DR DEAD END Local 38 164.62 100 Good 1495 CEMETERY RD 53RD AVE NE 54TH DR NE Collector 28 276.13 50 Poor 1439 CEMETERY RD 54TH DR NE CITY LIMITS Collector 28 1722.67 57 Poor 1255 CEMETERY RD CITY LIMITS LANTERN LN Collector 40 176.34 60 Poor 1496 CEMETERY RD 51ST ST NE 53RD AVE NE Collector 28 597.81 68 Fair 1497 CEMETERY RD HIGH CLOVER BLVD 51ST ST NE Collector 28 672.68 81 Satisfactory 1256 CEMETERY RD 65TH DR NE 67TH AVE NE Collector 40 379.75 82 Satisfactory City of Arlington 12 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1244 CEMETERY RD 64TH DR NE 65TH DR NE Collector 40 419.78 83 Satisfactory 1257 CEMETERY RD LANTERN LN 64TH DR NE Collector 40 389.67 84 Satisfactory 1498 CEMETERY RD CITY LIMITS HIGH CLOVER BLVD Collector 28 751.13 86 Good 1424 CHAMPIONS DR EAGLEFIELD DR MASTERS CT Local 38 227.33 97 Good 1307 CHAMPIONS DR MASTERS CT PUTTERS CT Local 38 1266.00 99 Good 1425 CHAMPIONS DR PUTTERS CT GALLERY LN Local 38 332.76 100 Good 1322 CONDOR DR NE GLENEAGLE BLVD REDHAWK DR Local 38 260.67 99 Good 1321 CONDOR DR NE REDHAWK DR DEAD END Local 38 174.44 100 Goad 1547 CROWN RIDGE BLVD PEAK PL VISTA DR Local 38 879.23 88 Good 1543 CROWN RIDGE BLVD VISTA DR VALLEY VIEW DR Local 38 288.84 89 Good 1536 CROWN RIDGE BLVD VISTA DR SR 9 Local 38 2534.23 89 Good 1545 CROWN RIDGE BLVD KNOLL DR PEAK PL Local 38 394.29 89 Good 1544 CROWN RIDGE BLVD 193RD ST NE VISTA DR Local 38 309.84 90 Good 1546 CROWN RIDGE BLVD VALLEY VIEW DR 193RD ST NE Local 38 730.63 93 Good 1542 CROWN RIDGE BLVD DEAD END KNOLL DR Local 38 263.01 96 Good 2039 DUNHAM AVE E 1STST E MAPLE ST Local 40 428.10 88 Good 1918 DUNHAM AVE E MAPLE ST E UNION ST Local 40 448.09 100 Good 2042 DUNHAM AVE E UNION ST E JACKSON ST Local 40 435.22 100 Good 2026 E 1ST ST N GIFFORD AVE N WASHINGTON AVE Collector 40 308.94 45 Poor 2028 E 1ST ST N WASHINGTON AVE N STILLAGUAMISH AVE Collector 40 318.97 50 Poor 2015 E 1ST ST N OLYMPIC AVE N MACLEOD AVE Collector 40 301.30 56 Poor 2018 E 1ST ST N DUNHAM AVE N FRENCH AVE Collector 40 308.99 61 Fair 2016 E 1ST ST N MCLEOD AVE N DUNHAM ST Collector 40 319.60 72 Satisfactory 2024 E 1ST ST N LENORE AVE N GIFFORD AVE Collector 40 303.32 80 Satisfactory 2021 E 1ST ST N FRENCH AVE N LENORE AVE Collector 40 318.31 88 Good 1909 E 1ST ST N STILLAGUAMISH AVE HAMLIN DR Local 40 536.73 70 Satisfactory 2027 E 2ND ST N GIFFORD AVE N WASHINGTON AVE Local 40 314.62 49 Poor 1947 E 2ND ST N WASHINGTON AVE N STILLAGUAMISH AVE Local 40 328.90 55 Poor 2025 E 2ND ST N LENORE AVE N GIFFORD AVE Local 40 303.92 63 Fair 2019 E 2ND ST N DUNHAM AVE N FRENCH AVE Local 40 308.00 73 Satisfactory 2022 E 2ND ST N FRENCH AVE N LENORE AVE Local 40 319.14 80 Satisfactory 1903 E 2ND ST N OLYMPIC AVE N MACLEOD AVE Local 40 294.97 100 Good 2008 E 3RD ST N WEST AVE N OLYMPIC AVE Collector 40 393.04 92 Good City of Arlington 13 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1902 E 3RD ST N STILLAGUAMISH AVE ROBINHOOD DR Local 40 308.37 17 Reconstruct 2017 E 3RD ST N DUNHAM AVE N FRENCH AVE Local 40 306.79 66 Fair 1899 E 3RD ST N MCLEOD AVE N DUNHAM ST Local 40 307.81 79 Satisfactory 1901 E 3RD ST N WASHINGTON AVE N STILLAGUAMISH AVE Local 40 321.65 80 Satisfactory 2010 E 3RD ST N OLYMPIC AVE N MACLEOD AVE Local 40 312.50 90 Good 2020 E 3RD ST N FRENCH AVE N LENORE AVE Local 40 313.32 98 Good 2023 E 3RD ST N LENORE AVE N GIFFORD AVE Local 40 311.56 99 Good 1900 E 3RD ST N GIFFORD AVE N WASHINGTON AVE Local 40 317.82 100 Good 1949 E 4TH ST N MCLEOD AVE N DUNHAM ST Local 40 311.65 24 Reconstruct 1985 E 4TH ST N STILLAGUAMISH AVE N ALCAZAR AVE Local 40 276.27 38 Reconstruct 1896 E 4TH ST N ALCAZAR AVE N CLARA ST Local 40 357.36 68 Fair 2012 E 4TH ST N DUNHAM AVE N FRENCH AVE Local 40 308.03 77 Satisfactory 2009 E 4TH ST N WEST AVE N OLYMPIC AVE Local 40 415.98 97 Good 2011 E 4TH ST N OLYMPIC AVE N MACLEOD AVE Local 40 309.10 100 Good 2001 E 5TH ST N WASHINGTON AVE N STILLAGUAMISH AVE Local 40 262.40 22 Reconstruct 2000 E 5TH ST N STILLAGUAMISH AVE N ALCAZAR AVE Local 40 272.69 24 Reconstruct 2002 E 5TH ST N GIFFORD AVE N WASHINGTON AVE Local 40 282.98 39 Reconstruct 2005 E 5TH ST N DUNHAM AVE N FRENCH AVE Local 40 303.10 40 Reconstruct 2004 E 5TH ST N FRENCH AVE N HIGH ST Local 40 271.05 44 Poor 1891 E 5TH ST N CLARA ST N BECKY AVE Local 40 957.95 46 Poor 2003 E 5TH ST N HIGH ST N GIFFORD AVE Local 40 266.66 48 Poor 1890 E 5TH ST N WEST AVE N OLYMPIC AVE Local 40 441.07 76 Satisfactory 1983 E 5TH ST N ALCAZAR AVE N CLARA ST Local 40 343.00 79 Satisfactory 2006 E 5TH ST N MCLEOD AVE N DUNHAM ST Local 40 315.99 100 Good 2007 E 5TH ST N OLYMPIC AVE N MACLEOD AVE Local 40 312.69 100 Good 1300 E COUNTRY CLUB DR GLENEAGLE BLVD EAGLEFIELD DR Local 38 2215.56 96 Good 1419 E COUNTRY CLUB DR IVERNESS DR EAGLEFIELD DR Local 38 1347.18 100 Good 1883 E DIVISION ST N TALCOTTST N ALCAZAR AVE Local 20 623.51 21 Reconstruct 1882 EDIVISION 5T HIGH ST NTALCOTTST Local 20 496.68 42 Poor 1965 E DIVISION ST (EAST ROUDNABOUT) Principal Arterial 40 277.10 92 Good 1967 E DIVISION ST (EASTBOUND) N WEST AVE N OLYMPIC AVE Principal Arterial 40 366.22 91 Good 2014 E DIVISION ST (EASTBOUND) N OLYMPIC AVE BROADWAY AVE Principal Arterial 40 229.04 95 Good 1934 E DIVISION ST (EASTBOUND) N DUNHAM AVE N FRENCH AVE Collector 40 299.59 7 Reconstruct City ofArlinglon 14 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1982 E DIVISION ST (EASTBOUND) N FRENCH AVE HIGH ST Collector 40 264.48 38 Reconstruct 1976 E DIVISION ST (EASTBOUND) N MCLEOD AVE N DUNHAM ST Collector 40 333.65 40 Poor 2013 E DIVISION ST (WESTBOUND) N OLYMPIC AVE BROADWAY AVE Principal Arterial 40 215.28 86 Good 1966 E DIVISION ST (WESTBOUND) N WEST AVE N OLYMPIC AVE Principal Arterial 40 381.18 89 Good 1981 E DIVISION ST (WESTBOUND) N DUNHAM AVE N NEWBERRY ST Collector 40 105.57 16 Reconstruct 1977 E DIVISION ST (WESTBOUND) N NEWBERRY ST N HIGH ST Collector 40 464.65 29 Reconstruct 1975 E DIVISION ST (WESTBOUND) N MCLEOD AVE N DUNHAM ST Collector 40 339.15 50 Poor 1972 E GILMAN AVE N TALCOTT ST CITY LIMITS Local 40 552.39 4 Reconstruct 1964 E GILMAN AVE ALLEY BROADWAY AVE Local 40 422.02 36 Reconstruct 1974 E GILMAN AVE NEWBERRY ST N MANHATTAN AVE Local 40 458.46 52 Poor 1973 E GILMAN AVE N MANHATTAN AVE N TALCOTT ST Local 40 466.47 59 Poor 1879 E GILMAN AVE BROADWAY AVE NEWBERRY ST Local 40 461.30 63 Fair 1876 E HALLER AVE N WEST AVE BROADWAY AVE Local 40 567.74 46 Poor 1959 E HALLER AVE BROADWAY AVE DEAD END Local 40 222.75 100 Good 2057 E HIGHLAND DR DUNHAM AVE S FRENCH AVE Minor Arterial 40 326.58 38 Reconstruct 1938 E HIGHLAND DR S FRENCH ST S STILLAGUAMISH AVE Minor Arterial 40 1216.16 40 Reconstruct 2055 E HIGHLAND DR S OLYMPIC AVE S MCLEOD AVE Minor Arterial 40 308.11 64 Fair 2056 E HIGHLAND DR S MCLEOD AVE DUNHAM AVE Minor Arterial 40 314.44 67 Fair 2053 E HIGHLAND DR SR 9 S COBB ST Local 40 192.32 67 Fair 2054 E HIGHLAND DR 5 COBB ST S OLYMPIC AVE Local 40 273.78 74 Satisfactory 1920 E JACKSON ST S MCLEOD AVE DUNHAM AVE Local 40 315.49 26 Reconstruct 2047 E JACKSON ST S COBB ST S OLYMPIC AVE Local 40 283.08 31 Reconstruct 2059 E JACKSON ST S OLYMPIC AVE S MCLEOD AVE Local 40 296.26 41 Poor 2050 E JACKSON ST DUNHAM AVE S FRENCH AVE Local 40 316.53 44 Poor 1936 E MAPLE ST LEBANON ST S OLYMPIC AVE Minor Arterial 40 267.40 74 Satisfactory 1912 E MAPLE ST DUNHAM AVE S FRENCH AVE Local 40 317.02 25 Reconstruct 2048 E MAPLE ST S MCLEOD AVE DUNHAM AVE Local 40 301.66 43 Poor 1914 E MAPLE ST S HAMLIN DR DEAD END Local 40 249.39 75 Satisfactory 1916 E MAPLE ST N STILLAGUAMISH AVE HAMLIN DR Local 40 571.60 98 Good 2049 E UNION ST DUNHAM AVE S FRENCH AVE Local 40 320.37 83 Satisfactory 2046 E UNION ST 5 COBB ST S OLYMPIC AVE Local 40 267.85 91 Good 2058 E UNION ST S OLYMPIC AVE S MCLEOD AVE Local 40 297.61 91 Good 1917 E UNION ST S MCLEOD AVE DUNHAM AVE Local 40 306.46 95 Good City of Arlinglon 15 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1380 EAGLEFIELD DR WOODBINE DR OXFORD DR Local 38 550.01 86 Good 1373 EAGLEFIELD DR TURNBERRY PL BALLANTRAE DR Local 38 185.87 89 Good 1375 EAGLEFIELD DR OXFORD DR AMBLESIDE CT Local 38 292.17 90 Good 1285 EAGLEFIELD DR TEESIDE LN CHAMPIONS DR Local 38 989.05 92 Good 1376 EAGLEFIELD DR BALLANTRAE DR TEESIDE LN Local 38 335.92 95 Good 1381 EAGLEFIELD DR NEWPORT DR E COUNTRY CLUB DR Local 38 566.63 97 Good 1377 EAGLEFIELD DR CHAMPIONS DR SR 9 Local 38 334.97 97 Good 1378 EAGLEFIELD DR E COUNTRY CLUB DR TURNBERRY PL Local 38 407.12 98 Good 1379 EAGLEFIELD DR AMBLESIDE CT CAMBRIDGE DR Local 38 433.16 99 Good 1374 EAGLEFIELD DR CAMBRIDGE DR NEWPORT DR Local 38 211.74 100 Good 1278 FALCON CT DEAD END WHITEHAWK DR Local 38 114.47 77 Satisfactory 1263 GALLERY LN DEAD END CHAMPIONS DR Local 38 105.74 100 Good 1389 GLENEAGLE BLVD GLENWOOD AVE NE CONDOR DR NE Local 38 381.54 71 Satisfactory 1388 GLENEAGLE BLVD GREENLOFT AVE NE GLENWOOD AVE NE Local 38 383.41 72 Satisfactory 1276 GLENEAGLE BLVD W COUNTRY CLUB DR HARRIER DR Local 38 530.53 92 Good 1387 GLENEAGLE BLVD HARRIER DR GREENLOFT AVE NE Local 38 375.23 99 Good 1386 GLENEAGLE BLVD CONDOR DR NE 172ND ST NE Local 38 200.08 100 Good 1318 GLENWOOD AVE NE IRONWOOD ST GLENEAGLE BLVD Local 38 300.43 99 Good 1314 GREENLOFT AVE NE IRONWOOD ST GLENEAGLE BLVD Local 38 189.48 86 Good 1287 GREENOCK CT BALMORAL DR DEAD END Local 38 181.66 100 Good 1422 GREYWALLS DR ABBEY PL HUNTER PL Local 38 254.39 100 Good 1423 GREYWALLS DR EAGLEFIELD DR CARLISLE PL Local 38 253.25 100 Good 1296 GREYWALLS DR CARLISLE PL ABBEY PL Local 38 998.49 100 Good 1237 GROVE PL 63RD AVE NE 208TH ST NE Local 40 699.19 99 Good 1911 HAMLIN DR E 1ST ST DEAD END Local 26 367.28 30 Reconstruct 1312 HARRIER DR GLENEAGLE BLVD REDHAWK DR Local 38 218.70 99 Good 1294 HARROW PL DEAD END HAWKSVIEW DR Local 38 249.84 98 Good 1291 HAVEN PL NEWPORT DR DEAD END Local 38 104.27 97 Good 1293 HAWKSVIEW DR NEWPORT DR HARROW PL Local 38 1164.70 95 Good 1368 HAWKSVIEW DR HARROW PL WOODBINE DR Local 38 995.07 99 Good 1280 HERON CT DEAD END WHITEHAWK DR Local 38 337.07 89 Good 1487 HIGH CLOVER BLVD NE 200TH PL NE 199TH ST NE Local 28 215.36 88 Good 1489 HIGH CLOVER BLVD NE 200TH ST NE 47TH DR NE Local 28 252.11 89 Good City of Arlington 16 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1485 HIGH CLOVER BLVD NE 47TH DR NE 48TH AVE NE Local 28 124.58 90 Good 1486 HIGH CLOVER BLVD NE 199TH ST NE CEMETERY RD Local 28 216.73 92 Good 1488 HIGH CLOVER BLVD NE 46TH DR NE 200TH ST NE Local 28 236.10 95 Good 1444 HIGH CLOVER BLVD NE 48TH AVE NE 200TH PL NE Local 28 600.32 96 Good 1490 HIGH CLOVER BLVD NE 45TH DR NE 46TH DR NE Local 28 268.96 100 Good 1491 HIGH CLOVER BLVD NE 44TH DR NE 45TH DR NE Local 28 298.57 100 Good 1427 HIGHLAND VIEW DR TOPPER CT BOVEE LN Local 38 130.13 93 Good 1267 HIGHLAND VIEW DR 67TH AVE NE UPLAND DR Local 38 1165.15 95 Good 1429 HIGHLAND VIEW DR UPLAND DR UPLAND DR Local 38 589.10 97 Good 1428 HIGHLAND VIEW DR UPLAND DR TOPPER CT Local 38 512.07 100 Good 1923 HILLCREST DR DEAD END W FLORENCE ST Local 18 232.61 36 Reconstruct 1265 HILLSIDE CT UPLAND DR DEAD END Local 38 568.33 93 Good 1308 HUNTER PL GREYWALLS DR DEAD END Local 38 424.78 99 Good 1420 INVERNESS DR E COUNTRY CLUB DR BALMORAL DR Local 38 278.66 98 Good 1279 INVERNESS DR BALMORAL DR BALLANTRAE DR Local 38 498.63 99 Good 1340 IRIS CT 188TH ST NE DEAD END Local 38 165.17 100 Good 1315 IRONWOOD ST DEAD END GREENLOFT AVE Local 38 190.95 100 Good 1319 IRONWOOD ST GREENLOFT AVE NE GLENWOOD AVE NE Local 38 535.26 100 Good 1320 IRONWOOD ST GLENWOOD AVE NE DEAD END Local 38 209.88 100 Good 2074 JENSEN FARM LN OLYMPIC PL ANNA LN Local 40 832.63 99 Good 2104 JENSEN FARM LN LOIS LN 207TH ST NE Local 40 182.26 100 Good 2105 JENSEN FARM LN ANNA LN LOIS LN Local 40 409.11 100 Good 1929 JOANN LN DEAD END KONA DR Local 30 607.39 59 Poor 2078 KEITH LN 207TH ST NE 81ST DR NE Local 40 392.03 99 Good 1313 KESTREL CT REDHAWK DR DEAD END Local 38 197.72 87 Good 1539 KNOLL DR CROWN RIDGE BLVD VISTA DR Local 38 1325.51 91 Good 1930 KONA DR JOANN LN W MARION ST Local 40 318.32 46 Poor 1924 KONA DR JOANN LN HILLCREST DR Local 40 334.28 59 Poor 1234 LANTERN LN NE DEAD END CEMETERY RD Local 40 236.26 79 Satisfactory 1944 LEBANON ST 67TH AVE NE E MAPLE ST Minor Arterial 40 443.37 70 Satisfactory 2075 LOIS LN DEAD END JENSEN FARM LN Local 40 218.73 100 Good 2077 LOIS LN JENSEN FARM LN DEAD END Local 40 308.34 100 Good 1261 MASTERS CT CHAMPIONS DR DEAD END Local 38 101.65 96 Good CiryofArling[on 17 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1940 MEDICAL CENTER DR N STILLAGUAMISH AVE TVIET RD Local 40 935.50 100 Good 1272 MUIRFIELD CT W COUNTRY CLUB DR DEAD END Local 38 206.80 97 Good 1979 N ALCAZAR AVE E DIVISION ST PARK HILL DR Local 40 199.07 42 Poor 1980 N ALCAZAR AVE PARK HILL DR E 5TH ST Local 40 334.57 45 Poor 1978 N ALCAZAR AVE CITY LIMITS E DIVISION ST Local 40 298.98 51 Poor 1886 N ALCAZAR AVE E 5TH ST E 4TH ST Local 40 435.50 68 Fair 1881 N BECKY AVE E 5TH ST DEAD END Local 40 235.85 99 Good 1365 N CEDARBOUGH LOOP NOBLE DR NOBLE DR Local 38 386.99 93 Good 1290 N CEDARBOUGH LOOP WOODLANDS WAY NOBLE DR Local 38 436.72 93 Good 1364 N CEDARBOUGH LOOP NOBLE DR WOODBINE DR Local 38 285.71 97 Good 1984 N CLARA ST E 4TH ST DEAD END Local 40 240.33 69 Fair 1897 N CLARA ST E 5TH ST E 4TH ST Local 40 449.79 78 Satisfactory 1986 N DUNHAM AVE E DIVISION ST E 5TH ST Local 40 553.66 58 Poor 1884 N DUNHAM AVE E 2ND ST E 15T ST Local 40 441.39 91 Good 1990 N DUNHAM AVE E 5TH ST E 4TH ST Local 40 430.10 100 Good 1994 N DUNHAM AVE E 4TH ST E 3RD ST Local 40 427.76 100 Good 2029 N DUNHAM AVE E 3RD ST E 2ND ST Local 40 438.38 100 Good 1950 N FRENCH AVE E DIVISION ST E 5TH ST Collector 40 468.32 22 Reconstruct 1951 N FRENCH AVE E 5TH ST E 4TH ST Collector 40 433.79 37 Reconstruct 1888 N FRENCH AVE E 2ND ST E 1ST ST Collector 40 443.86 54 Poor 1998 N FRENCH AVE E 4TH ST E 3RD ST Collector 40 425.73 54 Poor 2030 N FRENCH AVE E 3RD ST E 2ND ST Collector 40 437.18 56 Poor 1905 N GIFFORD AVE E 2ND ST E 1ST ST Local 40 446.37 22 Reconstruct 2033 N GIFFORD AVE E 3RD ST E 2ND ST Local 40 428.97 46 Poor 1892 N GIFFORD AVE E 5TH ST DEAD END Local 40 391.44 54 Poor 1889 N HIGH ST E DIVISION ST E 5TH ST Local 40 501.28 58 Poor 1904 N LENORE AVE E 2ND ST E 1ST ST Local 40 447.49 48 Poor 2032 N LENORE AVE E 3RD ST E 2ND ST Local 40 432.05 66 Fair 1988 N MACLEOD AVE E DIVISION ST E 5TH ST Local 40 477.54 62 Fair 2031 N MACLEOD AVE E 2ND ST E 1ST ST Local 40 436.72 84 Satisfactory 1992 N MACLEOD AVE E 5TH ST E 4TH ST Local 40 433.69 95 Good 1898 N MACLEOD AVE E 3RD ST E 2ND ST Local 40 437.66 97 Good 1996 N MACLEOD AVE E 4TH ST E 3RD ST Local 40 436.06 100 Good City of Arlington 18 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1970 N MANHATTAN AVE E BURKE AVE E GILMAN AVE Collector 40 289.08 49 Poor 1878 N MANHATTAN AVE E GILMAN AVE E DIVISION Collector 40 319.19 57 Poor 1969 N NEWBERRY ST E GILMAN AVE E DIVISION ST Local 40 274.03 45 Poor 1968 N NEWBERRY ST DEAD END E BURKE AVE Local 40 122.20 81 Satisfactory 1877 N NEWBERRY ST E BURKE AVE E GILMAN AVE Local 40 290.55 86 Good 2036 N OLYMPIC AVE E 3RD ST E 2ND ST Minor Arterial 40 443.82 99 Good 1935 N OLYMPIC AVE E 2ND ST E 1ST ST Minor Arterial 40 435.66 99 Good 1989 N OLYMPIC AVE E DIVISION ST E 5TH ST Minor Arterial 40 477.41 100 Good 1993 N OLYMPIC AVE E 5TH ST E 4TH ST Minor Arterial 40 443.06 100 Good 1997 N OLYMPIC AVE E 4TH ST E 3RD ST Minor Arterial 40 429.69 100 Good 1999 N STILLAGUAMISH AVE E 5TH ST E 4TH ST Local 40 419.45 42 Poor 1895 N STILLAGUAMISH AVE E 4TH ST E 3RD ST Local 40 424.12 44 Poor 1907 N STILLAGUAMISH AVE E 2ND ST E 1ST ST Local 40 441.76 58 Poor 2035 N STILLAGUAMISH AVE E 3RD ST E 2ND ST Local 40 439.70 66 Fair 1971 N TALCOTT ST E GILMAN AVE E DIVISION ST Local 40 207.08 75 Satisfactory 1880 N TALCOTT ST DEAD END E GILMAN AVE Local 40 222.00 82 Satisfactory 1893 N WASHINGTON AVE E 5TH ST DEAD END Local 40 358.62 27 Reconstruct 2034 N WASHINGTON AVE E 3RD ST E 2ND ST Local 40 436.05 28 Reconstruct 1906 N WASHINGTON AVE E 2ND ST E 1ST ST Local 40 443.34 42 Poor 1995 N WEST AVE E 4TH ST E 3RD ST Collector 40 429.92 75 Satisfactory 1957 N WEST AVE DEAD END W COX ST Local 25 225.19 69 Fair 1958 N WEST AVE W COX ST W HALLER AVE Local 25 285.94 69 Fair 1925 N WEST AVE W HALLER AVE W BURKE AVE Local 22 312.49 77 Satisfactory 1991 N WEST AVE E 5TH ST E 4TH ST Local 40 451.43 80 Satisfactory 1987 N WEST AVE E DIVISION ST E 5TH ST Local 40 468.07 82 Satisfactory 1887 N WEST AVE E 3RD ST 67TH AVE NE Local 40 1587.50 83 Satisfactory 2067 N WEST AVE DEAD END W GILMAN AVE Local 40 215.00 89 Good 1937 N WEST AVE W GILMAN AVE ROUNDABOUT Local 40 277.75 91 Good 1292 NEWPORT DR HAWKSVIEW DR HAVEN PL Local 38 1341.54 94 Good 1369 NEWPORT DR STERLING PL EAGLEFIELD DR Local 38 273.75 98 Good 1370 NEWPORT DR HAVEN PL STERLING PL Local 38 315.72 100 Good 1295 NOBLE DR N CEDARBOUGH LOOP N CEDARBOUGH LOOP Local 38 844.77 44 Poor 1304 OAKWOOD PL DEAD END S CEDARBOUGH LOOP Local 38 163.40 37 Reconstruct City of Arlington 19 March 2013 Segment ID Segment Name 2106 OLYMPIC PL 2082 OLYMPIC PL 1274 OSPREY RD 1316 OSPREY RD 1311 OXFORD DR 1885 PARK HILL DR 1537 PEAK PL 1275 PERREGRINE PL 2070 PORTAGEST 2101 PORTAGEST 2100 PORTAGEST 1262 PUTTERS CT 1273 REDHAWK DR 1392 REDHAWK DR 1426 REDHAWK DR 1390 REDHAWK DR 1391 REDHAWK DR 1393 REDHAWK DR 1908 ROBINHOOD DR 1303 S CEDARBOUGH LOOP 1363 S CEDARBOUGH LOOP 1362 S CEDARBOUGH LOOP 2045 S COBB AVE 1919 S COBB AVE 1939 S DUNHAM AVE 2038 SFRENCH AVE 2041 SFRENCH AVE 2044 SFRENCH AVE 1913 SFRENCH AVE 2060 S HAMLIN DR 1928 S HAMLIN DR 2064 S HAZEL ST 2065 S HAZEL ST Segment Start JENSEN FARM LN S OLYMPIC AVE DEAD END PERREGRINE PL EAGLEFIELD DR N ALCAZAR AVE CROWN RIDGE BLVD REDHAWK DR 81ST DR NE 210TH ST NE 79TH DR NE DEAD END HARRIER DR OSPREY RD PERREGRINE PL DEAD END BOREAL CT KESTRALCT E 3RD ST SHADY GROVE PL WOODLANDS WAY OAKWOOD PL E JACKSON ST E UNION ST E JACKSON ST E 1ST ST E MAPLE ST E JACKSON ST E UNION ST DEAD END E MAPLE ST FIR LANE W FLORENCE ST Segment End 204TH ST NE JENSEN FARM LN PERREGRINE PL REDHAWK DR DEAD END DEAD END DEAD END OSPREY RD S STILLAGUAMISH AVE 79TH DR NE 82ND DR NE CHAMPIONS DR KESTRALCT BOREAL CT HARRIER DR PERREGRINE PL CONDOR DR NE OSPREY RD DEAD END W COUNTRY CLUB DR OAKWOOD PL SHADY GROVE PL E HIGHLAND DR E JACKSON ST E HIGHLAND DR E MAPLE ST E UNION ST E HIGHLAND DR E JACKSON ST E MAPLE ST DEAD END W FLORENCE ST W MARION ST Segment Segment Functional Class Width (ft) Length (ft) PCI PCR Local 40 1111.41 87 Good Local 40 1175.81 87 Good Local 38 200.38 100 Good Local 38 764.36 100 Good Local 38 1238.72 97 Good Local 40 737.14 40 Poor Local 38 480.27 97 Good Local 38 381.33 100 Good Local 40 736.37 68 Fair Local 40 62.04 93 Good Local 40 499.82 98 Good Local 38 129.92 100 Good Local 38 227.45 99 Good Local 38 259.27 99 Good Local 38 196.30 100 Good Local 38 229.64 100 Good Local 38 237.88 100 Good Local 38 334.62 100 Good Local 40 478.66 7 Reconstruct Local 38 899.28 38 Reconstruct Local 38 415.55 48 Poor Local 38 245.75 66 Fair Local 40 416.77 20 Reconstruct Local 40 449.55 28 Reconstruct Local 40 404.08 94 Good Collector 40 416.30 39 Reconstruct Collector 40 454.58 53 Poor Collector 40 380.95 63 Fair Collector 40 440.64 63 Fair Local 40 221.34 58 Poor Local 40 280.69 100 Good Local 40 206.76 53 Poor Local 40 456.26 95 Good City of Arlington 20 March 2013 Segment ID Segment Name 1921 S HAZEL ST 2066 S HAZEL ST 2043 S MACLEOD AVE 2037 S MACLEOD AVE 1910 S MACLEOD AVE 2040 S MACLEOD AVE 2114 S OLYMPIC AVE 2118 S OLYMPIC AVE 2115 S OLYMPIC AVE 2117 S OLYMPIC AVE 2097 S OLYMPIC AVE 2094 S STILLAGUAMISH AVE 2099 S STILLAGUAMISH AVE 2098 S STILLAGUAMISH AVE 1915 S STILLAGUAMISH AVE 2051 S STILLAGUAMISH AVE 2052 S STILLAGUAMISH AVE 1271 SAINT ANDREWS CT 1306 SHADY GROVE PL 1283 SILVERLEAF PL 1101 SMOKEY POINT BLVD 1121 SMOKEY POINT BLVD 1120 SMOKEY POINT BLVD 1123 SMOKEY POINT BLVD 1052 SMOKEY POINT BLVD 1051 SMOKEY POINT BLVD 1060 SMOKEY POINT BLVD 1061 SMOKEY POINT BLVD 1122 SMOKEY POINT BLVD 1046 SMOKEY POINT BLVD 1053 SMOKEY POINT BLVD 1054 SMOKEY POINT BLVD 1055 SMOKEY POINT BLVD Segment Start W MARION ST W JENSEN ST E JACKSON ST E 1ST ST E UNION ST E MAPLE ST E UNION ST E JACKSON ST E 1ST ST E MAPLE ST E HIGHLAND DR WESLEY ST PORTAGEST TVEIT RD E MAPLE ST E 1ST ST MEDICAL CENTER DR W COUNTRY CLUB DR DEAD END DEAD END 172ND ST NE 169TH PL NE 168TH ST NE 166TH PL NE 188TH ST NE 193RD ST NE 176TH PL NE 174TH PL NE 173RD PL NE 175TH PL NE 35TH AVE NE 183RD PL NE 182ND ST NE Segment Segment Segment End Functional Class Width (ft) Length (ft) PCI PCR W JENSEN ST Local 40 394.85 98 Good DEAD END Local 40 142.34 99 Good E HIGHLAND DR Local 40 410.12 73 Satisfactory E MAPLE ST Local 40 426.56 85 Satisfactory E JACKSON ST Local 40 439.20 88 Good E UNION ST Local 40 446.51 89 Good E JACKSON ST Minor Arterial 40 438.30 85 Satisfactory E HIGHLAND DR Minor Arterial 40 414.20 86 Good E MAPLE ST Minor Arterial 40 422.96 99 Good E UNION ST Minor Arterial 40 447.13 99 Good OLYMPIC PL Local 40 341.71 88 Good PORTAGEST Minor Arterial 40 763.54 77 Satisfactory 207TH ST NE Minor Arterial 40 311.53 86 Good WESLEYST Minor Arterial 40 235.47 89 Good MEDICAL CENTER DR Collector 40 543.56 100 Good E MAPLE ST Collector 40 699.97 100 Good E HIGHLAND DR Collector 40 428.31 100 Good DEAD END Local 38 242.01 96 Good S CEDARBOUGH LOOP Local 38 197.53 39 Reconstruct WOODBINE DR Local 38 380.57 70 Satisfactory 169TH PL NE Principal Arterial 60 884.12 84 Satisfactory 168TH ST NE Principal Arterial 60 529.13 85 Good 166TH PL NE Principal Arterial 60 463.71 90 Good CITY LIMITS Principal Arterial 60 764.63 92 Good 35TH AVE NE Minor Arterial 22 1459.45 60 Fair 188TH ST NE Minor Arterial 22 1828.95 71 Satisfactory 175TH PL NE Minor Arterial 22 386.76 82 Satisfactory SMOKEY POINT DR Minor Arterial 22 263.78 87 Good 172ND ST NE Minor Arterial 60 590.47 89 Good SMOKEY POINT DR Minor Arterial 22 334.09 95 Good 183RD AVE NE Minor Arterial 22 199.57 100 Good 182ND ST NE Minor Arterial 22 554.36 100 Good 181ST PL NE Minor Arterial 22 127.72 100 Good City of Arlington 21 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1056 SMOKEY POINT BLVD 181ST PL NE 180TH ST NE Minor Arterial 22 432.88 100 Good 1057 SMOKEY POINT BLVD 180TH ST NE 178TH PL NE Minor Arterial 22 528.11 100 Good 1058 SMOKEY POINT BLVD 178TH PL NE 177TH PL NE Minor Arterial 22 366.15 100 Good 1059 SMOKEY POINT BLVD 177TH PL NE 176TH PL NE Minor Arterial 22 217.81 100 Good 1049 SMOKEY POINT BLVD SMOKEY POINT BLVD 204TH ST NE Collector 22 1903.37 80 Satisfactory 1050 SMOKEY POINT BLVD 204TH ST NE 193RD ST NE Collector 22 3926.61 83 Satisfactory 1048 SMOKEY POINT BLVD CITY LIMITS (EDGE OF SR 530) SMOKEY POINT BLVD Collector 22 609.52 85 Good 1047 SMOKEY POINT BLVD SR 530 SMOKEY POINT BLVD Collector 22 703.85 87 Good 1298 SPRUCEWOOD PL DEAD END WOODLANDS WAY Local 38 196.40 43 Poor 1299 STERLING PL NEWPORT DR DEAD END Local 38 149.15 100 Good 1289 TEESIDE LN DEAD END EAGLEFIELD DR Local 38 500.40 99 Good 1270 TOPPER CT HIGHLAND VIEW DR DEAD END Local 38 736.86 99 Good 1632 TOTEM PARK LN TOTEM PARK LANE 177TH PL NE Local 23 258.10 19 Reconstruct 1633 TOTEM PARK LN TOTEM PARK LN TOTEM PARK LN Local 23 274.39 36 Reconstruct 1619 TOTEM PARK LN TOTEM PARK LN DEAD END Local 23 100.71 41 Poor 1613 TOTEM PARK LN DEAD END TOTEM PARK LN Local 23 108.48 43 Poor 1612 TOTEM PARK LN 39TH DR NE TOTEM PARK LN Local 23 321.08 54 Poor 1269 TROON CT DEAD END W COUNTRY CLUB DR Local 38 198.57 100 Good 1297 TURNBERRY PL EAGLEFIELD DR DEAD END Local 38 161.45 100 Good 1953 TVEIT RD MEDICAL CENTER DR CITY LIMITS Local 40 680.22 87 Good 1435 TVEIT RD 92ND AVE NE CITY LIMITS Local 30 1014.38 91 Good 1438 TVEIT RD CITY LIMITS 92ND AVE NE Local 30 418.14 94 Good 2063 TVEIT RD S STILLAGUAMISH AVE MEDICAL CENTER DR Local 40 614.95 96 Good 1431 UPLAND DR HILLSIDE CT HIGHLAND VIEW DR Local 38 425.57 98 Good 1268 UPLAND DR HIGHLAND VIEW DR HIGHLAND VIEW DR Local 38 995.08 98 Good 1430 UPLAND DR 67TH AVE NE HILLSIDE CT Local 38 197.68 99 Good 1540 VALLEY VIEW DR VISTA DR CROWN RIDGE BLVD Local 38 1369.02 100 Good 1302 VINEWAY PL WOODLANDS WAY DEAD END Local 38 473.35 54 Poor 1549 VISTA DR KNOLL DR CROWN RIDGE BLVD Local 38 761.88 95 Good 1548 VISTA DR VALLEY VIEW DR CROWN RIDGE BLVD Local 38 420.94 95 Good 1538 VISTA DR KNOLL DR VALLEY VIEW DR Local 38 867.69 96 Good 1894 W 4TH ST SR 9 N WEST AVE Collector 40 183.54 90 Good 1383 W COUNTRY CLUB DR SAINT ANDREWS CT GLENEAGLE BLVD Local 38 182.24 80 Satisfactory City ofArlinglon 22 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1384 W COUNTRY CLUB DR MUIRFIELD CT SAINT ANDREWS CT Local 38 425.74 91 Good 1382 W COUNTRY CLUB DR WOODBINE DR 5 CEDARBOUGH LOOP Local 38 139.76 95 Good 1385 W COUNTRY CLUB DR TROON CT MUIRFIELD CT Local 38 967.64 99 Good 1266 W COUNTRY CLUB DR S CEDARBOUGH LOOP TROON CT Local 38 1121.58 100 Good 1943 W COX ST DEAD END N WEST AVE Local 40 368.38 80 Satisfactory 1963 W DIVISION ST (EASTBOUND) SR 9 N WEST AVE Principal Arterial 40 332.98 84 Satisfactory 1945 W DIVISION ST (WEST ROUNDABOUT) Principal Arterial 40 304.53 92 Good 1933 W DIVISION ST (WESTBOUND) SR 9 N WEST AVE Principal Arterial 40 344.67 75 Satisfactory 1922 W FLORENCE ST HILLCREST DR S HAZEL ST Local 18 328.80 45 Poor 1927 W GILMAN AVE DEAD END N WEST AVE Local 40 388.66 84 Satisfactory 1926 W HALLER AVE DEAD END N WEST AVE Local 40 130.57 75 Satisfactory 1932 W JENSEN ST DEAD END S HAZEL ST Local 40 1341.03 32 Reconstruct 1931 W MARION ST KONA DR S HAZEL ST Local 40 569.42 67 Fair 2068 WESLEY ST S STILLAGUAMISH AVE DEAD END Local 40 408.26 60 Fair 1366 WHITEHAWK DR FALCON CT HERON CT Local 38 304.61 78 Satisfactory 1277 WHITEHAWK DR HERON CT WOODBINE DR Local 38 516.05 86 Good 1367 WHITEHAWK DR FALCON CT HAWKSVIEW DR Local 38 466.83 87 Good 1286 WOODBINE DR WOODLANDS WAY SILVERLEAF PL Local 38 790.34 44 Poor 1359 WOODBINE DR WHITEHAWK DR N CEDARBOUGH LOOP Local 38 347.37 49 Poor 1358 WOODBINE DR SILVERLEAF PL WHITEHAWK DR Local 38 257.08 56 Poor 1357 WOODBINE DR HAWKSVIEW DR WOODLANDS WAY Local 38 148.91 61 Fair 1360 WOODBINE DR N CEDARBOUGH LOOP HAWKSVIEW DR Local 38 557.94 70 Satisfactory 1361 WOODBINE DR WOODLANDS WAY EAGLEFIELD DR Local 38 590.17 85 Good 1288 WOODLANDS WAY S CEDARBOUGH LOOP WOODBINE DR Local 38 946.40 76 Satisfactory 1356 WOODLANDS WAY 67TH AVE NE WOODBINE DR Local 38 853.41 94 Good 1354 WOODLANDS WAY VINEWAY PL N CEDARBOUGH LOOP Local 38 155.53 94 Good 1355 WOODLANDS WAY WOODBINE DR SPRUCEWOOD PL Local 38 438.54 95 Good 1353 WOODLANDS WAY SPRUCEWOOD PL VINEWAY PL Local 38 140.72 98 Good 2096 (no name) 207TH ST NE DEAD END Local 40 260.84 100 Good City ofArlinglon 23 March 2013 I City of Arlington Pavement Management Program Appendix E Pavement Condition Index and Ratings By PCI (Worst to Best by Functional Class) 1 ■ I 1 I 11 I City of Arlington 2013 Pavement Condition Survey - Road Condition Sorted by Road Classification and Rating Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR Principal Arterials 1875 BROADWAY AVE E BURKE AVE E GILMAN AVE Principal Arterial 40 295.69 52 Poor 1933 W DIVISION ST (WESTBOUND) SR 9 N WEST AVE Principal Arterial 40 344.67 75 Satisfactory 1962 BROADWAY AVE E GILMAN AVE ROUNDABOUT Principal Arterial 40 268.29 75 Satisfactory 1101 SMOKEY POINT BLVD 172ND ST NE 169TH PL NE Principal Arterial 60 884.12 84 Satisfactory 1963 W DIVISION ST (EASTBOUND) SR 9 N WEST AVE Principal Arterial 40 332.98 84 Satisfactory 1121 SMOKEY POINT BLVD 169TH PL NE 168TH ST NE Principal Arterial 60 529.13 85 Good 2013 E DIVISION ST (WESTBOUND) N OLYMPIC AVE BROADWAY AVE Principal Arterial 40 215.28 86 Good 1966 E DIVISION ST (WESTBOUND) N WEST AVE N OLYMPIC AVE Principal Arterial 40 381.18 89 Good 1120 SMOKEY POINT BLVD 168TH ST NE 166TH PL NE Principal Arterial 60 463.71 90 Good 1967 E DIVISION ST (EASTBOUND) N WEST AVE N OLYMPIC AVE Principal Arterial 40 366.22 91 Good 1945 W DIVISION ST (WEST ROUNDABOUT) Principal Arterial 40 304.53 92 Good 1965 E DIVISION ST (EAST ROUDNABOUT) Principal Arterial 40 277.10 92 Good 1123 SMOKEY POINT BLVD 166TH PL NE CITY LIMITS Principal Arterial 60 764.63 92 Good 2014 E DIVISION ST (EASTBOUND) N OLYMPIC AVE BROADWAY AVE Principal Arterial 40 229.04 95 Good Minor Arterials 2057 E HIGHLAND DR DUNHAM AVE S FRENCH AVE Minor Arterial 40 326.58 38 Reconstruct 1938 E HIGHLAND DR S FRENCH ST S STILLAGUAMISH AVE Minor Arterial 40 1216.16 40 Reconstruct 1099 67TH AVE NE 211ST PL NE 204TH ST NE Minor Arterial 22 2465.65 47 Poor 1103 67TH AVE NE S WEST AVE 211ST PL NE Minor Arterial 35 2158.01 53 Poor 1052 SMOKEY POINT BLVD 188TH ST NE 35TH AVE NE Minor Arterial 22 1459.45 60 Fair 2055 E HIGHLAND DR S OLYMPIC AVE S MCLEOD AVE Minor Arterial 40 308.11 64 Fair 2056 E HIGHLAND DR S MCLEOD AVE DUNHAM AVE Minor Arterial 40 314.44 67 Fair 1944 LEBANON ST 67TH AVE NE E MAPLE ST Minor Arterial 40 443.37 70 Satisfactory 1051 SMOKEY POINT BLVD 193RD ST NE 188TH ST NE Minor Arterial 22 1828.95 71 Satisfactory 1936 E MAPLE ST LEBANON ST S OLYMPIC AVE Minor Arterial 40 267.40 74 Satisfactory 2094 S STILLAGUAMISH AVE WESLEY ST PORTAGE ST Minor Arterial 40 763.54 77 Satisfactory 1116 67TH AVE NE UPLAND DR HIGHLAND VIEW DR Minor Arterial 35 1356.68 78 Satisfactory 1113 67TH AVE NE HIGHLAND VIEW DR 172ND ST NE Minor Arterial 35 817.50 81 Satisfactory City of Arlington 1 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1060 SMOKEY POINT BLVD 176TH PL NE 175TH PL NE Minor Arterial 22 386.76 82 Satisfactory 1102 67TH AVE NE 168TH ST NE CITY LIMITS Minor Arterial 60 973.82 82 Satisfactory 1078 67TH AVE NE BOVEE LN UPLAND DR Minor Arterial 36 310.08 82 Satisfactory 1114 67TH AVE NE 172ND ST NE 168TH ST NE Minor Arterial 40 1035.21 83 Satisfactory 2114 S OLYMPIC AVE E UNION ST E JACKSON ST Minor Arterial 40 438.30 85 Satisfactory 2099 S STILLAGUAMISH AVE PORTAGE ST 207TH ST NE Minor Arterial 40 311.53 86 Good 2118 S OLYMPIC AVE E JACKSON ST E HIGHLAND DR Minor Arterial 40 414.20 86 Good 1061 SMOKEY POINT BLVD 174TH PL NE SMOKEY POINT DR Minor Arterial 22 263.78 87 Good 1122 SMOKEY POINT BLVD 173RD PL NE 172ND ST NE Minor Arterial 60 590.47 89 Good 2098 S STILLAGUAMISH AVE TVEIT RD WESLEY ST Minor Arterial 40 235.47 89 Good 1125 67TH AVE NE 188TH ST NE WOODLANDS WAY Minor Arterial 35 500.15 90 Good 1118 67TH AVE NE 197TH ST NE 191ST PL NE Minor Arterial 35 2207.89 91 Good 1124 67TH AVE NE 200TH PL NE 197TH ST NE Minor Arterial 35 811.29 91 Good 2095 BURN RD 207TH ST NE CITY LIMITS Minor Arterial 40 4159.74 91 Good 1117 67TH AVE NE 204TH ST NE 200TH PL NE Minor Arterial 35 1134.52 92 Good 1100 67TH AVE NE WOODLANDS WAY BOVEE LN Minor Arterial 35 2337.13 93 Good 1046 SMOKEY POINT BLVD 175TH PL NE SMOKEY POINT DR Minor Arterial 22 334.09 95 Good 1115 67TH AVE NE 191ST PL NE 188TH ST NE Minor Arterial 55 1108.11 96 Good 2036 N OLYMPIC AVE E 3RD ST E 2ND ST Minor Arterial 40 443.82 99 Good 2115 5 OLYMPIC AVE E 1ST ST E MAPLE ST Minor Arterial 40 422.96 99 Good 1935 N OLYMPIC AVE E 2ND ST E 1ST ST Minor Arterial 40 435.66 99 Good 2117 S OLYMPIC AVE E MAPLE ST E UNION ST Minor Arterial 40 447.13 99 Good 1180 51ST AVE NE AIRPORT BLVD 172ND ST NE Minor Arterial 26 989.73 100 Good 1168 AIRPORT BLVD DEAD END 48TH DR NE Minor Arterial 26 978.83 100 Good 1205 AIRPORT BLVD 50TH DR NE 51ST AVE NE Minor Arterial 26 236.67 100 Good 1206 AIRPORT BLVD 49TH DR NE 50TH DR NE Minor Arterial 26 399.50 100 Good 1207 AIRPORT BLVD 48TH DR NE 49TH DR NE Minor Arterial 26 422.40 100 Good 1989 N OLYMPIC AVE E DIVISION ST E 5TH ST Minor Arterial 40 477.41 100 Good 1993 N OLYMPIC AVE E 5TH ST E 4TH ST Minor Arterial 40 443.06 100 Good 1997 N OLYMPIC AVE E 4TH ST E 3RD ST Minor Arterial 40 429.69 100 Good 1053 SMOKEY POINT BLVD 35TH AVE NE 183RD AVE NE Minor Arterial 22 199.57 100 Good 1054 SMOKEY POINT BLVD 183RD PL NE 182ND ST NE Minor Arterial 22 554.36 100 Good 1055 SMOKEY POINT BLVD 182ND ST NE 181ST PL NE Minor Arterial 22 127.72 100 Good City of'Arlington 2 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1056 SMOKEY POINT BLVD 181ST PL NE 180TH ST NE Minor Arterial 22 432.88 100 Good 1057 SMOKEY POINT BLVD 180TH ST NE 178TH PL NE Minor Arterial 22 528.11 100 Good 1058 SMOKEY POINT BLVD 178TH PL NE 177TH PL NE Minor Arterial 22 366.15 100 Good 1059 SMOKEY POINT BLVD 177TH PL NE 176TH PL NE Minor Arterial 22 217.81 100 Good Collectors 1934 E DIVISION ST (EASTBOUND) N DUNHAM AVE N FRENCH AVE Collector 40 299.59 7 Reconstruct 1981 E DIVISION ST (WESTBOUND) N DUNHAM AVE N NEWBERRY ST Collector 40 105.57 16 Reconstruct 1950 N FRENCH AVE E DIVISION ST E 5TH ST Collector 40 468.32 22 Reconstruct 1977 E DIVISION ST (WESTBOUND) N NEWBERRY ST N HIGH ST Collector 40 464.65 29 Reconstruct 1951 N FRENCH AVE E 5TH ST E 4TH ST Collector 40 433.79 37 Reconstruct 1982 E DIVISION ST (EASTBOUND) N FRENCH AVE HIGH ST Collector 40 264.48 38 Reconstruct 2038 S FRENCH AVE E 1ST ST E MAPLE ST Collector 40 416.30 39 Reconstruct 1976 E DIVISION ST (EASTBOUND) N MCLEOD AVE N DUNHAM ST Collector 40 333.65 40 Poor 2026 E 1ST ST N GIFFORD AVE N WASHINGTON AVE Collector 40 308.94 45 Poor 1970 N MANHATTAN AVE E BURKE AVE E GILMAN AVE Collector 40 289.08 49 Poor 2028 E 1ST ST N WASHINGTON AVE N STILLAGUAMISH AVE Collector 40 318.97 50 Poor 1975 E DIVISION ST (WESTBOUND) N MCLEOD AVE N DUNHAM ST Collector 40 339.15 50 Poor 1495 CEMETERY RD 53RD AVE NE 54TH DR NE Collector 28 276.13 50 Poor 2041 S FRENCH AVE E MAPLE ST E UNION ST Collector 40 454.58 53 Poor 1888 N FRENCH AVE E 2ND ST E 1ST ST Collector 40 443.86 54 Poor 1184 51ST AVE NE 170TH PL NE CITY LIMITS Collector 26 2148.79 54 Poor 1998 N FRENCH AVE E 4TH ST E 3RD ST Collector 40 425.73 54 Poor 2030 N FRENCH AVE E 3RD ST E 2ND ST Collector 40 437.18 56 Poor 2015 E 1ST ST N OLYMPIC AVE N MACLEOD AVE Collector 40 301.30 56 Poor 1878 N MANHATTAN AVE E GILMAN AVE E DIVISION Collector 40 319.19 57 Poor 1439 CEMETERY RD 54TH DR NE CITY LIMITS Collector 28 1722.67 57 Poor 1255 CEMETERY RD CITY LIMITS LANTERN LN Collector 40 176.34 60 Poor 1208 51ST AVE NE 172ND ST NE 170TH PL NE Collector 26 530.04 61 Fair 2018 E 1ST ST N DUNHAM AVE N FRENCH AVE Collector 40 308.99 61 Fair 2044 S FRENCH AVE E JACKSON ST E HIGHLAND DR Collector 40 380.95 63 Fair 1913 S FRENCH AVE E UNION ST E JACKSON ST Collector 40 440.64 63 Fair 1532 188TH ST NE 42ND DR NE 43RD DR NE Collector 28 394.07 67 Fair 1496 CEMETERY RD 51ST ST NE 53RD AVE NE Collector 28 597.81 68 Fair City of Arlington 3 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1510 47TH AVE NE 193RD PL NE 191ST PL NE Collector 28 651.78 71 Satisfactory 1509 47TH AVE NE 195TH ST NE 193RD PL NE Collector 28 613.46 72 Satisfactory 1191 188TH ST NE SMOKEY POINT BLVD 35TH AVE NE Collector 26 667.03 72 Satisfactory 2016 E 1ST5T N MCLEOD AVE N DUNHAM ST Collector 40 319.60 72 Satisfactory 1995 N WEST AVE E 4TH ST E 3RD ST Collector 40 429.92 75 Satisfactory 1049 SMOKEY POINT BLVD SMOKEY POINT BLVD 204TH ST NE Collector 22 1903.37 80 Satisfactory 2024 E 1ST ST N LENORE AVE N GIFFORD AVE Collector 40 303.32 80 Satisfactory 1190 188TH ST NE 35TH AVE NE CITY LIMITS Collector 26 655.98 80 Satisfactory 1463 47TH AVE NE 191ST PL NE 188TH ST NE Collector 28 1131.73 80 Satisfactory 1508 47TH AVE NE 196TH PL NE 195TH ST NE Collector 28 358.17 80 Satisfactory 1497 CEMETERY RD HIGH CLOVER BLVD 51ST ST NE Collector 28 672.68 81 Satisfactory 1256 CEMETERY RD 65TH DR NE 67TH AVE NE Collector 40 379.75 82 Satisfactory 1050 SMOKEY POINT BLVD 204TH ST NE 193RD ST NE Collector 22 3926.61 83 Satisfactory 1244 CEMETERY RD 64TH DR NE 65TH DR NE Collector 40 419.78 83 Satisfactory 1257 CEMETERY RD LANTERN LN 64TH DR NE Collector 40 389.67 84 Satisfactory 1484 188TH ST NE 43RD DR NE 46TH AVE NE Collector 28 758.64 84 Satisfactory 1048 SMOKEY POINT BLVD CITY LIMITS (EDGE OF SR 530) SMOKEY POINT BLVD Collector 22 609.52 85 Good 1498 CEMETERY RD CITY LIMITS HIGH CLOVER BLVD Collector 28 751.13 86 Good 1511 47TH AVE NE CEMETERY RD 196TH PL NE Collector 28 766.21 86 Good 1047 SMOKEY POINT BLVD SR 530 SMOKEY POINT BLVD Collector 22 703.85 87 Good 2021 E 1ST ST N FRENCH AVE N LENORE AVE Collector 40 318.31 88 Good 1894 W 4TH ST SR 9 N WEST AVE Collector 40 183.54 90 Good 2008 E 3RD ST N WEST AVE N OLYMPIC AVE Collector 40 393.04 92 Good 1531 188TH ST NE 46TH AVE NE 47TH AVE NE Collector 28 338.26 93 Good 1535 188TH ST NE CITY LIMITS 42ND DR NE Collector 28 288.55 95 Good 1915 S STILLAGUAMISH AVE E MAPLE ST MEDICAL CENTER DR Collector 40 543.56 100 Good 2051 S STILLAGUAMISH AVE E 1ST ST E MAPLE ST Collector 40 699.97 100 Good 2052 S STILLAGUAMISH AVE MEDICAL CENTER DR E HIGHLAND DR Collector 40 428.31 100 Good Local 1972 E GILMAN AVE N TALCOTT ST CITY LIMITS Local 40 552.39 4 Reconstruct 1908 ROBINHOOD DR E 3RD ST DEAD END Local 40 478.66 7 Reconstruct 2081 80TH AVE NE 204TH ST NE DEAD END Local 40 348.73 9 Reconstruct 1018 188TH PL NE 61ST AVE NE 63RD AVE NE Local 25 710.31 10 Reconstruct City ofArlington 4 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1008 59TH AVE NE 188TH ST NE 180TH ST NE Local 25 2682.67 10 Reconstruct 1902 E 3RD ST N STILLAGUAMISH AVE ROBINHOOD DR Local 40 308.37 17 Reconstruct 1632 TOTEM PARK LN TOTEM PARK LANE 177TH PL NE Local 23 258.10 19 Reconstruct 2045 S COBB AVE E JACKSON ST E HIGHLAND DR Local 40 416.77 20 Reconstruct 1883 E DIVISION ST N TALCOTT ST N ALCAZAR AVE Local 20 623.51 21 Reconstruct 1905 N GIFFORD AVE E 2ND ST E 1ST ST Local 40 446.37 22 Reconstruct 2001 E 5TH ST N WASHINGTON AVE N STILLAGUAMISH AVE Local 40 262.40 22 Reconstruct 2000 E 5TH ST N STILLAGUAMISH AVE N ALCAZAR AVE Local 40 272.69 24 Reconstruct 1949 E 4TH ST N MCLEOD AVE N DUNHAM ST Local 40 311.65 24 Reconstruct 2107 43RD AVE NE 175TH PL NE 172ND ST NE Local 26 1145.50 24 Reconstruct 1912 E MAPLE ST DUNHAM AVE S FRENCH AVE Local 40 317.02 25 Reconstruct 1920 E JACKSON ST S MCLEOD AVE DUNHAM AVE Local 40 315.49 26 Reconstruct 1893 N WASHINGTON AVE E 5TH ST DEAD END Local 40 358.62 27 Reconstruct 1620 38TH DR NE 175TH PL NE 174TH PL NE Local 23 407.43 27 Reconstruct 2034 N WASHINGTON AVE E 3RD ST E 2ND ST Local 40 436.05 28 Reconstruct 1919 S COBB AVE E UNION ST E JACKSON ST Local 40 449.55 28 Reconstruct 1036 59TH AVE NE 180TH ST NE 172ND ST NE Local 25 2620.10 29 Reconstruct 1005 195TH ST NE 59TH AVE NE 62ND AVE NE Local 25 773.30 29 Reconstruct 1911 HAMLIN DR E 1ST ST DEAD END Local 26 367.28 30 Reconstruct 2047 E JACKSON ST S COBB ST S OLYMPIC AVE Local 40 283.08 31 Reconstruct 1932 W JENSEN ST DEAD END S HAZEL ST Local 40 1341.03 32 Reconstruct 1209 170TH PL NE 52ND AVE NE DEAD END Local 26 240.25 32 Reconstruct 1503 50TH AVE NE 196TH PL NE DEAD END Local 28 34.46 33 Reconstruct 1027 59TH AVE NE 195TH ST NE 192ND 5T NE Local 25 837.00 33 Reconstruct 1617 38TH DR NE 177TH PL NE 176TH ST NE Local 23 284.29 34 Reconstruct 1615 36TH DR NE 177TH PL NE 176TH ST NE Local 23 270.28 34 Reconstruct 1028 188TH ST NE 67TH AVE NE IRIS CT Local 25 793.96 35 Reconstruct 1633 TOTEM PARK LN TOTEM PARK LN TOTEM PARK LN Local 23 274.39 36 Reconstruct 1611 177TH PL NE 36TH DR NE 38TH DR NE Local 23 631.48 36 Reconstruct 1964 E GILMAN AVE ALLEY BROADWAY AVE Local 40 422.02 36 Reconstruct 1923 HILLCREST DR DEAD END W FLORENCE ST Local 18 232.61 36 Reconstruct 1304 OAKWOOD PL DEAD END S CEDARBOUGH LOOP Local 38 163.40 37 Reconstruct 1303 S CEDARBOUGH LOOP SHADY GROVE PL W COUNTRY CLUB DR Local 38 899.28 38 Reconstruct City of Arlington 5 March 2013 Segment ID 1985 1035 1605 1607 2002 1306 2005 2109 1885 2059 1619 1999 1882 1906 1626 1979 1199 1610 1613 2048 1298 2004 1151 2050 1895 1286 1295 2110 1980 1022 1922 1009 1219 Segment Name E 4TH ST 61ST AVE NE 39TH DR NE 179TH PL NE E 5TH ST SHADY GROVE PL E 5TH ST 43RD AVE NE PARK HILL DR E JACKSON ST TOTEM PARK LN N STILLAGUAMISH AVE E DIVISION ST N WASHINGTON AVE 179TH PL NE N ALCAZAR AVE 31ST DR NE 178TH PL NE TOTEM PARK LN E MAPLE ST SPRUCEWOOD PL E 5TH ST 170TH PL NE E JACKSON ST N STILLAGUAMISH AVE WOODBINE DR NOBLE DR 43RD AVE NE N ALCAZAR AVE 195TH ST NE W FLORENCE ST 61ST AVE NE 36TH DR NE Segment Start N STILLAGUAMISH AVE 61ST AVE N E TOTEM PARK LN 37TH DR NE N GIFFORD AVE DEAD END N DUNHAM AVE 177TH PL NE N ALCAZAR AVE S OLYMPIC AVE TOTEM PARK LN E 5TH ST HIGH ST E 2ND ST DEAD END E DIVISION ST 180TH ST NE 39TH DR NE DEAD END S MCLEOD AVE DEAD END N FRENCH AVE 51ST ST NE DUNHAM AVE E 4TH ST WOODLANDS WAY N CEDARBOUGH LOOP 176TH PL NE PARK HILL DR 62ND AVE NE HILLCREST DR 192ND ST NE DEAD END Segment Segment Segment End Functional Class Width (ft) Length (ft) PCI PCR N ALCAZAR AVE Local 40 276.27 38 Reconstruct 188TH ST NE Local 25 175.67 38 Reconstruct 175TH PL NE Local 23 372.80 38 Reconstruct 39TH DR NE Local 23 646.36 39 Reconstruct N WASHINGTON AVE Local 40 282.98 39 Reconstruct S CEDARBOUGH LOOP Local 38 197.53 39 Reconstruct N FRENCH AVE Local 40 303.10 40 Reconstruct 176TH PL NE Local 26 288.04 40 Poor DEAD END Local 40 737.14 40 Poor S MCLEOD AVE Local 40 296.26 41 Poor DEAD END Local 23 100.71 41 Poor E 4TH ST Local 40 419.45 42 Poor N TALCOTT ST Local 20 496.68 42 Poor E1ST ST Local 40 443.34 42 Poor 179TH PL NE Local 23 53.67 42 Poor PARK HILL DR Local 40 199.07 42 Poor 179TH ST NE Local 26 322.26 43 Poor 178TH PL NE Local 23 477.60 43 Poor TOTEM PARK LN Local 23 108.48 43 Poor DUNHAM AVE Local 40 301.66 43 Poor WOODLANDS WAY Local 38 196.40 43 Poor N HIGH ST Local 40 271.05 44 Poor 52ND AVE NE Local 26 367.07 44 Poor S FRENCH AVE Local 40 316.53 44 Poor E 3RD ST Local 40 424.12 44 Poor SILVERLEAF PL Local 38 790.34 44 Poor N CEDARBOUGH LOOP Local 38 844.77 44 Poor 175TH PL NE Local 26 377.13 44 Poor E 5TH ST Local 40 334.57 45 Poor 63RD AVE NE Local 25 584.90 45 Poor SHAZEL ST Local 18 328.80 45 Poor DEAD END Local 25 575.10 45 Poor 181ST PL NE Local 26 112.85 45 Poor City of Arlington 6 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1969 N NEWBERRY ST E GILMAN AVE E DIVISION ST Local 40 274.03 45 Poor 1961 BROADWAY AVE E HALLER AVE E BURKE AVE Local 40 284.34 46 Poor 1876 E HALLER AVE N WEST AVE BROADWAY AVE Local 40 567.74 46 Poor 1930 KONA DR JOANN LN W MARION ST Local 40 318.32 46 Poor 1891 E 5TH ST N CLARA ST N BECKY AVE Local 40 957.95 46 Poor 2033 N GIFFORD AVE E 3RD ST E 2ND ST Local 40 428.97 46 Poor 1006 62ND AVE NE 195TH ST NE 192ND ST NE Local 25 1088.89 46 Poor 1457 49TH AVE NE 197TH PL NE 196TH PL NE Local 28 401.92 47 Poor 1149 34TH AVE NE 176TH PL NE DEAD END Local 26 158.01 47 Poor 1179 177TH PL NE 177TH PL NE DEAD END Local 26 75.23 47 Poor 1628 179TH PL NE 39TH DR NE DEAD END Local 23 346.94 48 Poor 1904 N LENORE AVE E 2ND ST E 1ST ST Local 40 447.49 48 Poor 1363 S CEDARBOUGH LOOP WOODLANDS WAY OAKWOOD PL Local 38 415.55 48 Poor 2003 E 5TH ST N HIGH ST N GIFFORD AVE Local 40 266.66 48 Poor 2027 E 2ND ST N GIFFORD AVE N WASHINGTON AVE Local 40 314.62 49 Poor 1359 WOODBINE DR WHITEHAWK DR N CEDARBOUGH LOOP Local 38 347.37 49 Poor 1455 53RD AVE NE 200TH ST NE CEMETERY RD Local 28 237.74 50 Poor 1609 178TH PL NE SMOKEY POINT BLVD 37TH DR NE Local 23 804.82 50 Poor 1231 64TH DR NE 208TH ST NE DEAD END Local 26 349.16 50 Poor 1148 176TH PL NE 176TH PL NE 34TH DR NE Local 26 602.73 50 Poor 1450 200TH ST NE 515T ST NE 53RD AVE NE Local 28 559.16 50 Poor 1629 178TH PL NE DEAD END 178TH PL NE Local 23 42.73 50 Poor 1039 59TH AVE NE 192ND ST NE 188TH ST NE Local 25 1345.80 50 Poor 1978 N ALCAZAR AVE CITY LIMITS E DIVISION ST Local 40 298.98 51 Poor 1608 37TH DR NE 179TH PL NE 178TH PL NE Local 23 320.00 51 Poor 1614 177TH PL NE TOTEM PARK LN 43RD AVE NE Local 23 648.84 52 Poor 1974 E GILMAN AVE NEWBERRY ST N MANHATTAN AVE Local 40 458.46 52 Poor 1622 39TH DR NE 179TH PL NE 178TH PL NE Local 23 328.87 53 Poor 1153 52ND AVE NE 170TH PL NE DEAD END Local 26 304.42 53 Poor 2064 S HAZEL ST FIR LANE W FLORENCE ST Local 40 206.76 53 Poor 1458 197TH PL NE DEAD END 49TH AVE NE Local 28 359.65 53 Poor 1603 175TH PL NE 175TH PL NE DEAD END Local 23 145.16 53 Poor 1002 63RD AVE NE 195TH ST NE 192ND AVE NE Local 25 1278.29 53 Poor City of Arlington 7 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1612 TOTEM PARK LN 39TH DR NE TOTEM PARK LN Local 23 321.08 54 Poor 1302 VINEWAY PL WOODLANDS WAY DEAD END Local 38 473.35 54 Poor 1506 196TH PL NE 49TH AVE NE 50TH AVE NE Local 28 356.38 54 Poor 1892 N GIFFORD AVE E 5TH ST DEAD END Local 40 391.44 54 Poor 1947 E 2ND ST N WASHINGTON AVE N STILLAGUAMISH AVE Local 40 328.90 55 Poor 1464 50TH AVE NE DEAD END 196TH PL NE Local 28 310.06 55 Poor 1618 39TH DR NE DEAD END 176TH PL NE Local 23 350.42 55 Poor 1021 59TH DR NE DEAD END 188TH ST NE Local 25 2103.02 56 Poor 1358 WOODBINE DR SILVERLEAF PL WHITEHAWK DR Local 38 257.08 56 Poor 1014 59TH DR NE 188TH ST NE DEAD END Local 25 2997.06 56 Poor 1146 34TH AVE NE 177TH PL NE 34TH AVE NE Local 26 227.72 56 Poor 1627 178TH PL NE 37TH DR NE DEAD END Local 23 328.51 56 Poor 1460 48TH AVE NE DEAD END 196TH PL NE Local 28 98.90 56 Poor 1204 176TH PL NE 31ST AVE NE 176TH PL NE Local 26 260.06 57 Poor 1156 168TH ST NE SMOKEY POINT BLVD 40TH AVE NE Local 26 1590.10 57 Poor 1631 178TH PL NE 178TH PL NE 177TH PL NE Local 23 165.40 57 Poor 1454 54TH DR NE DEAD END CEMETERY RD Local 28 140.66 57 Poor 1483 188TH ST NE 188TH ST NE DEAD END Local 28 714.61 57 Poor 1630 178TH PL NE 178TH PL NE DEAD END Local 23 123.21 57 Poor 2060 5 HAMLIN DR DEAD END E MAPLE ST Local 40 221.34 58 Poor 1907 N STILLAGUAMISH AVE E 2ND ST E 1STST Local 40 441.76 58 Poor 1986 N DUNHAM AVE E DIVISION ST E 5TH ST Local 40 553.66 58 Poor 1889 N HIGH ST E DIVISION ST E 5TH ST Local 40 501.28 58 Poor 1140 181ST PL NE SMOKEY POINT BLVD 36TH DR NE Local 26 485.29 58 Poor 1929 JOANN LN DEAD END KONA DR Local 30 607.39 59 Poor 1973 E GILMAN AVE N MANHATTAN AVE N TALCOTT ST Local 40 466.47 59 Poor 1604 175TH PL NE 175TH PL NE DEAD END Local 23 133.82 59 Poor 1623 175TH PL NE 175TH PL NE DEAD END Local 23 51.09 59 Poor 1924 KONA DR JOANN LN HILLCREST DR Local 40 334.28 59 Poor 1131 31ST DR NE 179TH ST NE 176TH PL NE Local 26 894.76 60 Poor 2068 WESLEY ST S STILLAGUAMISH AVE DEAD END Local 40 408.26 60 Fair 1198 179TH ST NE 31ST AVE NE 177TH PL NE Local 26 331.65 61 Fair 1236 211TH PL NE 67TH DR NE 67TH AVE NE Local 40 965.59 61 Fair City of Arlington 8 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1357 WOODBINE DR HAWKSVIEW DR WOODLANDS WAY Local 38 148.91 61 Fair 1988 N MACLEOD AVE E DIVISION ST E 5TH ST Local 40 477.54 62 Fair 2025 E 2ND ST N LENORE AVE N GIFFORD AVE Local 40 303.92 63 Fair 1011 66TH AVE NE DEAD END 188TH ST NE Local 25 929.73 63 Fair 1879 E GILMAN AVE BROADWAY AVE NEWBERRY ST Local 40 461.30 63 Fair 1145 177TH PL NE 177TH PL NE 33RD AVE NE Local 26 347.79 64 Fair 1026 63RD AVE NE 192ND ST NE 188TH ST NE Local 25 1381.53 64 Fair 1462 51ST DR NE CEMETERY RD DEAD END Local 28 998.85 65 Fair 1015 180TH ST NE 59TH AVE NE DEAD END Local 25 2121.78 65 Fair 2017 E 3RD ST N DUNHAM AVE N FRENCH AVE Local 40 306.79 66 Fair 2032 N LENORE AVE E 3RD ST E 2ND ST Local 40 432.05 66 Fair 1362 S CEDARBOUGH LOOP OAKWOOD PL SHADY GROVE PL Local 38 245.75 66 Fair 1639 175TH PL NE 175TH PL NE 175TH PL NE Local 23 339.34 66 Fair 2035 N STILLAGUAMISH AVE E 3RD ST E 2ND ST Local 40 439.70 66 Fair 1931 W MARION ST KONA DR S HAZEL ST Local 40 569.42 67 Fair 2053 E HIGHLAND DR SR 9 S COBB ST Local 40 192.32 67 Fair 2088 200TH ST NE 77TH AVE NE DEAD END Local 40 676.46 67 Fair 1044 63RD AVE NE 197TH ST NE 195TH ST NE Local 25 656.82 67 Fair 2070 PORTAGE ST 81ST DR NE S STILLAGUAMISH AVE Local 40 736.37 68 Fair 1142 179TH ST NE 177TH PL NE 33RD AVE NE Local 26 450.78 68 Fair 1203 177TH PL NE 34TH AVE NE SMOKEY POINT BLVD Local 26 323.23 68 Fair 1886 N ALCAZAR AVE E 5TH ST E 4TH ST Local 40 435.50 68 Fair 1896 E 4TH ST N ALCAZAR AVE N CLARA ST Local 40 357.36 68 Fair 1150 173RD PL NE DEAD END SMOKEY POINT BLVD Local 26 482.39 68 Fair 1957 N WEST AVE DEAD END W COX ST Local 25 225.19 69 Fair 1958 N WEST AVE W COX ST W HALLER AVE Local 25 285.94 69 Fair 1144 33RD AVE NE 33RD AVE NE 177TH PL NE Local 26 523.57 69 Fair 1984 N CLARA ST E 4TH ST DEAD END Local 40 240.33 69 Fair 1504 49TH AVE NE CEMETERY RD 197TH PL NE Local 28 375.09 69 Fair 1640 175TH PL NE 175TH PL NE 38TH DR NE Local 23 285.48 70 Fair 1502 51ST DR NE 200TH ST NE CEMETERY RD Local 28 232.02 70 Fair 1246 211TH PL NE CITY LIMITS 66TH DR NE Local 40 679.85 70 Fair 1436 89TH AVE NE CITY LIMITS 172ND ST NE Local 20 1329.54 70 Fair City of Arlington 9 March 2013 Segment ID 1186 1909 1283 1360 1202 1020 1389 1227 1200 1960 1388 1245 2019 1003 1147 2043 1235 2054 1201 1042 1971 1926 1914 1505 1288 1890 1109 1278 1152 2012 1925 1135 1897 Segment Name 35TH AVE NE E 1ST ST SILVERLEAF PL WOODBINE DR 177TH PL NE 58TH AVE NE GLENEAGLE BLVD 208TH ST NE 31ST DR NE BROADWAY AVE GLENEAGLE BLVD 211TH PL NE E 2ND ST 197TH ST NE 176TH PL NE 5 MACLEOD AVE 64TH DR NE E HIGHLAND DR 177TH PL NE 188TH ST NE N TALCOTT ST W HALLER AVE E MAPLE ST 196TH PL NE WOODLANDS WAY E 5TH ST 204TH ST NE FALCON CT 169TH PL NE E 4TH ST N WEST AVE 31ST AVE NE N CLARA ST Segment Start 184TH PL NE N STILLAGUAMISH AVE DEAD END N CEDARBOUGH LOOP 33RD AVE NE 188TH ST NE GLENWOOD AVE NE 64TH DR NE 176TH PL NE DEAD END GREENLOFT AVE NE 66TH DR NE N DUNHAM AVE 63RD AVE NE DEAD END E JACKSON ST 206TH PL NE S COBB ST 179TH ST NE 66TH AVE NE E GILMAN AVE DEAD END S HAMLIN DR 49TH AVE NE S CEDARBOUGH LOOP N WEST AVE 67TH AVE NE DEAD END DEAD END N DUNHAM AVE W HALLER AVE 184TH PL NE E 5TH ST Segment Segment Segment End Functional Class Width (ft) Length (ft) PCI PCR SMOKEY POINT BLVD Local 26 220.15 70 Satisfactory HAMLIN DR Local 40 536.73 70 Satisfactory WOODBINE DR Local 38 380.57 70 Satisfactory HAWKSVIEW DR Local 38 557.94 70 Satisfactory 34TH AVE NE Local 26 280.62 71 Satisfactory DEAD END Local 25 404.52 71 Satisfactory CONDOR DR NE Local 38 381.54 71 Satisfactory 66TH DR NE Local 40 616.17 72 Satisfactory DEAD END Local 26 142.40 72 Satisfactory E HALLER AVE Local 40 112.23 72 Satisfactory GLENWOOD AVE NE Local 38 383.41 72 Satisfactory 67TH DR NE Local 40 424.98 72 Satisfactory N FRENCH AVE Local 40 308.00 73 Satisfactory 67TH AVE NE Local 25 1336.70 73 Satisfactory 176TH PL NE Local 26 163.54 73 Satisfactory E HIGHLAND DR Local 40 410.12 73 Satisfactory CEMETERY RD Local 40 924.49 73 Satisfactory S OLYMPIC AVE Local 40 273.78 74 Satisfactory 177TH PL NE Local 26 418.58 74 Satisfactory 67TH AVE NE Local 25 331.30 75 Satisfactory E DIVISION ST Local 40 207.08 75 Satisfactory N WEST AVE Local 40 130.57 75 Satisfactory DEAD END Local 40 249.39 75 Satisfactory 48TH AVE NE Local 28 337.04 75 Satisfactory WOODBINE DR Local 38 946.40 76 Satisfactory N OLYMPIC AVE Local 40 441.07 76 Satisfactory 69TH AVE NE Local 60 557.79 77 Satisfactory WHITEHAWK DR Local 38 114.47 77 Satisfactory SMOKEY POINT BLVD Local 26 1125.55 77 Satisfactory N FRENCH AVE Local 40 308.03 77 Satisfactory W BURKE AVE Local 22 312.49 77 Satisfactory 183RD PL NE Local 26 654.64 77 Satisfactory E 4TH ST Local 40 449.79 78 Satisfactory City of Arlington 10 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1366 WHITEHAWK DR FALCON CT HERON CT Local 38 304.61 78 Satisfactory 1634 175TH PL NE 39TH DR NE 40TH DR NE Local 23 276.30 78 Satisfactory 1899 E 3RD ST N MCLEOD AVE N DUNHAM ST Local 40 307.81 79 Satisfactory 1234 LANTERN LN NE DEAD END CEMETERY RD Local 40 236.26 79 Satisfactory 1197 31ST AVE NE 183RD PL NE 181ST ST NE Local 26 510.92 79 Satisfactory 1983 E 5TH ST N ALCAZAR AVE N CLARA ST Local 40 343.00 79 Satisfactory 2022 E 2ND ST N FRENCH AVE N LENORE AVE Local 40 319.14 80 Satisfactory 1943 W COX ST DEAD END N WEST AVE Local 40 368.38 80 Satisfactory 1991 N WEST AVE E 5TH ST E 4TH ST Local 40 451.43 80 Satisfactory 1383 W COUNTRY CLUB DR SAINT ANDREWS CT GLENEAGLE BLVD Local 38 182.24 80 Satisfactory 1901 E 3RD ST N WASHINGTON AVE N STILLAGUAMISH AVE Local 40 321.65 80 Satisfactory 1968 N NEWBERRY ST DEAD END E BURKE AVE Local 40 122.20 81 Satisfactory 1139 36TH DR NE 181ST PL NE DEAD END Local 26 111.91 81 Satisfactory 1602 175TH PL NE 175TH PL NE 175TH PL NE Local 23 334.33 81 Satisfactory 2108 43RD AVE NE DEAD END 177TH PL NE Local 26 851.65 81 Satisfactory 1523 43RD DR NE DEAD END 189TH PL NE Local 28 56.47 82 Satisfactory 1987 N WEST AVE E DIVISION ST E 5TH ST Local 40 468.07 82 Satisfactory 1880 N TALCOTT ST DEAD END E GILMAN AVE Local 40 222.00 82 Satisfactory 1029 188TH ST NE DEAD END 58TH AVE NE Local 25 40.93 83 Satisfactory 2049 E UNION ST DUNHAM AVE S FRENCH AVE Local 40 320.37 83 Satisfactory 1887 N WEST AVE E 3RD ST 67TH AVE NE Local 40 1587.50 83 Satisfactory 1625 175TH PL NE 175TH PL NE DEAD END Local 23 56.16 83 Satisfactory 2061 215TH PL NE 87TH AVE NE CITY LIMITS Local 22 111.02 84 Satisfactory 1031 188TH ST NE 59TH DR NE 59TH DR NE Local 25 86.43 84 Satisfactory 1507 196TH PL NE 47TH AVE NE 48TH AVE NE Local 28 382.32 84 Satisfactory 2085 77TH AVE NE 204TH ST NE 200TH ST NE Local 40 970.17 84 Satisfactory 1248 208TH ST NE GROVE PL 64TH DR NE Local 40 311.64 84 Satisfactory 1638 175TH PL NE SMOKEY POINT BLVD 175TH PL NE Local 23 191.41 84 Satisfactory 2031 N MACLEOD AVE E 2ND ST E 1ST ST Local 40 436.72 84 Satisfactory 1927 W GILMAN AVE DEAD END N WEST AVE Local 40 388.66 84 Satisfactory 1133 29TH AVE NE 188TH ST NE 186TH PL NE Local 26 507.07 85 Satisfactory 2089 201ST ST NE 71ST AVE NE 74TH AVE NE Local 40 890.33 85 Satisfactory 2037 S MACLEOD AVE E 1ST ST E MAPLE ST Local 40 426.56 85 Satisfactory City of Arlington 11 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1138 183RD PL NE SMOKEY POINT BLVD DEAD END Local 26 597.06 85 Satisfactory 1132 188TH ST NE 29TH AVE NE SMOKEY POINT BLVD Local 26 1200.29 85 Satisfactory 1040 62ND AVE NE 192ND ST NE DEAD END Local 25 441.84 85 Satisfactory 1224 66TH DR NE 210TH ST NE 208TH ST NE Local 40 620.29 85 Satisfactory 1188 35TH AVE NE 187TH PL NE 186TH PL NE Local 26 268.37 85 Good 1361 WOODBINE DR WOODLANDS WAY EAGLEFIELD DR Local 38 590.17 85 Good 1110 204TH ST NE 74TH AVE NE SR 9 Local 60 575.27 85 Good 1314 GREENLOFT AVE NE IRONWOOD ST GLENEAGLE BLVD Local 38 189.48 86 Good 1277 WHITEHAWK DR HERON CT WOODBINE DR Local 38 516.05 86 Good 1107 204TH ST NE 80TH AVE NE KEITH LN Local 60 487.46 86 Good 2090 71ST AVE NE 204TH ST NE 201ST ST NE Local 40 968.17 86 Good 1380 EAGLEFIELD DR WOODBINE DR OXFORD DR Local 38 550.01 86 Good 1636 176TH PL NE 38TH DR NE 39TH DR NE Local 23 311.45 86 Good 1877 N NEWBERRY ST E BURKE AVE E GILMAN AVE Local 40 290.55 86 Good 2092 197TH PL NE DEAD END 74TH AVE NE Local 40 216.18 86 Good 1163 166TH PL NE SMOKEY POINT BLVD 40TH AVE NE Local 26 1727.42 87 Good 2106 OLYMPIC PL JENSEN FARM LN 204TH ST NE Local 40 1111.41 87 Good 1367 WHITEHAWK DR FALCON CT HAWKSVIEW DR Local 38 466.83 87 Good 2082 OLYMPIC PL S OLYMPIC AVE JENSEN FARM LN Local 40 1175.81 87 Good 1953 TVEIT RD MEDICAL CENTER DR CITY LIMITS Local 40 680.22 87 Good 1313 KESTREL CT REDHAWK DR DEAD END Local 38 197.72 87 Good 1097 204TH ST NE 69TH AVE NE 71ST AVE NE Local 60 859.97 87 Good 1243 59TH AVE NE CITY LIMITS CIRCLE BLUFF DR Local 40 37.30 87 Good 1547 CROWN RIDGE BLVD PEAK PL VISTA DR Local 38 879.23 88 Good 1487 HIGH CLOVER BLVD NE 200TH PL NE 199TH ST NE Local 28 215.36 88 Good 1512 45TH DR NE 195TH PL NE 195TH ST NE Local 28 112.57 88 Good 1910 S MACLEOD AVE E UNION ST E JACKSON ST Local 40 439.20 88 Good 1182 49TH DR NE AIRPORT BLVD DEAD END Local 26 279.81 88 Good 2097 S OLYMPIC AVE E HIGHLAND DR OLYMPIC PL Local 40 341.71 88 Good 1624 176TH PL NE DEAD END 43RD AVE NE Local 23 498.34 88 Good 2039 DUNHAM AVE E 1ST ST E MAPLE ST Local 40 428.10 88 Good 1111 204TH ST NE SR 9 77TH AVE NE Local 60 626.76 88 Good 1621 174TH PL NE SMOKEY POINT BLVD 38TH DR NE Local 23 1111.25 88 Good City of Arlington 12 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PC[ PCR 1247 66TH DR NE 211TH PL NE 210TH ST NE Local 40 588.59 89 Good 1373 EAGLEFIELD DR TURNBERRY PL BALLANTRAE DR Local 38 185.87 89 Good 1489 HIGH CLOVER BLVD NE 200TH ST NE 47TH DR NE Local 28 252.11 89 Good 1023 192ND ST NE 62ND AVE NE 63RD AVE NE Local 25 562.29 89 Good 1600 174TH PL NE DEAD END 40TH DR NE Local 23 336.28 89 Good 2067 N WEST AVE DEAD END W GILMAN AVE Local 40 215.00 89 Good 1543 CROWN RIDGE BLVD VISTA DR VALLEY VIEW DR Local 38 288.84 89 Good 2040 S MACLEOD AVE E MAPLE ST E UNION ST Local 40 446.51 89 Good 1225 210TH ST NE DEAD END 66TH DR NE Local 40 430.65 89 Good 1536 CROWN RIDGE BLVD VISTA DR SR 9 Local 38 2534.23 89 Good 1280 HERON CT DEAD END WHITEHAWK DR Local 38 337.07 89 Good 1545 CROWN RIDGE BLVD KNOLL DR PEAK PL Local 38 394.29 89 Good 1515 45TH DR NE 195TH ST NE 194TH PL NE Local 28 237.71 90 Good 2010 E 3RD ST N OLYMPIC AVE N MACLEOD AVE Local 40 312.50 90 Good 1544 CROWN RIDGE BLVD 193RD ST NE VISTA DR Local 38 309.84 90 Good 1187 35TH AVE NE 188TH ST NE 187TH PL NE Local 26 231.38 90 Good 1601 40TH DR NE 175TH PL NE 174TH PL NE Local 23 326.39 90 Good 1007 192ND ST NE 59TH AVE NE 61ST AVE NE Local 25 600.95 90 Good 1171 182ND ST NE 183RD PL NE SMOKEY POINT BLVD Local 26 967.22 90 Good 1485 HIGH CLOVER BLVD NE 47TH DR NE 48TH AVE NE Local 28 124.58 90 Good 1001 199TH ST NE 60TH AVE NE 63RD AVE NE Local 40 883.70 90 Good 1375 EAGLEFIELD DR OXFORD DR AMBLESIDE CT Local 38 292.17 90 Good 1384 W COUNTRY CLUB DR MUIRFIELD CT SAINT ANDREWS CT Local 38 425.74 91 Good 2046 E UNION ST S COBB ST S OLYMPIC AVE Local 40 267.85 91 Good 2079 81ST DR NE KEITH LN DEAD END Local 40 81.94 91 Good 1539 KNOLL DR CROWN RIDGE BLVD VISTA DR Local 38 1325.51 91 Good 1937 N WEST AVE W GILMAN AVE ROUNDABOUT Local 40 277.75 91 Good 2058 E UNION ST S OLYMPIC AVE S MCLEOD AVE Local 40 297.61 91 Good 1884 N DUNHAM AVE E 2ND ST E 1ST ST Local 40 441.39 91 Good 1196 31ST AVE NE 181ST ST NE 180TH ST NE Local 26 334.00 91 Good 1435 TVEIT RD 92ND AVE NE CITY LIMITS Local 30 1014.38 91 Good 1467 195TH ST NE 45TH DR NE 47TH AVE NE Local 28 638.54 91 Good 1453 48TH DR NE DEAD END 199TH ST NE Local 28 357.64 91 Good City ofArlinglon 13 March 2013 Segment ID 1276 1105 1143 2103 1106 1486 2102 1141 1285 1030 2101 1466 1446 1427 1365 1189 1108 1226 1334 1635 2073 1546 1265 1290 1242 1438 1939 1292 1356 1104 1354 1037 1474 Segment Name GLENEAGLE BLVD 204TH ST NE 33RD AVE NE 207TH ST NE 204TH ST NE HIGH CLOVER BLVD NE 207TH ST NE 180TH ST NE EAGLEFIELD DR 188TH ST NE PORTAGEST 195TH PL NE 48TH AVE NE HIGHLAND VIEW DR N CEDARBOUGH LOOP 35TH AVE NE 204TH ST NE 67TH DR NE 172ND PL NE 174TH PL NE 207TH ST NE CROWN RIDGE BLVD HILLSIDE CT N CEDARBOUGH LOOP 59TH AVE NE TVEIT RD 5 DUNHAM AVE NEWPORT DR WOODLANDS WAY 204TH ST NE WOODLANDS WAY 59TH AVE NE 191ST ST NE Segment Start W COUNTRY CLUB DR 715T AVE NE 177TH PL NE KEITH LN 77TH AVE NE 199TH ST NE S STILLAGUAMISH AVE 31ST AVE NE TEESIDE LN 59TH DR NE 210TH ST NE DEAD END 202ND PL NE TOPPER CT NOBLE DR 186TH PL NE 72ND AVE NE 211TH PL NE DEAD END 40TH DR NE JENSEN FARM LN VALLEY VIEW DR UPLAND DR WOODLANDS WAY CITY LIMITS CITY LIMITS E JACKSON ST HAWKSVIEW DR 67TH AVE NE 79TH DR NE VINEWAY PL 172ND ST NE 46TH AVE NE Segment Segment Segment End Functional Class Width (ft) Length (ft) PCI PCR HARRIER DR Local 38 530.53 92 Good 72ND AVE NE Local 60 294.15 92 Good DEAD END Local 26 115.50 92 Good 207TH ST NE Local 40 310.96 92 Good 79TH DR NE Local 60 430.65 92 Good CEMETERY RD Local 28 216.73 92 Good UNKNOWN Local 40 288.34 92 Good SMOKEY POINT BLVD Local 26 1321.33 92 Good CHAMPIONS DR Local 38 989.05 92 Good 59TH AVE NE Local 25 85.64 93 Good 79TH DR NE Local 40 62.04 93 Good 45TH DR NE Local 28 155.14 93 Good HIGH CLOVER BLVD Local 28 496.71 93 Good BOVEE LN Local 38 130.13 93 Good NOBLE DR Local 38 386.99 93 Good 184TH PL NE Local 26 590.78 93 Good 74TH AVE NE Local 60 496.92 93 Good DEAD END Local 40 677.13 93 Good 84TH AVE NE Local 38 448.11 93 Good DEAD END Local 23 153.33 93 Good BURN RD Local 40 1212.25 93 Good 193RD ST NE Local 38 730.63 93 Good DEAD END Local 38 568.33 93 Good NOBLE DR Local 38 436.72 93 Good CITY LIMITS Local 40 555.48 93 Good 92ND AVE NE Local 30 418.14 94 Good E HIGHLAND DR Local 40 404.08 94 Good HAVEN PL Local 38 1341.54 94 Good WOODBINE DR Local 38 853.41 94 Good 80TH AVE NE Local 60 275.83 94 Good N CEDARBOUGH LOOP Local 38 155.53 94 Good DEAD END Local 25 1192.84 94 Good DEAD END Local 28 139.28 94 Good City ofArlinglon 14 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1411 84TH AVE NE 172ND PL NE 85TH AVE NE Local 38 224.50 94 Good 1193 186TH PL NE 29TH AVE NE 31ST AVE NE Local 26 414.49 94 Good 1445 46TH AVE NE 203RD ST NE HIGH CLOVER BLVD Local 28 524.61 94 Good 1549 VISTA DR KNOLL DR CROWN RIDGE BLVD Local 38 761.88 95 Good 1267 HIGHLAND VIEW DR 67TH AVE NE UPLAND DR Local 38 1165.15 95 Good 1355 WOODLANDS WAY WOODBINE DR SPRUCEWOOD PL Local 38 438.54 95 Good 1548 VISTA DR VALLEY VIEW DR CROWN RIDGE BLVD Local 38 420.94 95 Good 1478 43RD DR NE 189TH PL NE 188TH ST NE Local 28 585.63 95 Good 1917 E UNION ST 5 MCLEOD AVE DUNHAM AVE Local 40 306.46 95 Good 1488 HIGH CLOVER BLVD NE 46TH DR NE 200TH ST NE Local 28 236.10 9S Good 1954 87TH AVE NE CITY LIMITS CITY LIMITS Local 26 187.16 95 Good 1293 HAWKSVIEW DR NEWPORT DR HARROW PL Local 38 1164.70 95 Good 1992 N MACLEOD AVE E 5TH ST E 4TH ST Local 40 433.69 95 Good 1382 W COUNTRY CLUB DR WOODBINE DR S CEDARBOUGH LOOP Local 38 139.76 95 Good 1376 EAGLEFIELD DR BALLANTRAE DR TEESIDE LN Local 38 335.92 95 Good 2065 S HAZEL ST W FLORENCE ST W MARION ST Local 40 456.26 95 Good 1606 175TH PL NE 40TH DR NE 43RD AVE NE Local 23 870.82 96 Good 1444 HIGH CLOVER BLVD NE 48TH AVE NE 200TH PL NE Local 28 600.32 96 Good 1309 AMBLESIDE CT EAGLEFIELD DR DEAD END Local 38 410.36 96 Good 2080 81ST DR NE DEAD END KEITH LN Local 40 432.66 96 Good 1032 188TH ST NE 58TH AVE NE 59TH DR NE Local 25 243.73 96 Good 1530 193RD PL NE 46TH DR NE 47TH AVE NE Local 28 139.92 96 Good 1542 CROWN RIDGE BLVD DEAD END KNOLL DR Local 38 263.01 96 Good 1300 E COUNTRY CLUB DR GLENEAGLE BLVD EAGLEFIELD DR Local 38 2215.56 96 Good 1271 SAINT ANDREWS CT W COUNTRY CLUB DR DEAD END Local 38 242.01 96 Good 1250 206TH ST NE 62ND AVE NE 63RD AVE NE Local 40 258.80 96 Good 1449 200TH PL NE HIGH CLOVER BLVD DEAD END Local 28 244.71 96 Good 2076 ANNA LN JENSEN FARM LN DEAD END Local 40 343.20 96 Good 1538 VISTA DR KNOLL DR VALLEY VIEW DR Local 38 867.69 96 Good 1451 47TH AVE NE HIGH CLOVER BLVD 199TH ST NE Local 28 542.30 96 Good 1461 192ND PL NE DEAD END 45TH DR NE Local 28 196.37 96 Good 2063 TVEIT RD S STILLAGUAMISH AVE MEDICAL CENTER DR Local 40 614.95 96 Good 1192 186TH PL NE 31ST AVE NE 32ND ST NE Local 26 331.18 96 Good City of Arlington 15 March 2013 Segment ID 1261 1272 1898 1291 1424 1429 1173 1941 1518 1364 1381 1537 2009 1410 1371 1409 1377 1472 1311 1916 1431 1407 2020 1294 1441 1516 1534 1921 1353 1378 2084 1369 1514 Segment Name MASTERS CT MUIRFIELD CT N MACLEOD AVE HAVEN PL CHAMPIONS DR HIGHLAND VIEW DR 181ST ST NE 87TH AVE NE 45TH DR NE N CEDARBOUGH LOOP EAGLEFIELD DR PEAK PL E 4TH ST 85TH AVE NE BALMORAL DR 85TH AVE NE EAGLEFIELD DR 191ST PL NE OXFORD DR E MAPLE ST UPLAND DR 85TH AVE NE E 3RD ST HARROW PL 202ND PL NE 45TH DR NE 42ND DR NE S HAZEL ST WOODLANDS WAY EAGLEFIELD DR 74TH AVE NE NEWPORT DR 45TH DR NE Segment Start CHAMPIONS DR W COUNTRY CLUB DR E 3RD ST NEWPORT DR EAGLEFIELD DR UPLAND DR 31ST AVE NE 217TH PL NE 194TH PL NE NOBLE DR NEWPORT DR CROWN RIDGE BLVD N WEST AVE 178TH PL NE INVERNESSDR 176TH ST NE CHAMPIONS DR 44TH AVE NE EAGLEFIELD DR N STILLAGUAMISH AVE HILLSIDE CT 176TH PL NE N FRENCH AVE DEAD END DEAD END 196TH PL NE 188TH CT NE W MARION ST SPRUCEWOOD PL E COUNTRY CLUB DR 204TH ST NE STERLING PL 189TH PL NE Segment Segment Segment End Functional Class Width (ft) Length (ft) PCI PCR DEAD END Local 38 101.65 96 Good DEAD END Local 38 206.80 97 Good E 2ND ST Local 40 437.66 97 Good DEAD END Local 38 104.27 97 Good MASTERS CT Local 38 227.33 97 Good UPLAND DR Local 38 589.10 97 Good 182ND ST NE Local 26 490.91 97 Good 215TH PL NE Local 26 599.95 97 Good 193RD PL NE Local 28 380.08 97 Good WOODBINE DR Local 38 285.71 97 Good E COUNTRY CLUB DR Local 38 566.63 97 Good DEAD END Local 38 480.27 97 Good N OLYMPIC AVE Local 40 415.98 97 Good 176TH PL NE Local 38 376.85 97 Good CASTLE CT Local 38 401.00 97 Good 175TH ST NE Local 38 253.91 97 Good SR 9 Local 38 334.97 97 Good 45TH DR NE Local 28 189.17 97 Good DEAD END Local 38 1238.72 97 Good HAMLIN DR Local 40 571.60 98 Good HIGHLAND VIEW DR Local 38 425.57 98 Good 176TH ST NE Local 38 245.50 98 Good N LENORE AVE Local 40 313.32 98 Good HAWKSVIEW DR Local 38 249.84 98 Good 48TH AVE NE Local 28 255.23 98 Good 195TH PL NE Local 28 276.43 98 Good 188TH ST NE Local 28 198.75 98 Good W JENSEN ST Local 40 394.85 98 Good VINEWAY PL Local 38 140.72 98 Good TURNBERRY PL Local 38 407.12 98 Good 201ST ST NE Local 40 1030.00 98 Good EAGLEFIELD DR Local 38 273.75 98 Good DEAD END Local 28 152.19 98 Good City of Arlington 16 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1528 193RD PL NE DEAD END 45TH DR NE Local 28 214.28 98 Good 1420 INVERNESS DR E COUNTRY CLUB DR BALMORAL DR Local 38 278.66 98 Good 2083 79TH DR NE 204TH ST NE DEAD END Local 40 754.54 98 Good 2100 PORTAGE ST 79TH DR NE 82ND DR NE Local 40 499.82 98 Good 1268 UPLAND DR HIGHLAND VIEW DR HIGHLAND VIEW DR Local 38 995.08 98 Good 1223 65TH DR NE 206TH PL NE CEMETERY RD Local 40 864.38 98 Good 1238 207TH PL NE CIRCLE BLUFF DR 207TH ST NE Local 40 214.48 99 Good 1387 GLENEAGLE BLVD HARRIER DR GREENLOFT AVE NE Local 38 375.23 99 Good 1270 TOPPER CT HIGHLAND VIEW DR DEAD END Local 38 736.86 99 Good 2091 74TH AVE NE 201ST ST NE DEAD END Local 40 971.08 99 Good 1195 31ST AVE NE 185TH PL NE 184TH PL NE Local 26 357.23 99 Good 1327 176TH ST NE 84TH AVE NE 85TH AVE NE Local 38 280.46 99 Good 1194 31ST AVE NE 186TH PL NE 185TH PL NE Local 26 333.09 99 Good 1004 60TH AVE NE 199TH ST NE DEAD END Local 25 574.72 99 Good 1284 BALLANTRAE DR INVERNESS DR BALMORAL DR Local 38 438.06 99 Good 1307 CHAMPIONS DR MASTERS CT PUTTERS CT Local 38 1266.00 99 Good 1379 EAGLEFIELD DR AMBLESIDE CT CAMBRIDGE DR Local 38 433.16 99 Good 1430 UPLAND DR 67TH AVE NE HILLSIDE CT Local 38 197.68 99 Good 1440 203RD ST NE 46TH AVE NE 48TH AVE NE Local 28 440.28 99 Good 2023 E 3RD ST N LENORE AVE N GIFFORD AVE Local 40 311.56 99 Good 2074 JENSEN FARM LN OLYMPIC PL ANNA LN Local 40 832.63 99 Good 2066 S HAZEL ST W JENSEN ST DEAD END Local 40 142.34 99 Good 1881 N BECKY AVE E 5TH ST DEAD END Local 40 235.85 99 Good 2078 KEITH UN 207TH ST NE 81ST DR NE Local 40 392.03 99 Good 1482 191ST PL NE 46TH AVE NE 47TH AVE NE Local 28 309.10 99 Good 1447 45TH DR NE DEAD END 200TH ST NE Local 28 231.74 99 Good 1305 ABBEY PL GREYWALLS DR DEAD END Local 38 421.18 99 Good 1282 BALMORAL DR GREENOCK CT BALLANTRAE DR Local 38 252.67 99 Good 1312 HARRIER DR GLENEAGLE BLVD REDHAWK DR Local 38 218.70 99 Good 1279 INVERNESS DR BALMORAL DR BALLANTRAE DR Local 38 498.63 99 Good 1616 176TH PL NE 36TH DR NE 38TH DR NE Local 23 662.65 99 Good 1476 189TH ST NE 46TH AVE NE DEAD END Local 28 123.57 99 Good 1493 200TH ST NE 44TH DR NE 45TH DR NE Local 28 249.72 99 Good City of Arlington 17 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1442 44TH DR NE HIGH CLOVER BLVD 200TH ST NE Local 28 432.83 99 Good 1517 45TH DR NE 192ND PL NE 191ST PL NE Local 28 321.40 99 Good 1372 BALMORAL DR CASTLE CT GREENOCK CT Local 38 237.66 99 Good 1368 HAWKSVIEW DR HARROW PL WOODBINE DR Local 38 995.07 99 Good 1308 HUNTER PL GREYWALLS DR DEAD END Local 38 424.78 99 Good 1237 GROVE PL 63RD AVE NE 208TH ST NE Local 40 699.19 99 Good 1318 GLENWOOD AVE NE IRONWOOD ST GLENEAGLE BLVD Local 38 300.43 99 Good 1324 175TH ST NE 84TH AVE NE 85TH AVE NE Local 38 299.91 99 Good 1456 199TH ST NE 199TH ST NE CEMETERY RD Local 28 238.99 99 Good 1443 45TH DR NE DEAD END HIGH CLOVER BLVD Local 28 396.14 99 Good 1404 83RD DR NE 179TH PL NE 178TH PL NE Local 38 244.79 99 Good 1468 194TH PL NE DEAD END 45TH DR NE Local 28 196.09 99 Good 1465 45TH DR NE 191ST PL NE 189TH PL NE Local 28 553.74 99 Good 1273 REDHAWK DR HARRIER DR KESTRAL CT Local 38 227.45 99 Good 1289 TEESIDE LN DEAD END EAGLEFIELD DR Local 38 500.40 99 Good 1492 44TH DR NE DEAD END HIGH CLOVER BLVD Local 28 276.22 99 Good 1522 46TH AVE NE 190TH ST NE 189TH ST NE Local 28 297.73 99 Good 1322 CONDOR DR NE GLENEAGLE BLVD REDHAWK DR Local 38 260.67 99 Good 1392 REDHAWK DR OSPREY RD BOREAL CT Local 38 259.27 99 Good 1385 W COUNTRY CLUB DR TROON CT MUIRFIELD CT Local 38 967.64 99 Good 1529 193RD PL NE 45TH DR NE 46TH AVE NE Local 28 217.84 99 Good 1469 193RD PL NE 46TH AVE NE 46TH DR NE Local 28 209.23 100 Good 1249 206TH ST NE 59TH DR NE 60TH AVE NE Local 40 204.97 100 Good 1520 46TH AVE NE 189TH ST NE 188TH ST NE Local 28 285.04 100 Good 2075 LOIS LN DEAD END JENSEN FARM LN Local 40 218.73 100 Good 1540 VALLEY VIEW DR VISTA DR CROWN RIDGE BLVD Local 38 1369.02 100 Good 1134 186TH PL NE 32ND ST NE SMOKEY POINT BLVD Local 26 580.30 100 Good 1221 209TH ST NE 61ST AVE NE DEAD END Local 28 647.66 100 Good 1421 BALLANTRAE DR BALMORAL DR EAGLEFIELD DR Local 38 414.06 100 Good 1422 GREYWALLS DR ABBEY PL HUNTER PL Local 38 254.39 100 Good 2104 JENSEN FARM LN LOIS LN 207TH ST NE Local 40 182.26 100 Good 1996 N MACLEOD AVE E 4TH ST E 3RD ST Local 40 436.06 100 Good 1275 PERREGRINE PL REDHAWK DR OSPREY RD Local 38 381.33 100 Good City of Arlinglon 18 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1269 TROON CT DEAD END W COUNTRY CLUB DR Local 38 198.57 100 Good 1331 178TH PL NE 83RD DR NE 178TH PL NE Local 38 533.40 100 Good 1475 190TH ST NE 46TH AVE NE DEAD END Local 28 138.97 100 Good 1251 206TH ST NE 60TH AVE NE 61ST AVE NE Local 40 285.96 100 Good 1525 46TH DR NE 193RD PL NE 46TH AVE NE Local 28 453.98 100 Good 1426 REDHAWK DR PERREGRINE PL HARRIER DR Local 38 196.30 100 Good 1412 175TH ST NE 83RD DR NE 84TH AVE NE Local 38 230.36 100 Good 1419 E COUNTRY CLUB DR IVERNESS DR EAGLEFIELD DR Local 38 1347.18 100 Good 1263 GALLERY LN DEAD END CHAMPIONS DR Local 38 105.74 100 Good 1428 HIGHLAND VIEW DR UPLAND DR TOPPER CT Local 38 512.07 100 Good 1473 44TH AVE NE DEAD END 191ST PL NE Local 28 318.69 100 Good 1459 196TH PL NE 45TH DR NE 47TH AVE NE Local 28 635.75 100 Good 1230 59TH AVE NE 207TH ST NE 206TH ST NE Local 40 425.73 100 Good 1900 E 3RD ST N GIFFORD AVE N WASHINGTON AVE Local 40 317.82 100 Good 2105 JENSEN FARM LN ANNA LN LOIS LN Local 40 409.11 100 Good 1262 PUTTERS CT DEAD END CHAMPIONS DR Local 38 129.92 100 Good 1266 W COUNTRY CLUB DR S CEDARBOUGH LOOP TROON CT Local 38 1121.58 100 Good 1169 186TH PL NE 35TH AVE NE DEAD END Local 26 497.18 100 Good 1274 OSPREY RD DEAD END PERREGRINE PL Local 38 200.38 100 Good 2096 (no name) 207TH ST NE DEAD END Local 40 260.84 100 Good 1176 166TH PL NE 40TH AVE NE DEAD END Local 26 102.04 100 Good 2121 172ND PL NE 79TH DR NE 80TH DR NE Local 38 358.93 100 Good 1332 174TH PL NE 79TH DR NE 80TH DR NE Local 38 282.96 100 Good 1414 174TH PL NE 80TH DR NE 81ST DR NE Local 38 276.71 100 Good 1349 175TH PL NE 79TH DR NE 80TH DR NE Local 38 299.59 100 Good 1637 176TH PL NE SMOKEY POINT BLVD 36TH DR NE Local 23 488.81 100 Good 1329 176TH PL NE 85TH AVE NE DEAD END Local 38 235.83 100 Good 1336 176TH PL NE 72ND DR NE 73RD AVE NE Local 38 227.11 100 Good 1337 176TH PL NE 73RD AVE NE 73RD DR NE Local 38 218.04 100 Good 1342 176TH PL NE 73RD DR NE 74TH DR NE Local 38 277.50 100 Good 1418 176TH ST NE 83RD DR NE 84TH AVE NE Local 38 265.36 100 Good 1351 177TH PL NE 79TH DR NE 80TH DR NE Local 38 279.94 100 Good 1415 177TH PL NE 80TH DR NE 178TH Local 38 79.75 100 Good City of Arlington 19 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1166 178TH PL NE 34TH DR NE SMOKEY POINT BLVD Local 26 232.77 100 Good 1343 178TH PL NE 81ST DR NE 82ND DR NE Local 38 325.14 100 Good 1401 178TH PL NE 177TH PL NE 81ST DR NE Local 38 413.66 100 Good 1402 178TH PL NE 82ND DR NE 83RD DR NE Local 38 252.85 100 Good 1406 178TH PL NE 85TH AVE NE 178TH PL NE Local 38 281.87 100 Good 1417 178TH PL NE 178TH PL NE DEAD END Local 38 154.94 100 Good 1347 179TH PL NE 81ST DR NE 82ND DR NE Local 38 344.51 100 Good 1352 179TH PL NE 83RD DR NE 85TH AVE NE Local 38 439.67 100 Good 1172 183RD PL NE 31ST AVE NE 182ND ST NE Local 26 525.94 100 Good 1137 184TH PL NE DEAD END 315T AVE NE Local 26 230.85 100 Good 1170 184TH PL NE 35TH AVE NE DEAD END Local 26 498.98 100 Good 1136 185TH PL NE DEAD END 31ST AVE NE Local 26 265.10 100 Good 1178 185TH PL NE DEAD END SMOKEY POINT BLVD Local 26 207.07 100 Good 1434 186TH ST NE DEAD END CITY LIMITS Local 30 550.83 100 Good 1177 187TH PL NE 35TH AVE NE DEAD END Local 26 394.32 100 Good 1481 188TH CT NE DEAD END 42ND DR NE Local 28 140.66 100 Good 1010 188TH ST NE 63RD AVE NE 66TH AVE NE Local 25 977.29 100 Good 1033 188TH ST NE 59TH AVE NE 61ST AVE NE Local 25 473.38 100 Good 1034 188TH ST NE 61ST AVE NE 63RD AVE NE Local 25 832.38 100 Good 1479 189TH PL NE 42ND DR NE DEAD END Local 28 267.46 100 Good 1477 189TH PL NE 43RD DR NE 45TH AVE NE Local 28 482.50 100 Good 1533 189TH PL NE DEAD END 42ND DR NE Local 28 265.99 100 Good 1024 192ND ST NE 61ST AVE NE 62ND AVE NE Local 25 134.63 100 Good 1541 193RD ST NE CROWN RIDGE BLVD CITY LIMITS Local 38 138.32 100 Good 1527 196TH PL NE DEAD END 45TH DR NE Local 28 147.61 100 Good 1433 196TH PL NE DEAD END 95TH AVE NE Local 30 805.14 100 Good 1452 199TH ST NE 48TH DR NE HIGH CLOVER BLVD Local 28 376.59 100 Good 1494 199TH ST NE 47TH DR NE 48TH DR NE Local 28 257.50 100 Good 1448 200TH ST NE 45TH DR NE HIGH CLOVER BLVD Local 28 649.88 100 Good 1499 203RD ST NE DEAD END 203RD ST NE Local 28 30.73 100 Good 1500 203RD ST NE 203RD ST NE DEAD END Local 28 33.74 100 Good 1241 206TH PL NE 64TH DR NE 66TH DR NE Local 40 294.69 100 Good 1258 206TH PL NE 66TH DR NE DEAD END Local 40 268.70 100 Good City of Arlinglon 20 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) length (ft) PCI PCR 1232 206TH ST NE 61ST AVE NE 62ND AVE NE Local 40 345.46 100 Good 1239 207TH ST NE 62ND AVE NE 63RD AVE NE Local 40 300.25 100 Good 1252 207TH ST NE 61ST AVE NE 62ND AVE NE Local 40 260.52 100 Good 1253 207TH ST NE 59TH AVE NE 60TH AVE NE Local 40 240.12 100 Good 1254 207TH ST NE 60TH AVE NE 61ST AVE NE Local 40 268.55 100 Good 1955 215TH PL NE DEAD END 87TH AVE NE Local 22 137.71 100 Good 1942 217TH PL NE DEAD END 87TH AVE NE Local 40 143.10 100 Good 1948 218TH PL NE DEAD END 87TH AVE NE Local 40 161.41 100 Good 1185 32ND ST NE 186TH PL NE DEAD END Local 26 167.50 100 Good 1167 34TH DR NE DEAD END 178TH PL NE Local 26 252.24 100 Good 1480 42ND DR NE 189TH PL NE 188TH CT NE Local 28 426.48 100 Good 2111 43RD AVE NE 172ND ST NE DEAD END Local 26 1012.12 100 Good 1513 45TH DR NE DEAD END 196TH PL NE Local 28 120.36 100 Good 1519 45TH DR NE 193RD PL NE 192ND PL NE Local 28 382.17 100 Good 1471 46TH AVE NE 193RD PL NE 46TH DR NE Local 28 459.33 100 Good 1521 46TH AVE NE 191ST ST NE 190TH ST NE Local 28 291.28 100 Good 1524 46TH AVE NE 1915T PL NE 191ST ST NE Local 28 259.25 100 Good 1526 46TH AVE NE 46TH DR NE 193RD PL NE Local 28 447.21 100 Good 1470 46TH DR NE 46TH AVE NE 193RD PL NE Local 28 456.64 100 Good 1501 48TH AVE NE 203RD ST NE 202ND PL NE Local 28 250.90 100 Good 1183 48TH DR NE AIRPORT BLVD DEAD END Local 26 265.53 100 Good 1181 50TH DR NE AIRPORT BLVD DEAD END Local 26 306.05 100 Good 1229 60TH AVE NE 207TH ST NE 206TH ST NE Local 40 499.34 100 Good 1228 61ST AVE NE 207TH ST NE 206TH ST NE Local 40 593.55 100 Good 1259 61ST AVE NE 209TH ST NE 207TH ST NE Local 40 247.52 100 Good 1233 62ND AVE NE 207TH ST NE 206TH ST NE Local 40 599.24 100 Good 1038 63RD AVE NE 199TH ST NE 197TH ST NE Local 25 314.07 100 Good 1240 63RD AVE NE 207TH ST NE GROVE PL Local 40 240.90 100 Good 1260 63RD AVE NE GROVE PL 206TH ST NE Local 40 144.87 100 Good 1222 66TH DR NE 206TH PL NE 66TH DR NE Local 40 359.70 100 Good 2120 69TH AVE NE DEAD END 204TH ST NE Local 30 234.19 100 Good 2093 72ND AVE NE DEAD END 204TH ST NE Local 40 783.04 100 Good 1339 72ND DR NE 176TH PL NE DEAD END Local 38 650.62 100 Good City of Arlington 21 March 2013 Segment Segment Segment ID Segment Name Segment Start Segment End Functional Class Width (ft) Length (ft) PCI PCR 1335 73RD AVE NE 176TH PL NE 172ND PL NE Local 38 908.65 100 Good 1338 73RD DR NE 176TH PL NE DEAD END Local 38 743.18 100 Good 1341 74TH Dr NE 176TH PL NE DEAD END Local 38 637.14 100 Good 1348 79TH DR NE 177TH PL NE 175TH PL NE Local 38 641.75 100 Good 1394 79TH DR NE 175TH PL NE 174TH PL NE Local 38 400.50 100 Good 1395 79TH DR NE DEAD END 177TH PL NE Local 38 417.30 100 Good 1396 79TH DR NE 174TH PL NE 172ND PL NE Local 38 536.28 100 Good 1328 80TH DR NE 177TH PL NE 175TH PL NE Local 38 681.47 100 Good 1397 80TH DR NE 172ND PL NE 172ND ST NE Local 38 262.45 100 Good 1398 80TH DR NE 175TH PL NE 174TH PL NE Local 38 396.64 100 Good 1399 80TH DR NE 174TH PL NE 172ND PL NE Local 38 545.33 100 Good 1333 81ST DR NE 174TH PL NE DEAD END Local 38 628.73 100 Good 1344 81ST DR NE 179TH PL NE 178TH PL NE Local 38 438.85 100 Good 1400 81ST DR NE DEAD END 174TH PL NE Local 38 371.94 100 Good 1345 82ND DR NE 178TH PL NE 177TH ST NE Local 38 508.07 100 Good 1346 82ND DR NE 179TH PL NE 178TH PL NE Local 38 348.56 100 Good 1416 82ND DR NE 84TH AVE NE DEAD END Local 38 175.03 100 Good 1350 83RD DR NE 178TH PL NE 177TH ST NE Local 38 502.35 100 Good 1403 83RD DR NE 176TH ST NE 175TH ST NE Local 38 228.97 100 Good 1405 83RD DR NE 177TH ST NE 176TH ST NE Local 38 416.64 100 Good 1326 84TH AVE NE 83RD DR NE 176TH ST NE Local 38 585.92 100 Good 1330 84TH AVE NE 175TH ST NE 172ND PL NE Local 38 676.49 100 Good 1413 84TH AVE NE 82ND DR NE 83RD DR NE Local 38 245.06 100 Good 1264 85TH AVE NE 179TH PL NE 178TH PL NE Local 38 564.07 100 Good 1323 85TH AVE NE 175TH ST NE 84TH AVE NE Local 38 730.88 100 Good 1408 85TH AVE NE 84TH AVE NE 172ND ST NE Local 38 241.99 100 Good 2062 87TH AVE NE 218TH PL NE 217TH PL NE Local 26 229.69 100 Good 1437 91ST AVE NE 172ND ST NE CITY LIMITS Local 30 1309.89 100 Good 1317 BOREAL CT REDHAWK DR DEAD END Local 38 192.51 100 Good 1325 BOVEE LN 67TH AVE NE HIGHLAND VIEW DR Local 38 1319.66 100 Good 1310 CAMBRIDGE DR EAGLEFIELD DR DEAD END Local 38 885.72 100 Good 1301 CARLISLE PL GREYWALLS DR DEAD END Local 38 689.96 100 Good 1281 CASTLE CT BALMORAL DR DEAD END Local 38 164.62 100 Good City of Arlington 22 March 2013 Segment ID 1425 1321 1918 2042 1903 2011 2006 2007 1959 1374 1386 1287 1423 1296 1490 1491 1340 1315 1319 1320 2077 1940 1990 1994 2029 1370 1316 1390 1391 1393 1928 1299 1297 Segment Name CHAMPIONS DR CONDOR DR NE DUNHAM AVE DUNHAM AVE E 2ND ST E 4TH ST E 5TH ST E 5TH ST E HALLER AVE EAGLEFIELD DR GLENEAGLE BLVD GREENOCKCT GREYWALLS DR GREYWALLS DR HIGH CLOVER BLVD NE HIGH CLOVER BLVD NE IRIS CT IRONWOOD ST IRONWOOD ST IRONWOOD ST LOIS LN MEDICAL CENTER DR N DUNHAM AVE N DUNHAM AVE N DUNHAM AVE NEWPORT DR OSPREY RD REDHAWK DR REDHAWK DR REDHAWK DR S HAMLIN DR STERLING PL TURNBERRY PL Segment Start PUTTERS CT REDHAWK DR E MAPLE ST E UNION ST N OLYMPIC AVE N OLYMPIC AVE N MCLEOD AVE N OLYMPIC AVE BROADWAY AVE CAMBRIDGE DR CONDOR DR NE BALMORAL DR EAGLEFIELD DR CARLISLE PL 45TH DR NE 44TH DR NE 188TH ST NE DEAD END GREENLOFT AVE NE GLENWOOD AVE NE JENSEN FARM LN N STILLAGUAMISH AVE E 5TH ST E 4TH ST E 3RD ST HAVEN PL PERREGRINE PL DEAD END BOREAL CT KESTRALCT E MAPLE ST NEWPORT DR EAGLEFIELD DR Segment Segment Segment End Functional Class Width (ft) Length (ft) PCI PCR GALLERY LN Local 38 332.76 100 Good DEAD END Local 38 174.44 100 Good E UNION ST Local 40 448.09 100 Good E JACKSON ST Local 40 435.22 100 Good N MACLEOD AVE Local 40 294.97 100 Good N MACLEOD AVE Local 40 309.10 100 Good N DUNHAM ST Local 40 315.99 100 Good N MACLEOD AVE Local 40 312.69 100 Good DEAD END Local 40 222.75 100 Good NEWPORT DR Local 38 211.74 100 Good 172ND ST NE Local 38 200.08 100 Good DEAD END Local 38 181.66 100 Good CARLISLE PL Local 38 253.25 100 Good ABBEY PL Local 38 998.49 100 Good 46TH DR NE Local 28 268.96 100 Good 45TH DR NE Local 28 298.57 100 Good DEAD END Local 38 165.17 100 Good GREENLOFT AVE Local 38 190.95 100 Good GLENWOOD AVE NE Local 38 535.26 100 Good DEAD END Local 38 209.88 100 Good DEAD END Local 40 308.34 100 Good TVIET RD Local 40 935.50 100 Good E 4TH ST Local 40 430.10 100 Good E 3RD ST Local 40 427.76 100 Good E 2ND ST Local 40 438.38 100 Good STERLING PL Local 38 315.72 100 Good REDHAWK DR Local 38 764.36 100 Good PERREGRINE PL Local 38 229.64 100 Good CONDOR DR NE Local 38 237.88 100 Good OSPREY RD Local 38 334.62 100 Good DEAD END Local 40 280.69 100 Good DEAD END Local 38 149.15 100 Good DEAD END Local 38 161.45 100 Good City of Arlington 23 March 2013 of ■l City of Arlington Pavement Management Program Appendix F ASTM Guidelines for Implementing the Pavement Condition Rating System r i I Designation: D 6433 — 07 ixreaxartoerac Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys' This standard is issued under the fixed designation D 6433; the number immediately following the designation indicates the year of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A superscript epsilon (e) indicates an editorial change since the last revision or reapproval. 1. Scope 1.1 This practice covers the determination of roads and parking lots pavement condition through visual surveys using the Pavement Condition Index (PCI) method of quantifying pavement condition. 1.2 The PCI for roads and parking lots was developed by the U.S. Army Corps of Engineers (1, 2).2 It is further verified and adopted by DOD and APWA. 1.3 The values stated in inch -pound units are to be regarded as the standard. The SI units given in parentheses are for information only. 1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appro- priate safety and health practices and determine the applica- bility of regulatory limitations prior to use. Specific precau- tionary statements are given in Section 6. 2. Terminology 2.1 Definitions of Terms Specific to This Standard: 2.1.1 additional sample -a sample unit inspected in addi- tion to the random sample units to include nonrepresentative sample units in the determination of the pavement condition. This includes very poor or excellent samples that are not typical of the section and sample units, which contain an unusual distress such as a utility cut. If a sample unit containing an unusual distress is chosen at random it should be counted as an additional sample unit and another random sample unit should be chosen. If every sample unit is surveyed, then there are no additional sample units. 2.1.2 asphalt concrete (AC) surface —aggregate mixture with an asphalt cement binder. This term also refers to surfaces constructed of coal tars and natural tars for purposes of this practice. 'This practice is under the jurisdiction of ASTM Committee E17 on Vehicle - Pavement Systems and is the direct responsibility of Subcommittee E17.41 on Pavement Testing, Evaluation, and Management Methods. Current edition approved Dec. 1, 2007. Published January 2008. Originally approved in 1999. Last previous edition approved in 2003 as D 6433 —03. z The boldface numbers in parentheses refer to the list of references at the end of this standard. 2.1.3 pavement branch —a branch is an identifiable part of the pavement network that is a single entity and has a distinct function. For example, each roadway or parking area is a separate branch. 2.1.4 pavement condition index (PCI)—a numerical rating of the pavement condition that ranges from 0 to 100 with 0 being the worst possible condition and 100 being the best possible condition. 2.1.5 pavement condition rating —a verbal description of pavement condition as a function of the PCI value that varies from "failed" to "excellent" as shown in Fig. 1. 2.1.6 pavement distress —external indicators of pavement deterioration caused by loading, environmental factors, con- struction deficiencies, or a combination thereof. Typical dis- tresses are cracks, rutting, and weathering of the pavement surface. Distress types and severity levels detailed in Appendix X 1 for AC, and Appendix X2 for PCC pavements must be used to obtain an accurate PCI value. 2.1.7 pavement sample unit —a subdivision of a pavement section that has a standard size range: 20 contiguous slabs (±8 slabs if the total number of slabs in the section is not evenly divided by 20 or to accommodate specific field condition) for PCC pavement, and 2500 contiguous square feet, ± 1000 ftz (225 ± 90 mz), if the pavement is not evenly divided by 2500 or to accommodate specific field condition, for AC pavement. 2.1.8 pavement section —a contiguous pavement area hav- ing uniform construction, maintenance, usage history, and condition. A section should have the same traffic volume and load intensity. 2.1.9 portland cement concrete (PCC) pavement — aggregate mixture with portland cement binder including nonreinforced and reinforced jointed pavement. 2.1.10 random sample —a sample unit of the pavement section selected for inspection by random sampling techniques, such as a random number table or systematic random proce- dure. 3. Summary of Practice 3.1 The pavement is divided into branches that are divided into sections. Each section is divided into sample units. The type and severity of pavement distress is assessed by visual Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States. 100 0 D 6433 — 07 Standard PCIT"-f Suggested Rating Scale Colors Dark Green S Satisfactory Light Green 7 V Fair Yell01V Light Red 40 'viednun Red Dark Red to I Failed I Dark Grey 0 1 -1 FIG. 1 Pavement Condition Index (PCI), Rating Scale, and Suggested Colors inspection of the pavement sample units. The quantity of the distress is measured as described in Appendix XI and Appen- dix X2. The distress data are used to calculate the PCI for each sample unit. The PCI of the pavement section is determined based on the PCI of the inspected sample units within the section. 4. Significance and Use 4.1 The PCI is a numerical indicator that rates the surface condition of the pavement. The PCI provides a measure of the present condition of the pavement based on the distress observed on the surface of the pavement, which also indicates the structural integrity and surface operational condition (lo- calized roughness and safety). The PCI cannot measure struc- tural capacity nor does it provide direct measurement of skid resistance or roughness. It provides an objective and rational basis for determining maintenance and repair needs and priorities. Continuous monitoring of the PCI is used to estab- lish the rate of pavement deterioration, which permits early identification of major rehabilitation needs. The PCI provides feedback on pavement performance for validation or improve- ment of current pavement design and maintenance procedures. 5. Apparatus 5.1 Data Sheets, or other field recording instruments that record at a minimum the following information: date, location, branch, section, sample unit size, slab number and size, distress types, severity levels, quantities, and names of surveyors. Example data sheets for AC and PCC pavements are shown in Figs. 2 and 3. 5.2 Hand Odometer Wheel, that reads to the nearest 0.1 ft (30 mm). 5.3 Straightedge or String Line, (AC only), 10 ft (3 m). 5.4 Scale, 12 in. (300 mm) that reads to 1/s in. (3 mm) or better. Additional 12-in, (300 mm) ruler or straightedge is needed to measure faulting in PCC pavements. 5.5 Layout Plan, for network to be inspected. 6. Hazards 6.1 Traffic is a hazard as inspectors may walk on the pavement to perform the condition survey. 7. Sampling and Sample Units 7.1 Identify branches of the pavement with different uses such as roadways and parking on the network layout plan. 7.2 Divide each branch into sections based on the pave- ments design, construction history, traffic, and condition. 7.3 Divide the pavement sections into sample units. If the pavement slabs in PCC have joint spacing greater than 25 ft (8 m) subdivide each slab into imaginary slabs. The imaginary slabs all should be less than or equal to 25 ft (8 m) in length, and the imaginary joints dividing the slabs are assumed to be in perfect condition. This is needed because the deduct values developed for jointed concrete slabs are less than or equal to 25 ft (8 m). 7.4 Individual sample units to be inspected should be marked or identified in a manner to allow inspectors and quality control personnel to easily locate them on the pavement surface. Paint marks along the edge and sketches with locations connected to physical pavement features are acceptable. It is necessary to be able to accurately relocate the sample units to allow verification of current distress data, to examine changes in condition with time of a particular sample unit, and to enable future inspections of the same sample unit if desired. 7.5 Select the sample units to be inspected. The number of sample units to be inspected may vary from the following: all of the sample units in the section, a number of sample units that provides a 95 % confidence level, or a lesser number. 7.5.1 All sample units in the section may be inspected to determine the average PCI of the section. This is usually precluded for routine management purposes by available manpower, funds, and time. Total sampling, however, is desirable for project analysis to help estimate maintenance and repair quantities. 7.5.2 The minimum number of sample units (n) that must be surveyed within a given section to obtain a statistically adequate estimate (95 % confidence) of the PCI of the section ASPHALT SURFACED ROADS AND PARKING LOTS CONDITION SURVEY DATA SHEET FOR SAMPLE UNIT SKETCH: BRANCH SECTION SAMPLE UNIT SURVEYED BY DATE SAMPLE AREA 1. Alligator Cracking 6. Depression 11. Patching & Util Cut Patching 16. Shoving 2. Bleeding 7. Edge Cracking 12. Polished Aggregate 17. Slippage Cracking 3. Block Cracking 8. Jt. Reflection Cracking 13. Potholes 18. Swell 4. Bumps and Sags 9. Lane/Shoulder Drop Off 14, Railroad Crossing 19. Weathering/Raveling 5. Corrugation 10. Long & Trans Cracking 15. Rutting DISTRESS SEVERITY QUANTITY TOTAL DENSITY % DEDUCT VALUE FIG. 2 Flexible Pavement Condition Survey Data Sheet for Sample Unit v o� w ca 0 4 D 6433 — 07 CONCRETE SURFACED ROADS AND PARKING LOTS CONDITION SURVEY DATA SHEET FOR SAMPLE UNIT BRANCH SECTION SAMPLE UNIT SURVEYED BY DATE SAMPLE AREA Distress Tyoes SKETCH: 21. Blow uplBuckling 31, Polished Aggregate 22. Corner Break 32. Popouts 23. Divided Slab 33. Pumping • • • 24. Durability Crack 34. Punchout 25. Faulting 35. Railroad Crossing 10 26. Joint Seal 36. Scaling 27. LanelShoulder 37. Shrinkage • • • • • 28. Linear Cracking 38. Spalling Corner 29. Patching (Large) 39, Spelling Joint 9 30. Patching (Small) DIST SEV NO. DENSITY DEDUCT TYPE SLABS %. VALUE 8 7 6 5 4 3 2 1 1 2 3 4 FIG. 3 Joint Rigid Pavement Condition Survey Data Sheet for Sample Unit is calculated using the following formula and rounding n to the next highest whole number (see Eq 1). n = Ns21((ez14)(N— 1) + s') (I) where: e = acceptable error in estimating the section PCI; com- monly, e=±5 PCI points; s = standard deviation of the PCI from one sample unit to another within the section. When performing the initial inspection the standard deviation is assumed to be ten for AC pavements and 15 for PCC pavements. This assumption should be checked as described below after PCI values are determined. For subsequent inspections, the standard deviation from the preceding inspection should be used to determine n; and, N = total number of sample units in the section. 7.5.2.1 If obtaining the 95 % confidence level is critical, the adequacy of the number of sample units surveyed must be confirmed. The number of sample units was estimated based on an assumed standard deviation. Calculate the actual standard deviation (s) as follows (see Eq 2): s = (�r=i(PCI;—PCj21(n_ 1))112 (2) where: PCI; = PCI of surveyed sample units i, PCI, = PCI of section (mean PCI of surveyed sample units), and n = total number of sample units surveyed. 4 0 D 6433 - 07 7.5.2.2 Calculate the revised minimum number of sample units (Eq 1) to be surveyed using the calculated standard deviation (Eq 2). If the revised number of sample units to be surveyed is greater than the number of sample units already surveyed, select and survey additional random sample units. These sample units should be spaced evenly across the section. Repeat the process of checking the revised number of sample units and surveying additional random sample units until the total number of sample units surveyed equals or exceeds the minimum required sample units (n) in Eq 1, using the actual total sample standard deviation. 7.5.3 Once the number of sample units to be inspected has been determined, compute the spacing interval of the units using systematic random sampling. Samples are spaced equally throughout the section with the first sample selected at random. The spacing interval (i) of the units to be sampled is calculated by the following formula rounded to the next lowest whole number: i = N/n (3) where: N = total number of sample units in the section, and n = number of sample units to be inspected. The first sample unit to be inspected is selected at random from sample units 1 through i. The sample units within a section that are successive increments of the interval i after the first randomly selected unit also are inspected. 7.6 A lessor sampling rate than the above mentioned 95 % confidence level can be used based on the condition survey objective. As an example, one agency uses the following table for selecting the number of sample units to be inspected for other than project analysis: Given Survey 1 to 5 sample units 1 sample unit 6 to 10 sample units 2 sample units 11 to 15 sample units 3 sample units 16 to 40 sample units 4 sample units over 40 sample units 10 7.7 Additional sample units only are to be inspected when nonrepresentative distresses are observed as defined in 2.1.1. These sample units are selected by the user. 8. Inspection Procedure 8.1 The definitions and guidelines for quantifying distresses for PCI determination are given in Appendix X 1 for AC pavements. Using this test method, inspectors should identify distress types accurately 95 % of the time. Linear measure- ments should be considered accurate when they are within 10 % if remeasured, and area measurements should be consid- ered accurate when they are within 20 % if remeasured. Distress severities that one determines based on ride quality are considered subjective. 8.2 Asphalt Concrete (AC) Surfaced Pavement — Individually inspect each sample unit chosen. Sketch the sample unit, including orientation. Record the branch and section number and the number and type of the sample unit (random or additional). Record the sample unit size measured with the hand odometer. Conduct the distress inspection by walking over the sidewalk/shoulder of the sample unit being surveyed, measuring the quantity of each severity level of every distress type present, and recording the data. Each distress must correspond in type and severity to that described in Appendix X1. The method of measurement is included with each distress description. Repeat this procedure for each sample unit to be inspected. A copy of a Blank Flexible Pavement Condition Survey Data Sheet for Sample Unit is included in Fig. 2. 8.3 PCC Pavements —Individually inspect each sample unit chosen. Sketch the sample unit showing the location of the slabs. Record the sample unit size, branch and section number, and number and type of the sample unit (random or additional), the number of slabs in the sample unit and the slab size measured with the hand odometer. Perform the inspection by walking over the sidewalk/shoulder of the sample unit being surveyed and recording all distress existing in the slab along with their severity level. Each distress type and severity must correspond with that described in Appendix X2. Summarize the distress types, their severity levels and the number of slabs in the sample unit containing each type and severity level. Repeat this procedure for each sample unit to be inspected. A copy of a Blank Jointed Rigid Pavement Condition Survey Data Sheet for Sample Unit is included in Fig. 3. 9. Calculation of PCI for Asphalt Concrete (AC) Pavement 9.1 Add up the total quantity of each distress type at each severity level, and record them in the "Total Severities" section. For example, Fig. 4 shows five entries for the Distress Type 1, "Alligator Cracking": 5L, 4L, 4L, 8H, and 6H. The distress at each severity level is summed and entered in the "Total Severity" section as 13 ft2 (1.2 m2) of low severity and 14 ft2 (1.3 m2) of medium severity. The units for the quantities may be either in square feet (square meters), linear feet (meters), or number of occurrences, depending on the distress type. 9.2 Divide the total quantity of each distress type at each severity level from 9.1 by the total area of the sample unit and multiply by 100 to obtain the percent density of each distress type and severity. 9.3 Determine the deduct value (DV) for each distress type and severity level combination from the distress deduct value curves in Appendix X3. 9.4 Determine the maximum corrected deduct value (CDV). The procedure for determining maximum CDV from indi- vidual DVs is identical for both AC and PCC pavement types. 9.5 The following procedure must be used to determine the maximum CDV. 9.5.1 If none or only one individual deduct value is greater than two, the total value is used in place of the maximum CDV in determining the PCI; otherwise, maximum CDV must be determined using the procedure described in 9.5.2-9.5.5. 9.5.2 List the individual deduct values in descending order. For example, in Fig. 4 this will be 25.1, 23.4, 17.9, 11.2, 7.9, 7.5, 6.9, and 5.3. 9.5.3 Determine the allowable number of deducts, m, from Fig. 5, or using the following formula (see Eq 4): m = 1 + (9/98)(100—HDV) <_ 10 (4) ASPHALT SURFACED ROADS AND PARKING LOTS CONDITION SURVEY DATA SHEET FOR SAMPLE UNIT SKETCH: too' 25 ` N per«* BRANCH SPRIN&rIELDSECTION oa SAMPLE UNIT I SURVEYED BY KAK DATE in S 193 SAMPLE AREA 25aG .L 1. Alligator Cracking 6. Depression 11. Patching & Utll Cut Patching 16. Shoving 2. Bleeding 7. Edge Cracking 12. Polished Aggregate 17. Slippage Cracking 3. Block Cracking 8. Jt. Reflection Cracking 13. Potholes 18. Swell 4. Bumps and Sags 9. Lane/Shoulder Drop Off 14. Railroad Crossing 19. Weathering/Raveling 5. Corrugation 10. Long & Trans Cracking 15. Rutting DISTRESS SEVERITY QUANTITY TOTAL DENSITY %, DEDUCT VALUE IL 145 1%4 Iky 13 0.52 ';.9 1 N le 8 Ir6 14 0.56 21LI 1L 3z 15 i8 zq 41 130 5.20 11.5 20 i5 35 2'I z3 10 13 143 5.12. 5.1 II 3x4 2-5 22 O.$k 117-9 15 L 4 9 8 zl 0.8N CS 19 L 250 250 10.0 FIG. 4 Example of a Flexible Pavement Condition Survey Data Sheet 0 4 00 i D 6433 — 07 Adjustment of Number of Deduct Values 12 10 is M = 1 + (9198) * (100 - MaxDV) 0 20 40 60 80 100 120 Highest Deduct Value FIG. 5 Adjustment of Number of Deduct Values where: m = allowable number of deducts including fractions (must be less than or equal to ten), and HDV = highest individual deduct value. (For the example in Fig. 4, m = 1 + (9/98)(100-25.1) = 7.9). 9.5.4 The number of individual deduct values is reduced to the m largest deduct values, including the fractional part. For the example in Fig. 6, the values are 25.1, 23.4, 17.9, 11.2, 7.9, 7.5, 6.9, and 4.8 (the 4.8 is obtained by multiplying 5.3 by (7.9 — 7 = 0.9)). If less than m deduct values are available, all of the deduct values are used. 9.5.5 Determine maximum CDV iteratively, as shown in Fig. 6. 9.5.5.1 Determine total deduct value by summing individual deduct values. The total deduct value is obtained by adding the individual deduct values in 9.5.4, that is, 104.7. 9.5.5.2 Determine q as the number of deducts with a value greater than 2.0. For example, in Fig. 6, q = 8. 9.5.5.3 Determine the CDV from total deduct value and q by looking up the appropriate correction curve for AC pave- ments in Fig. X4.15 in Appendix X3. 9.5.5.4 Reduce the smallest individual deduct value greater than 2.0 to 2.0 and repeat 9.5.5.1-9.5.5.3 until q = 1. 9.5.5.5 Maximum CDV is the largest of the CDVs. 7 9.6 Calculate PCI by subtracting the maximum CDV from 100: PCI = 100-max CDV. 9.7 Fig. 6 shows a summary of PCI calculation for the example AC pavement data in Fig. 4. A blank PCI calculation form is included in Fig. 2. 10. Calculation of PCI for Portland Cement Concrete (PCC) Pavement 10.1 For each unique combination of distress type and severity level, add up the total number of slabs in which they occur. For the example in Fig. 7, there are two slabs containing low -severity corner break (Distress 22L). 10.2 Divide the number of slabs from 10.1 by the total number of slabs in the sample unit and multiply by 100 to obtain the percent density of each distress type and severity combination. 10.3 Determine the deduct values for each distress type severity level combination using the corresponding deduct curve in Appendix X4. 10.4 Determine PCI by following the procedures in 9.5 and 9.6, using the correction curve for PCC pavements (see Fig. X4.20 in Appendix X4) in place of the correction curve for AC pavements. 0D 6433 - 07 m=1+(9/98)( 100-25.1 )=7.9<8 Use highest 7 deducts and 0.9 of eighth deduct. 0.9 x 5.3 = 4.8 # Deduct Values Total q CDV 1 25.1 23.11 17.5 11.Z T5 75 6.1 �4.9 2 25.1 23.y 1 15 6,9 2 101.9 50.0 3 zs.l 23.4 179 11.z 7.9 75 Z 2 56.© 6 46.0 4 25.1 23.4 17.3 11.z 7.3 2 2 2 90.5 5 47.0 5 125.1 23.1i 1,11 11. z 2 2 2 2 $4.6 H 'i8.0 6 25.1 Z3.4 Iq 5 2 z 2 2 2 75.4 3 48.0 7 25.1 23.4 2 2 2 2 2 2 59.5 2 44.0 8 25.1 2- z Z Z 2 2 2 38.1 1 38.0 9 10 Max CDV - 51 PCI = 100 - Max CDV - 49 Rating = _ F-AIR FIG. 6 Calculation of Corrected PCI Value -Flexible Pavement 10.5 Fig. 7 shows a summary of PCI calculation for the example PCC pavement distress data in Fig. 8. (PCI ' Ar ) PCIS =PCI,= - � � (5) 11. Determination of Section PCI A, r=t 11.1 If all surveyed sample units are selected randomly, then the PCI of the section (PCIS) is calculated as the area weighted PCI of the randomly surveyed sample units (PCIr ) using equation 5: 8 & D 6433 — 07 CONCRETE SURFACED ROADS AND PARKING LOTS CONDITION SURVEY DATA SHEET FOR SAMPLE UNIT BRANCH SECOND SECTION 001 SAMPLE UNIT I SURVEYED BY _TA K DATE Io 7a 1 93 SAMPLE AREA 20 slabs Distress Types SKETCH: 21. Blow up/Buckling 31. Polished Aggregate 22. Comer Break 32. Popoute 23. Divided Slab 33. Pumping • 4 • z3M 24. Durability Crack 34. Punchout 25. Faulting 33. Railroad Crossing 10 26. Joint Seel 36. Scaling 27. Lane/Shoulder 37. Shrinkage • • 30 L 30 L 26. Linear Cracking 38. Spelling Comer 29. Patching (Large) 39. Spelling Joint 38 L 38 L 9 30. Patching (Small) DIST SEV NO. DENSITY DEDUCT Z2 L ZZ H TYPE SLABS % VALUE 38 L 6 26 H — 100 8.0 a • 4 . T 22 L 3 IS 12.6 2ZL 1 1 1•, ZZL zz M 1 5 11.7 38 L 23 H 3 is 30.5 6 30 M 4 20 4, 4 5 31-I H 2 10 25.1 34 H 38 L 6 30 5.8 39 H 1 5 9.0 34 H 4 30 L 3 23 H 30L 38 L �3 M 2 39 H 3S L 1 1 4 2 3 FIG. 7 Example of a Jointed Rigid Pavement Condition Survey Data Sheet where: PCI, = area weighted PCI of randomly surveyed sample units, PCI, = PCI of random sample unit i, A,; = area of random sample unit i, n = number of random sample units surveyed. If additional sample units, as defined in 2.1.1, are surveyed, the area weighted PCI of the surveyed additional units ( PCIz, ) is calculated using equation 6. The PCI of the pavement section is calculated using equation 7. PCI, = (PC[,,, - A_) PCB, A,,; I- PCI,(A — A.) + PCI,,(,T Aa!) (6) (7) 0 D 6433 — 07 Max CDV — 5 PCI = 100 - Max CDV - 49 Rating = LAIQ FIG. 8 Calculation of Corrected PCI Value —Jointed Rigid Pavement PCIa = area weighted PCI of additional sample units, PCI,,; = PCI of additional sample unit i, A,,; = area of additional sample unit i, A = area of section, nt = number of additional sample units surveyed, and PCI, = area weighted PCI of the pavement section. 11.2 Determine the overall condition rating of the section by using the section PCI and the condition rating scale in Fig. 1. 12. Report 12.1 Develop a summary report for each section. The summary lists section location, size, total number of sample units, the sample units inspected, the PCIs obtained, the average PCI for the section, and the section condition rating. 10 D 6433 — 07 APPENDIXES (Nonmandatory Information) X1. Distress in Asphalt Pavements X1.1 During the field condition surveys and validation of the PCI, several questions are commonly asked about the identification and measurement of some of the distresses. The answers to these questions for each distress are included under the heading "How to Measure." For convenience, however, the most frequently raised issues are addressed below: X1.1.1 If alligator cracking and rutting occur in the same area, each is recorded separately at its respective severity level. X1.1.2 If bleeding is counted, polished aggregate is not counted in the same area. X1.13 Spalling as used herein is the further breaking of pavement or loss of materials around cracks or joints. X1.1.4 If a crack does not have the same severity level along its entire length, each portion of the crack having a different severity level should be recorded separately. If, however, the different levels of severity in a portion of a crack cannot be easily divided, that portion should be rated at the highest severity level present. X1.1.5 If any distress, including cracking and potholes, is found in a patched area, it is not recorded; its effect on the patch, however, is considered in determining the severity level of the patch. XL1.6 A significant amount of polished aggregate should be present before it is counted. X1.1.7 A distress is said to be raveled if the area surround- ing the distress is broken (sometimes to the extent that pieces are removed). X1.2 The reader should note that the items above are general issues and do not stand alone as inspection criteria. To properly measure each distress type, the inspector must be familiar with its individual measurement criteria. X1.3 Nineteen distress types for asphalt -surfaced pave- ments are listed alphabetically in this manual. RIDE QUALITY XI A Ride quality must be evaluated in order to establish a severity level for the following distress types: X1.4.1 Bumps. X1.4.2 Corrugation. X1.4.3 Railroad crossings. X1.4.4 Shoving. X1.4.5 Swells. X1.4.6 To determine the effect these distresses have on ride quality, the inspector should drive at the normal operating speed and use the following severity -level definitions of ride quality: X1.4.6.1 L—Low. Vehicle vibrations, for example, from corrugation, are noticeable, but no reduction in speed is necessary for comfort or safety. Individual bumps or settle- ments, or both, cause the vehicle to bounce slightly, but create little discomfort. X1.4.6.2 M—Medium. Vehicle vibrations are significant and some reduction in speed is necessary for safety and comfort. Individual bumps or settlements, or both, cause the vehicle to bounce significantly, creating some discomfort. X1.4.6.3 H—High. Vehicle vibrations are so excessive that speed must be reduced considerably for safety and comfort. Individual bumps or settlements, or both, cause the vehicle to bounce excessively, creating substantial discomfort, safety hazard, or high potential vehicle damage. X1.43 The inspector should drive at the posted speed in a sedan that is representative of cars typically seen in local traffic. Pavement sections near stop signs should be rated at a deceleration speed appropriate for the intersection. ALLIGATOR CRACKING (FATIGUE) X1.5 Description —Alligator or fatigue cracking is a series of interconnecting cracks caused by fatigue failure of the asphalt concrete surface under repeated traffic loading. Crack- ing begins at the bottom of the asphalt surface, or stabilized base, where tensile stress and strain are highest under a wheel load. The cracks propagate to the surface initially as a series of parallel longitudinal cracks. After repeated traffic loading, the cracks connect, forming many sided, sharp -angled pieces that develop a pattern resembling chicken wire or the skin of an alligator. The pieces are generally less than 0.5 m (1.5 ft) on the longest side. Alligator cracking occurs only in areas subjected to repeated traffic loading, such as wheel paths. Pattern -type cracking that occurs over an entire area not subjected to loading is called "block cracking," which is not a load - associated distress. X1.5.1 Severity Levels: X1.5.1.1 L—Fine, longitudinal hairline cracks running par- allel to each other with no, or only a few interconnecting cracks. The cracks are not spalled (Fig. X1.1). - 7111 4yi 't t'l 1� Al, 41, #: FIG. X1.1 Low -Severity Alligator Cracking 0 D 6433 — 07 X1.5.1.2 M—Further development of light alligator cracks into a pattern or network of cracks that may be lightly spalled (Fig. X1.2). X1.5.1.3 H—Network or pattern cracking has progressed so that the pieces are well defined and spalled at the edges. Some of the pieces may rock under traffic (Fig. X1.3). X1.5.2 How to Measure —Alligator cracking is measured in square meters (square feet) of surface area. The major difficulty in measuring this type of distress is that two or three levels of severity often exist within one distressed area. If these portions can be easily distinguished from each other, they should be measured and recorded separately; however, if the different levels of severity cannot be divided easily, the entire area should be rated at the highest severity present. If alligator cracking and rutting occur in the same area, each is recorded separately as its respective severity level. BLEEDING X1.6 Description —Bleeding is a film of bituminous mate- rial on the pavement surface that creates a shiny, glasslike, reflecting surface that usually becomes quite sticky. Bleeding is caused by excessive amounts of asphaltic cement or tars in the mix, excess application of a bituminous sealant, or low air void content, or a combination thereof. It occurs when asphalt fills the voids of the mix during hot weather and then expands onto the pavement surface. Since the bleeding process in not reversible during cold weather, asphalt or tar will accumulate on the surface. X1.6.1 Severity Levels: X1.6.1.1 L—Bleeding only has occurred to a very slight degree and is noticeable only during a few days of the year. Asphalt does not stick to shoes or vehicles (Fig. XIA). X1.6.1.2 M—Bleeding has occurred to the extent that asphalt sticks to shoes and vehicles during only a few weeks of the year (Fig. X1.5). X1.6.1.3 H—Bleeding has occurred extensively and consid- erable asphalt sticks to shoes and vehicles during at least several weeks of the year (Fig. X 1.6). X1.6.2 How to Measure —Bleeding is measured in square meters (square feet) of surface area. If bleeding is counted, polished aggregate should not be counted. FIG. X1.2 Medium -Severity Alligator Cracking FIG. X1.3 High -Severity Alligator Cracking FIG. X1.4 Low -Severity Bleeding FIG. X1.5 Medium -Severity Bleeding BLOCK CRACKING X1.7 Description —Block cracks are interconnected cracks that divide the pavement into approximately rectangular pieces. The blocks may range in size from approximately 0.3 by 0.3 m (1 by 1 ft) to 3 by 3 m (10 by 10 ft). Block cracking is caused mainly by shrinkage of the asphalt concrete and daily 12 0 D 6433 — 07 FIG. X1.6 High -Severity Bleeding temperature cycling, which results in daily stress/strain cy- cling. It is not load -associated. Block cracking usually indi- cates that the asphalt has hardened significantly. Block crack- ing normally occurs over a large portion of the pavement area, but sometimes will occur only in nontraffic areas. This type of distress differs from alligator cracking in that alligator cracks form smaller, many-sided pieces with sharp angles. Also, unlike block, alligator cracks are caused by repeated traffic loadings, and therefore, are found only in traffic areas, that is, wheel paths. X1.7.1 Severity Levels: X 1.7.1.1 L—Blocks are defined by low-severity3 cracks (Fig. X1.7). J a See definitions of longitudinal transverse cracking within Appendix X2.10. FIG. X1.7 Low -Severity Block Cracking 13 X1.7.1.2 M—Blocks are defined by medium-severity3 cracks (Fig. X1.8). X1.7.1.3 H—Blocks are defined by high_severity' cracks (Fig. X1.9). X1.7.2 How to Measure —Block cracking is measured in mz (ft) of surface area. It usually occurs at one severity level in a given pavement section; however, if areas of different severity levels can be distinguished easily from one another, they should be measured and recorded separately. BUMPS AND SAGS X1.8 Description: X1.8.1 Bumps are small, localized, upward displacements of the pavement surface. They are different from shoves in that shoves are caused by unstable pavement. Bumps, on the other hand, can be caused by several factors, including: X1.8.1.1 Buckling or bulging of underlying PCC slabs in AC overlay over PCC pavement. X1.8.1.2 Frost heave (ice, lens growth). X1.8.1.3 Infiltration and buildup of material in a crack in combination with traffic loading (sometimes called "tenting"). X1.8.1.4 Sags are small, abrupt, downward displacements of the pavement surface. If bumps appear in a pattern perpen- dicular to traffic flow and are spaced at less than 3 m (10 ft), the distress is called corrugation. Distortion and displacement that occur over large areas of the pavement surface, causing large or long dips, or both, in the pavement should be recorded as" swelling." X1.8.2 Severity Levels: X1.8.2.1 L—Bump or sag causes low -severity ride quality (Fig. X1.10). X1.8.2.2 M—Bump or sag causes medium -severity ride quality (Fig. X 1.11). X1.8.2.3 H—Bump or sag causes high -severity ride quality (Fig. X1.12). X1.8.3 How to Measure —Bumps or sags are measured in linear meters (feet). If the bump occurs in combination with a crack, the crack also is recorded. - � T FIG. X1.8 Medium -Severity Block Cracking 0 D 6433 — 07 FIG, X1.9 High -Severity Block Cracking FIG. X1.10 Low -Severity Bumps and Sags FIG. X1.11 Medium -Severity Bumps and Sags CORRUGATION X1.9 Description —Corrugation, also known as "wash - boarding", is a series of closely spaced ridges and valleys (ripples) occurring at fairly regular intervals, usually less than 3 m (10 ft) along the pavement. The ridges are perpendicular to FIG. X1.12 High -Severity Bumps and Sags the traffic direction. This type of distress usually is caused by traffic action combined with an unstable pavement surface or base. X1.9.1 Severity Levels: X1.9.1.1 L—Corrugation produces low -severity ride qual- ity (Fig. X1.13). X1.9.1.2 M—Corrugation produces medium -severity ride quality (Fig. X1.14). X1.9.1.3 H—Corrugation produces high -severity ride qual- ity (Fig. X1.15). X1.9.2 How to Measure —Corrugation is measured in square meters (square feet) of surface area. DEPRESSION X1.10 Description —Depressions are localized pavement surface areas with elevations slightly lower than those of the surrounding pavement. In many instances, light depressions are not noticeable until after a rain, when ponding water creates a "birdbath" area; on dry pavement, depressions can be spotted by looking for stains caused by ponding water. Depressions are created by settlement of the foundation soil or are a result of FIG. X1.13 Low -Severity Corrugation 14 D 6433 — 07 FIG. X1.14 Medium -Severity Corrugation IF, FIG. X1.15 High -Severity Corrugation improper construction. Depressions cause some roughness, and when deep enough or filled with water, can cause hydroplan- ing. X1.10.1 Severity Levels (Maximum Depth of Depression): X1.10.1.1 L-13 to 25 mm ('/2 to 1 in.) (Fig. X1.16). X1.10.1.2 M-25 to 50 mm (1 to 2 in.) (Fig. X1.17). FIG. X1.16 Low -Severity Depression FIG. X1.17 Medium -Severity Depression X1.10.1.3 H—Mare than 50 mm (2 in.) (Fig. X1.18). X1.10.2 How to Measure —Depressions are measured in square meters (square feet) of surface area. EDGE CRACKING X1.11 Description —Edge cracks are parallel to and usually within 0.3 to 0.5 m (I to 1.5 ft) of the outer edge of the pavement. This distress is accelerated by traffic loading and can be caused by frost -weakened base or subgrade near the edge of the pavement. The area between the crack and pavement edge is classified as raveled if it is broken up (sometimes to the extent that pieces are removed). X1.11.1 Severity Levels: Xl .11.1.1 L—Low or medium cracking with no breakup or raveling (Fig. X1.19). X1.11.1.2 M—Medium cracks with some breakup and rav- eling (Fig. X 1.20). X1.11.1.3 H—Considerable breakup or raveling along the edge (Fig. X1.21). X1.11.2 How to Measure —Edge cracking is measure in linear meters (feet). A .a FIG. X1.18 High -Severity Depression 15 D 6433 — 07 mainly by thermal- or moisture -induced movement of the PCC slab beneath the AC surface. This distress is not load -related; however, traffic loading may cause a breakdown of the AC w P r r '' surface near the crack. If the pavement is fragmented along a c ;Y crack, the crack is said to be spalled. A knowledge of slab # rt *T '� is-'•i ` t3 Z - dimension beneath the AC surface will help to identify these M � distresses. X1.12.1 Severity Levels: X1.12.1.1 L—One of the following conditions exists (Fig. X1.22): Nonfilled crack width is less than 10 mm (3/8 in.), or filled crack of any width (filler in satisfactory condition). - X1.12.1.2 M—One of the following conditions exists (Fig. • X1.23): Nonfilled crack width is greater than or equal to 10 4 mm (3/8 in.) and less than 75 mm (3 in.); nonfilled crack less than or equal to 75 mm (3 in.) surrounded by light secondary FIG. X1.19 Low -Severity Edge Cracking cracking; or, filled crack of any width surrounded by light �_*v 41.- �, i FIG. X1.20 Medium -Severity Edge Cracking FIG. X1.21 High -Severity Edge Cracking JOINT REFLECTION CRACKING (From Longitudinal and Transverse PCC Slabs) X1.12 Description —This distress occurs only on asphalt - surfaced pavements that have been laid over a PCC slab. It does not include reflection cracks from any other type of base, that is, cement- or lime -stabilized; these cracks are caused secondary cracking. X1.12.1.3 H—One of the following conditions exists (Fig. X1.24): Any crack filled or nonfilled surrounded by medium - or high -severity secondary cracking; nonfilled cracks greater than 75 mm (3 in.); or, a crack of any width where approxi- mately 100 mm (4 in.) of pavement around the crack are severely raveled or broken, X1.12.2 How to Measure —Joint reflection cracking is mea- sured in linear meters (feet). The length and severity level of each crack should be identified and recorded separately. For example, a crack that is 15 m (50 ft) long may have 3 m (10 ft) of high severity cracks, which are all recorded separately. If a bump occurs at the reflection crack, it is recorded also. LANE/SHOULDER DROP-OFF X1.13 Description—Lane/shoulder drop-off is a difference in elevation between the pavement edge and the shoulder. This distress is caused by shoulder erosion, shoulder settlement, or by building up the roadway without adjusting the shoulder level. X1.13.1 Severity Levels: X1.13.1.1 L—The difference in elevation between the pave- ment edge and shoulder is > 25 mm (1 in.) and< 50 mm (2 in.) (Fig. X1.25). FIG. X1.22 Low -Severity Joint Reflection Cracking 16 0 D 6433 — 07 FIG. X1.23 Medium -Severity Joint Reflection Cracking FIG. X1.24 High -Severity Joint Reflection Cracking X1.13.1.2 M—The difference in elevation is > 50 mm (2 in.) and < 100 mm (4 in.) (Fig. X1.26). X1.13.1.3 H—The difference in elevation is > 100 mm (4 in.) (Fig. X1.27). X1.13.2 How to Measure—Lane/shoulder drop-off is mea- sured in linear meters (feet). LONGITUDINAL AND TRANSVERSE CRACKING (Non-PCC Slab Joint Reflective) X1.14 Description: FIG. X1.25 Low -Severity Lane/Shoulder Drop -Off FIG. X1.26 Medium -Severity Lane/Shoulder Drop -Off FIG. X1.27 High -Severity Lane/Shoulder Drop -Off X1.14.1 Longitudinal cracks are parallel to the pavement's centerline or laydown direction. They may be caused by: X1.14.1.1 A poorly constructed paving lane joint. X1.14.1.2 Shrinkage of the AC surface due to low tempera- tures or hardening of the asphalt, or daily temperature cycling, or both. 17 * D 6433 — 07 X1.14.1.3 A reflective crack caused by cracking beneath the surface course, including cracks in PCC slabs, but not PCC joints. X1.14.1.4 Transverse cracks extend across the pavement at approximately right angles to the pavement centerline or direction of laydown. These types of cracks are not usually load -associated. X1,14.2 Severity Levels: X1.14.2.1 L—One of the following conditions exists (Fig. X 1.28): nonfilled crack width is less than 10 mm (3/8 in.), or filled crack of any width (filler in satisfactory condition). X1.14.2.2 M—One of the following conditions exists (Fig. X1.29): nonfilled crack width is greater than or equal to 10 mm and less than 75 mm (3/s to 3 in.); nonfilled crack is less than or equal to 75 mm (3 in.) surrounded by Iight and random cracking; or, filled crack is of any width surrounded by light random cracking. X1.14.2.3 H—One of the following conditions exists (Fig. X1.30): any crack filled or nonfilled surrounded by medium- or high -severity random cracking; nonfilled crack greater than 75 m (3 in.); or, a crack of any width where approximately 100 mm (4 in.) of pavement around the crack is severely broken. X1.14,3 How to Measure —Longitudinal and transverse cracks are measured in linear meters (feet). The length and severity of each crack should be recorded. If the crack does not have the same severity level along its entire length, each portion of the crack having a different severity level should be recorded separately. PATCHING AND UTILITY CUT PATCHING X1.15 Description —A patch is an area of pavement that has been replaced with new material to repair the existing pave- ment. A patch is considered a defect no matter how well it is performing (a patched area or adjacent area usually does not perform as well as an original pavement section). Generally, some roughness is associated with this distress. X1.15.1 Severity Levels: X1.15.1.1 L—Patch is in good condition and satisfactory. Ride quality is rated as low severity or better (Fig. X 1.31). X 1.15.1.2 M—Patch is moderately deteriorated, or ride quality is rated as medium severity, or both (Fig. X1.32). FIG. X1.28 Low -Severity Longitudinal and Transverse Cracking FIG. X1.29 Medium -Severity Longitudinal and Transverse Cracking FIG. X1.30 High -Severity Longitudinal and Transverse Cracking FIG. X1.31 Low -Severity Patching and Utility Cut Patching X1.15.1.3 H—Patch is badly deteriorated, or ride quality is rated as high severity, or both; needs replacement soon (Fig. X 1.33). X1.15.2 How to Measure —Patching is rated in ft2 of surface area; however, if a single patch has areas of differing 18 & D 6433 — 07 FIG. X1.32 Medium -Severity Patching and Utility Cut Patching z ' F FIG. X1.33 High -Severity Patching and Utility Cut Patching severity, these areas should be measured and recorded sepa- rately. For example, a 2.5 m2 (27.0 ft) patch may have 1 mz (11 ft2) of medium severity and 1.5 m2 (16 ft2) of low severity. These areas would be recorded separately. Any distress found in a patched area will not be recorded; however, its effect on the patch will be considered when determining the patch's severity level. No other distresses, for example, are recorded within a patch. Even if the patch material is shoving or cracking, the area is rated only as a patch. If a large amount of pavement has been replaced, it should not be recorded as a patch but considered as new pavement, for example, replace- ment of a complete intersection. POLISHED AGGREGATE X1.16 Description —This distress is caused by repeated traffic applications. Polished aggregate is present when close examination of a pavement reveals that the portion of aggre- gate extending above the asphalt is either very small, or there are no rough or angular aggregate particles to provide good skid resistance. When the aggregate in the surface becomes smooth to the touch, adhesion with vehicle tires is considerably reduced. When the portion of aggregate extending above the surface is small, the pavement texture does not significantly contribute to reducing vehicle speed. Polished aggregate should be counted when close examination reveals that the aggregate extending above the asphalt is negligible, and the surface aggregate is smooth to the touch. This type of distress is indicated when the number on a skid resistance test is low or has dropped significantly from a previous rating. X1.16.1 Severity Levels —No degrees of severity are de- fined; however, the degree of polishing should be clearly evident in the sample unit in that the aggregate surface should be smooth to the touch (Fig. X1.34). X1.16.2 How to Measure —Polished aggregate is measured in square meters (square feet) of surface area. If bleeding is counted, polished aggregate should not be counted. POTHOLES X1.17 Description —Potholes are small —usually less than 750 mm (30 in.) in diameter —bowl -shaped depressions in the pavement surface. They generally have sharp edges and vertical sides near the top of the hole. When holes are created by high -severity alligator cracking, they should be identified as potholes, not as weathering. X1.17.1 Severity Levels: X1.17.1.1 The levels of severity for potholes less than 750 mm (30 in.) in diameter are based on both the diameter and the depth of the pothole, according to Table X1.1. X1.17.1.2 If the pothole is more than 750 mm (30 in.) in diameter, the area should be determined in square feet and divided by 0.5 m2 (5.5 fC) find the equivalent number of holes. If the depth is 25 mm (1 in.) or less, the holes are considered medium -severity. If the depth is more than 25 mm (1 in.), they are considered high -severity (Figs. X1.35-X1.37). X 1.17.2 How to Measure —Potholes are measured by count- ing the number that are low-, medium-, and high -severity and recording them separately. RAILROAD CROSSING X1.18 Description —Railroad crossing defects are depres- sions or bumps around, or between tracks, or both. X1.18.1 Severity Levels: FIG. X1.34 Polished Aggregate 19 & D 6433 — 07 TABLE X1.1 Levels of Severity for Potholes Average Diameter (mm) (in.) Maximum Depth of 100 to 200 mm 200 to 450 mm 450 to 750 mm Pothole (4 to 8 in.) (8 to 18 in,) (18 to 30 in.) 13 to s25 mm L L M (1h to 1 in.) >25 and -50 mm L M H (1 to 2 in.) >50 mm M M H (2 in.) FIG. X1.35 Low -Severity Pothole FIG. X1.36 Medium -Severity Pothole X1.18.1.1 L—Railroad crossing causes low -severity ride quality (Fig. X1.38). X1.18.1.2 M—Railroad crossing causes medium -severity ride quality (Fig. X1.39). X1.18.1.3 H—Railroad crossing causes high -severity ride quality (Fig. X1.40). X1.18.2 How to Measure —The area of the crossing is measured in square meters (square feet) of surface area. If the crossing does not affect ride quality, it should not be counted. Any large bump created by the tracks should be counted as part of the crossing. FIG. X1.37 High -Severity Pothole Mni4'APILZ.1_ FIG. X1.38 Low -Severity Railroad Crossing FIG. X1.39 Medium -Severity Railroad Crossing RUTTING X1.19 Description —A rut is a surface depression in the wheel paths. Pavement uplift may occur along the sides of the rut, but, in many instances, ruts are noticeable only after a 20 * D 6433 — 07 FIG. X1.40 High -Severity Railroad Crossing rainfall when the paths are filled with water. Rutting stems from a permanent deformation in any of the pavement layers or subgrades, usually caused by consolidated or lateral movement of the materials due to traffic load. X1.19.1 Severity Levels (Mean Rut Depth): X1.19.1.1 L-6 to 13 mm (1/4 to r/2 in.) (Fig. X1.41). X1.19.1.2 M—>13 to 25 mm (>�/2 to 1 in.) (Fig. X1.42). X1.19.1.3 H—>25 mm (>1 in.) (Fig. X1.43). X1.19.2 How to Measure —Rutting is measured in square meters (square feet) of surface area, and its severity is determined by the mean depth of the rut (see X1.19.1.1- X1.19.1.3). The mean rut depth is calculated by laying a straight edge across the rut, measuring its depth, then using measurements taken along the length of the rut to compute its mean depth in millimeters. SHOVING X1,20 Description: X1.20.1 Shoving is a permanent, longitudinal displacement of a localized area of the pavement surface caused by traffic loading. When traffic pushes against the pavement, it produces a short, abrupt wave in the pavement surface. This distress FIG. X1.41 Low -Severity Rutting FIG. X1.42 Medium -Severity Rutting FIG. X1.43 High -Severity Rutting normally occurs only in unstable liquid asphalt mix (cutback or emulsion) pavements. X1.20.2 Shoves also occur where asphalt pavements abut PCC pavements. The PCC pavements increase in length and push the asphalt pavement, causing the shoving. X1.20.3 Severity Levels: X1.20.3.1 L—Shove causes low -severity ride quality (Fig. X 1.44). X1.20.3.2 M—Shove causes medium -severity ride quality (Fig. X 1.45). X1.20.3.3 H—Shove causes high -severity ride quality (Fig. X 1.46), X1.20.4 How to Measure —Shoves are measured in square meters (feet) of surface area. Shoves occurring in patches are considered in rating the patch, not as a separate distress. SLIPPAGE CRACKING X1.21 Description —Slippage cracks are crescent or half- inoon shaped cracks, usually transverse to the direction of travel. They are produced when braking or turning wheels cause the pavement surface to slide or deform. This distress usually occurs in overlaps when there is a poor bond between the surface and the next layer of the pavement structure. 21 FIG. X1.44 Low -Severity Shoving FIG. X1.45 Medium -Severity Shoving FIG. X1.46 High -Severity Shoving X1.21.1 Severity Level: X1.21.1.1 L—Average crack width is < 10 mm (3/s in.) (Fig, X 1.47). X1.21.1.2 M—One of the following conditions exists (Fig. X 1.48): average crack width is > 10 and < 40 mm (? 3/8 and< FIG. X1.48 Medium -Severity Slippage Cracking 1-'/z in,); or the area around the crack is moderately spalled, or surrounded with secondary cracks. X1.21.1.3 H—One of the following conditions exists (Fig. X1.49): the average crack width is > 40 mm in.) or the area around the crack is broken into easily removed pieces. FIG. X1.49 High -Severity Slippage Cracking 22 D 6433 — 07 X1.21.2 How to Measure —The area associated with a given slippage crack is measured in square meters (square feet) and rated according to the highest level of severity in the area. SWELL X1.22 Description —Swell is characterized by an upward bulge in the pavement's surface, a long, gradual wave more than 3 m (10 ft) long (Fig. X1.50). Swelling can be accompa- nied by surface cracking. This distress usually is caused by frost action in the subgrade or by swelling soil. X 1.22.1 Severity Level: X1.22.1.1 L—Swell causes low -severity ride quality. Low - severity swells are not always easy to see but can be detected by driving at the speed limit over the pavement section. An upward motion will occur at the swell if it is present. X1.22.1.2 M—Swell causes medium -severity ride quality. X1.22.1.3 H—Swell causes high -severity ride quality. X1.22.2 How to Measure —The surface area of the swell is measured in square meters (square feet). WEATHERING AND RAVELING X1.23 Description —Weathering and raveling are the wear- ing away of the pavement surface due to a loss of asphalt or tar binder and dislodged aggregate particles. These distresses indicate that either the asphalt binder has hardened appreciably or that a poor -quality mixture is present. In addition, raveling may be caused by certain types of traffic, for example, tracked vehicles. Softening of the surface and dislodging of the aggregates due to oil spillage also are included under raveling. X1.23.1 Severity Levels: X 1.23.1.1 L—Aggregate or binder has started to wear away. In some areas, the surface is starting to pit (Fig. X1.51). In the case of oil spillage, the oil stain can be seen, but the surface is hard and cannot be penetrated with a coin. X1.23.1.2 M—Aggregate or binder has worn away. The surface texture is moderately rough and pitted (Fig. X1.52). In the case of oil spillage, the surface is soft and can be penetrated with a coin. FIG. X1.50 Example Swell. Severity level is based on ride quality criteria. FIG. X1.51 Low -Severity Weathering and Raveling FIG.. X1.52 Medium -Severity Weathering and Raveling X1.23.1.3 H—Aggregate or binder has been worn away considerably. The surface texture is very rough and severely pitted. The pitted areas are less than 10 mm (4 in.) in diameter and less than 13 mm ('/z in.) deep (Fig. X1.53); pitted areas larger than this are counted as potholes. In the case of oil FIG. X1.53 High -Severity Weathering and Raveling 23 & D 6433 - 07 spillage, the asphalt binder has lost its binding effect and the X1.23.2 How to Measure —Weathering and raveling are aggregate has become loose. measured in square meters (square feet) of surface area. X2. DISTRESS IN JOINTED CONCRETE PAVEMENTS X2.1 This Appendix lists alphabetically 19 distress types for jointed concrete pavements. Distress definitions apply to both plain and reinforced jointed concrete pavements, with the exception of linear cracking distress, which is defined sepa- rately for plain and reinforced jointed concrete. X2.1.1 During the field condition surveys and validation of the PCI, several questions often are asked about the identifi- cation and counted method of some of the distresses. Answers to these questions are included under the heading "How to Count." For convenience, however, the most frequently raised issues are addressed below. X2.1.1.1 Faulting is counted only at joints. Faulting associ- ated with cracks is not counted separately since it is incorpo- rated into the severity -level definitions of cracks. Crack defi- nitions are also used in defining corner breaks and divided slabs. X2.1.1.2 Joint seal damage is not counted on a slab -by -slab basis. instead, a severity level is assigned based on the overall condition of the joint seal in the area. X2.1.1.3 Cracks in reinforced concrete slabs that are less than 1/8 in. wide are counted as shrinkage cracks. Shrinkage cracks should not be counted to determine if the slab is broken into four or more pieces. X2.1.1.4 Low -severity scaling, that is, crazing, should only be counted if there is evidence that future scaling is likely to occur. X2.1.2 The user should note that the items above are general issues and do not stand alone as inspection criteria. To measure each distress type properly, the inspector must be familiar with the individual distress criteria. X2.2 Ride Quality: X2.2.1 Ride quality must be evaluated in order to establish a severity level for the following distress types: X2.2.1.1 Blowup/buckling. X2.2.1.2 Railroad crossings. X2.2.2 To determine the effect these distresses have on ride quality, the inspector should drive at the normal operating speed and use the following severity -level definitions of ride quality: X2.2.2.1 L—Low. Vehicle vibrations, for example, from corrugation, are noticeable, but no reduction in speed is necessary for comfort or safety, or individual bumps or settlements, or both, cause the vehicle to bounce slightly but create little discomfort. X2.2.2.2 M—Medium. Vehicle vibrations are significant and some reduction in speed is necessary for safety and comfort, or individual bumps or settlements cause the vehicle to bounce significantly, or both, creating some discomfort. X2.2.2.3 H—High. Vehicle vibrations are so excessive that speed must be reduced considerably for safety and comfort, or individual bumps or settlements, or both, cause the vehicle to bounce excessively, creating substantial discomfort, a safety hazard, or high potential vehicle damage, or a combination thereof. X2.2.3 The inspector should drive at the posted speed in a sedan that is representative of cars typically seen in local traffic. Pavement sections near stop signs should be rated at a deceleration speed appropriate for the intersection. BLOWUPBUCKLING X2.3 Description —Blowups or buckles occur in hot weather, usually at a transverse crack or joint that is not wide enough to permit slab expansion. The insufficient width usually is caused by infiltration of incompressible materials into the joint space. When expansion cannot relieve enough pressure, a localized upward movement of the slab edges (buckling) or shattering will occur in the vicinity of the joint. Blowups also can occur at utility cuts and drainage inlets. X2.3.1 Severity Levels: X2.3.1.1 L—Buckling or shattering causes low -severity ride quality (Fig. X2.1). X2.3.1.2 M—Buckling or shattering causes medium - severity ride quality (Fig. X2.2). X2.3.1.3 H—Buckling or shattering causes high -severity ride quality (Fig. X2.3). X2.3.2 How to Count —At a crack, a blowup is counted as being in one slab; however, if the blowup occurs at a joint and affects two slabs, the distress should be recorded as occurring in two slabs. When a blowup renders the pavement impassable, it should be repaired immediately. CORNER BREAK X2.4 Description —A corner break is a crack that intersects the joints at a distance less than or equal to one-half the slab length on both sides, measured from the corner of the slab. For ' -. __ ..�• _ '�. � -•sae+ FIG. X2.1 Low Severity Blowup/Buckling 24 D 6433 — 07 FIG. X2.2 Medium Severity Blowup/Buckling FIG. X2.3 High -Severity Blowup/Buckling example, a slab measuring 3.5 by 6.0 m (IL5 by 20.0 ft) that has a crack 1.5 m (5 ft) on one side and 3.5 m (11.5 ft) on the other side is not considered a corner break; it is a diagonal crack. However, a crack that intersects 0.5 m (4 ft) on one side and 2.5 m (8 ft) on the other is considered a corner break. A corner break differs from a corner spall in that the crack extends vertically through the entire slab thickness, whereas a corner spall intersects the joint at an angle. Load repetition combined with loss of support and curling stresses usually cause corner breaks. X2.4.1 Severity Levels— X2.4.1.1 L—Break is defined by a low-severity4 crack. A Iow severity crack is < 13 mm (1/2 in.), cracks of any width with satisfactory filler; no faulting. The area between the break and the joints is not cracked or may be lightly cracked (Fig. X2.4). X2.4.1.2 M Break is defined by a medium -severity' crack, or the area between the break and the joints, or both, has a medium crack. A medium severity crack is a nonfilled crack > 13 mm and < 50 mm (>�/2 in. and < 2 in.), a nonfilled crack < ° The above crack severity definitions are For nonreinforced slabs. For reinforced slabs, see linear cracking. r � .S f" 1 f. FIG. X2.4 Low -Severity Corner Break 50 mm (2 in.) with faulting < 10 mm (3/8 in.), or a any filled crack with faulting < 10 mm (3/8 in.) (Fig. X2.5). X2.4.1.3 H—Break is defined by a high-severity4 crack, or the area between the break and the joints, or both, is highly cracked. A high severity crack is a nonfilled crack >50 mm (2 in.) wide, or any filled or nonfilled crack with faulting >10 mm (3/8 in.) (Fig. X2.6). X2.4.2 How to Count —Distressed slab is recorded as one slab if it: X2.4.2.1 A single corner break. X2.4.2.2 More than one break of a particular severity. X2.4.2.3 Two or more breaks of different severities. For two or more breaks, the highest level of severity should be recorded. For example, a slab containing both low- and medium -severity corner breaks should be counted as one slab with a medium corner break. t f FIG. X2.5 Medium -Severity Corner Break 25 0 D 6433 — 07 FIG. X2.6 High -Severity Corner Break DIVIDED SLAB X2.5 Description —Slab is divided by cracks into four or more pieces due to overloading, or inadequate support, or both. If all pieces or cracks are contained within a corner break, the distress is categorized as a severe corner break. X2.5.1 Severity Levels —Table X2.1 lists severity levels for divided slabs. Examples are shown in Figs. X2.7-X2.9. X2.5.2 How to Count —If the divided slab is medium- or high -severity, no other distress is counted for that slab. DURABILITY ("D") CRACKING X2.6 Description—"D" cracking is caused by freeze -thaw expansion of the large aggregate, which, over time, gradually breaks down the concrete. This distress usually appears as a pattern of cracks running parallel and close to a joint or linear crack. Since the concrete becomes saturated near joints and cracks, a dark -colored deposit can usually be found around fine" D" cracks. This type of distress may eventually lead to disintegration of the entire slab. X2.6.1 Severity Levels: X2.6.1.1 L—"D" cracks cover less than 15 % of slab area. Most of the cracks are tight, but a few pieces may be loose and or missing (Fig. X2.10). X2.6.1.2 M—One of the following conditions exists (Fig. X2.11): "D" cracks cover less than 15 % of the area and most of the pieces are loose and or missing, or "D" cracks cover more than 15 % of the area. Most of the cracks are tight, but a few pieces may be loose and or missing. X2.6.1.3 H—"D" cracks cover more than 15 % of the area and most of the pieces have come out or could be removed easily (Fig. X2.12). TABLE X2.1 Levels of Severity for Faulting Severity Level Difference of Elevation L >3 and <10 mm (>'/e and <3/e in.) M >10 and <20 mm (>3/a and <3/4 in.) H >20 mm (>3/a in.) f FIG. X2.7 Low -Severity Divided Slab FIG. X2.8 Medium -Severity Divided Slab L A --"--„r.9 l FIG. X2.9 High -Severity Divided Slab X2.6.2 How to Count --When the distress is located and rated at one severity, it is counted as one slab. If more than one severity level exists, the slab is counted as having the higher severity distress. For example, if low and medium "D" cracking are on the same slab, the slab is counted as medium - severity cracking only. 26 FIG. X2.10 Low -Severity Durability Cracking FIG. X2.11 Medium -Severity Durability Cracking L � FIG. X2.12 High -Severity Durability Cracking FAULTING X2.7 Description: 0 D 6433 — 07 X2.7.1 Faulting is the difference in elevation across a joint. Some common causes of faulting are as follows: X2.7.1.1 Settlement because of soft foundation. X2.7.1.2 Pumping or eroding of material from under the slab. X2.7.1.3 Curling of the slab edges due to temperature and moisture changes. X2.7.2 Severity Levels —Severity levels are defined by the difference in elevation across the joint as indicated in Table X2.2. Figs. X2.13-X2.15 show examples of the different severity Ivels, X2.7.3 How to Count —Faulting across a joint is counted as one slab. Only affected slabs are counted. Faults across a crack are not counted as distress but are considered when defining crack severity, JOINT SEAL DAMAGE X2.8 Description: X2.8.1 Joint seal damage is any condition that enables soil or rocks to accumulate in the joints or allows significant water infiltration. Accumulation of incompressible materials prevents the slab from expanding and may result in buckling, shattering, or spalling. A pliable joint filler bonded to the edges of the slabs protects the joints from material accumulation and prevents water from seeping down and softening the founda- tion supporting the slab. Typical types of joint seal damage are as follows: X2.8.1.1 Stripping of joint sealant. X2.8.1.2 Extrusion of joint sealant. X2.8.1.3 Weed growth. X2.8.1.4 Hardening of the filler (oxidation). X2.8.1.5 Loss of bond to the slab edges. X2.8.1.6 Lack or absence of sealant in the joint. X2.8.2 Severity Levels: X2.8.2.1 L—Joint sealant is in generally good condition throughout section (Fig. X2.16). Sealant is performing well, with only minor damage (see X2.8.1.1-X2.8.1.6). Joint seal damage is at low severity if a few of the joints have sealer, which has debonded from, but is still in contact with, the joint edge. This condition exists if a knife blade can be inserted between sealer and joint face without resistance. X2.8.2.2 M—Joint sealant is in generally fair condition over the entire section, with one or more of the above types of damage occurring to a moderate degree. Sealant needs replace- ment within two years (Fig. X2.17). Joint seal damage is at medium severity if a few of the joints have any of the following conditions: joint sealer is in place, but water access is possible through visible openings no more than 3 mm (lls in.) wide. If a knife blade cannot be inserted easily between sealer and joint face, this condition does not exist; pumping debris are evident at the joint; joint sealer is oxidized and "lifeless" but pliable (like a rope), and generally fills the joint opening; or, vegeta- tion in the joint is obvious but does not obscure the joint opening. TABLE X2.2 Levels of Severity for Punchouts Severity of the Majority of Number of Pieces Cracks 2 to 3 4 to 5 >5 L L L M M L M H H M H H 27 * D 6433 — 07 ` ". ... FIG. X2.13 Low -Severity Faulting FIG. X2.14 Medium -Severity Faulting FIG. X2.15 High -Severity Faulting FIG. X2.16 Low -Severity Joint Seal Damage dp FIG. X2.17 Medium -Severity Joint Seal Damage �.y lam: "-.�A.irr•'•tL -c '�.�F�MJii'. �: �^�'��at FIG. X2.18 High -Severity Joint Seal Damage X2.8.3 How to Count —Joint seal damage is no( counted on X2.8.2.3 H—Joint sealant is in generally poor condition a slab -by -slab basis but is rated based on the overall condition over the entire section, with one or more of the above types of of the sealant over the entire area. damage occurring to a severe degree. Sealant needs immediate replacement (Fig. X2.18). Joint seal damage is at high severity LANE/SHOULDER DROP-OFF if 10 % or more of the joint sealer exceeds limiting criteria listed above or if 10 % or more of sealer is missing. X2.9 Description—Lane/shoulder drop-off is the difference 28 D 6433 — 07 between the settlement or erosion of the shoulder and the pavement travel -lane edge. The elevation difference can be a safety hazard, and it also can cause increased water infiltration. X2.9.1 Severity Levels: X2.9.1.1 L—The difference between the pavement edge and shoulder is >25 and 15�50 mm (>1 and <2 in.) (Fig. X2.19). X2.9.1.2 M—The difference in elevation is >50 and f:-:100 mm (>2 and <4 in.) (Fig. X2.20). X2.9.1.3 H—The difference in elevation is >100 mm (>4 in.) (Fig. X2.21). X2.9.2 How to Count —The mean lane/shoulder drop-off is computed by averaging the maximum and minimum drop along the slab. Each slab exhibiting distress is measured separately and counted as one slab with the appropriate severity level. LINEAR CRACKING (Longitudinal, Transverse, and Diagonal Cracks) L X2.10 Description —These cracks, which divide the slab into two or three pieces, usually are caused by a combination of repeated traffic loading, thermal gradient curling, and repeated moisture loading. (Slabs divided into four or more pieces are counted as divided slabs.) Hairline cracks that are only a few feet long and do not extend across the entire slab, are counted as shrinkage cracks. L X2.10.1 Severity Levels (Nonreinforced Slabs): X2.10.1.1 L—Nonfilled4 cracks 15 13 mm (< 1/2 in.) or filled cracks of any width with the filler in satisfactory condition. No faulting exists (Fig. X2.22). X2.10.1.2 M—One of the following conditions exists: non - filled crack with a width >13 and <50 mm (>lh and 15; 2 in.); f nonfilled crack of any width � 50 mm (2 in.) with faulting of <10 mm (3/8 in.), or filled crack of any width with faulting <10 mm (3/s in.) (Fig. X2.23). X2.10.1.3 H—One of the following conditions exists: non - filled crack with a width >50 mm (2 in.), or filled or nonfilled crack of any width with faulting >10 mm (3/s in.) (Fig. X2.24). X2.10.2 Reinforced Slabs: X2.10.2.1 L—Nonfilled cracks >_ 3 and < 25 mm (? 1/8 to < 1 in.) wide; filled crack of any width with the filler in satisfactory condition. No faulting exists. FIG. X2.19 Low -Severity Lane/Shoulder Drop -Off FIG. X2.20 Medium -Severity Lane/Shoulder Drop -Off FIG. X2.21 High -Severity Lane/Shoulder Drop -Off X2.10.2.2 M—One of the following conditions exists: non - filled cracks with a width >_ 25 and < 75 mm (:=: 1 and < 3 in.) and no faulting; nonfilled crack of any width < 75 mm (3 in.) with < 10 mm (3/8 in.) of faulting, or filled crack of any width with 15 10 mm (3/s in.) faulting. X2.10.2.3 H—Once of the following conditions exists: nonfilled crack >75 mm (3 in.) wide, or filled or nonfilled crack of any width with faulting >10 mm (3/8 in.). X2.10.3 How to Count —One the severity has been identi- fied, the distress is recorded as one slab. If two medium severity cracks are within one slab, the slab is counted as 29 * D 6433 - 07 JL v J FIG. X2.23 Medium -Severity Linear Cracking FIG. X2.22 Low -Severity Linear Cracking having one high -severity crack. Slabs divided into four or more pieces are counted as divided slabs. In reinforced slabs, cracks <3 mm ('/s in.) wide are counted as shrinkage cracks. Slabs longer than 9 m (29.5 ft) are divided into approximately equal length" slabs" having imaginary joints assumed to be in perfect condition. PATCHING, LARGE (MORE THAN OS M2 [5.5 FT21) AND UTILITY CUTS X2.11 Description —A patch is an area where the original pavement has been removed and replaced by filler material. A utility cut is a patch that has replaced the original pavement to allow the installation or maintenance of underground utilities. The severity levels of a utility cut are assessed according to the same criteria as large patching. X2.11.1 Severity Levels: ;.•` L`�, i. Q� F�. ` \ii d� . MOP1 M FIG. X2.24 High -Severity Linear Cracking X2.11.1.1 L—Patch is functioning well, with little or no deterioration (Fig. X2.25). X2.11.1.2 M—Patch is moderately deteriorated, or moder- ate spalling can be seen around the edges, or both. Patch material can be dislodged with considerable effort (Fig. X2.26). X2.11.1.3 H—Patch is badly deteriorated. The extent of the deterioration warrants replacement (Fig. X2.27). X2.11.2 How to Count —If a single slab has one or more patches with the same severity level, it is counted as one slab containing that distress. If a single slab has more than one severity level, it is counted as one slab with the higher severity level. PATCHING, SMALL (LESS THAN 0.5 M2 [5.5 FT21) X2.12 Description —A patch is an area where the original pavement has been removed and replaced by a filler material. X2.12.1 Severity Levels: X2.12,1.1 L—Patch is functioning well with little or no deterioration (Fig. X2.28). X2.12.1.2 M—Patch is moderately deteriorated. Patch ma- terial can be dislodged with considerable effort (Fig. X2.29). FIG. X2.25 Low -Severity Patching, Large and Utility Cuts 30 D 6433 — 07 =1.` FIG. X2.26 Medium -Severity Patching, Large and Utility Cuts ¢Ap �A FIG. X2.27 High -Severity Patching, Large and Utility Cuts FIG. X2.28 Low -Severity Patching, Small X2.12.1.3 H—Patch is badly deteriorated. The extent of deterioration warrants replacement (Fig. X2.30). X2.12.2 How to Count —If a single slab has one or more patches with the same severity level, it is counted as one slab containing that distress. If a single slab has more than one severity level, it is counted as one slab with the higher severity level. FIG. X2.29 Medium -Severity Patching, Small F +� IL r4" _ 1 � 4 FIG. X2.30 High -Severity Patching, Small POLISHED AGGREGATE X2.13 Description —This distress is caused by repeated traffic applications. Polished aggregate is present when close examination of a pavement reveals that the portion of aggre- gate extending above the asphalt is either very small, or there are no rough or angular aggregate particles to provide good skid resistance. X2.13.1 Severity Levels —No degrees of severity are de- fined; however, the degree of polishing should be significant before it is included in the condition survey and rated as a defect (Fig. X231). X2.13.2 How to Count —A slab with polished aggregate is counted as one slab. POPOUTS X2.14 Description —A popout is a small piece of pavement that breaks loose from the surface due to freeze -thaw action, combined with expansive aggregates. Popouts usually range in diameter from approximately 25 to 100 mm (1 to 4 in.) and in depth from 13 to 50 mm ('/z to 2 in.). X2.14.1 Severity Levels —No degrees of severity are de- fined for popouts; however, popouts must be extensive before 31 0 D 6433 — 07 r WA ^tea . Esi7 M1 - FIG. X2.31 Polished Aggregate they are counted as a distress. Average popout density must exceed approximately three popouts/m2 over the entire slab area (Fig. X2.32). X2.14.2 How to Count —The density of the distress must be measured. If there is any doubt that the average is greater than three popouts per square yard, at least three random 1 mz (11 ftz) areas should be checked. When the average is greater than this density, the slab should be counted. PUMPING X2.15 Description —Pumping is the ejection of material from the slab foundation through joints or cracks. This is caused by deflection of the slab with passing loads. As a load moves across the joint between the slabs, water is first forced under the leading slab, and then forced back under the trailing slab. This action erodes and eventually removes soil particles resulting in progressive loss of pavement support. Pumping can be identified by surface stains and evidence of base or subgrade material on the pavement close to joints or cracks. Pumping near joints is caused by poor joint sealer and indicates loss of support; repeated Ioading eventually will produce cracks. Pumping also can occur along the slab edge causing loss of support. 4 r - FIG. X2.32 Popouts X2.15.1 Severity Levels —No degrees of severity are de- fined. It is enough to indicate that pumping exists (Fig. X2.33 and Fig. X2.34). X2.15.2 How to Count —One pumping joint between two slabs is counted as two slabs; however, if the remaining joints around the slab are also pumping, one slab is added per additional pumping joint. PUNCHOUT X2.16 Description —This distress is a localized area of the slab that is broken into pieces. The punchout can take many different shapes and forms, but it is usually defined by a crack and a joint. The distance between the join and the crack or two closely spaced cracks is :!:-� 1.5 m (5 ft) wide. This distress is caused by heavy repeated loads, inadequate slab thickness, loss of foundation support, or a localized concrete construction deficiency, for example, honeycombing. X2.16.1 Severity Levels Table X2.2 lists the severity lev- els for punchouts, and Figs. X2.35-X2.37 show examples. X2,16.2 How to Count —If a slab contains more than one punchout or a punchout and a crack, it is counted as shattered. RAILROAD CROSSING X2.17 Description —Railroad crossing distress is character- ized by depressions or bumps around the tracks. X2.17.1 Severity Levels: X2.17.1.1 L—Railroad crossing causes low -severity ride quality (Fig. X2.38). X2.17.1.2 M—Railroad crossing causes medium -severity ride quality (Fig. X2.39). X2.17.1.3 H—Railroad crossing causes high -severity ride quality (Fig. X2.40). FIG. X2.33 Pumping kyj Edge Cracking (Metric Units) 100 90 80 D e 70 u 60 c I 5o v 40 a u 30 U 20 10 I SEE p. 0.1 1 10 100 Distress Density - Percent FIG. X3.9 Edge Cracking (metric units) int Reflection Cracking Asphalt 8 100 90 80 D e 70 d U 60 c t 50 V 40 a u 30 e 20 10 0 0-1 1 10 0 Distress Density -Percent FIG. X3.10 Joint Reflection Cracking Joint Reflection Cracking (Metric Units) Asphalt 8 too 90 80 D e 70 d u 60 c t 5o V 40 a 30 e 20 10 0 H M L 0.1 1 10 too Distress Density - Percent FIG. X3.11 Joint Reflection Cracking (metric units) 01 D 6433 - 07 Asphalt 7 Lane / Shoulder Drop Off too 90 80 D e 70 d u 60 c t so V 40 a U 30 e 20 39 10 0 Asphalt 9 HM 0.1 1 10 15 10a Distress Density - Percent FIG. X3.12 Lane/Shoulder Drop -Off Lane ! Shoulder Drop Off (Metric Units) Asphalt 9 100 I I III I IIlIII I I I II ll 90I I l l lfl f i I I f 111 I !III I 80 �.�ii , I I 111 I I Itl D e 70 d u 60 c t s0 V 40 a 30 e 20 10- i l ll � 0. 0.1 1 10 100 Distress Density - Percent FIG. X3.13 Lane/Shoulder Drop -Off (metric units) Lan itudinal/Transverse Cracking Asphalt 10 100 90 80 D e 70 d u 60 c t 50 v 40 a I U 30 e 20 10 0 HI 0.1 1 10 too Distress Density - Percent FIG. X3.14 Longitudinal/Transverse Cracking 0 D 6433 — 07 Longitudinal/Transverse Cracking Potholes (Metric Units) Asphalt 10 toc 100 I 1 1 I 1111 I l l 1101 1 1 1 111 I 90 1 90I i I I�{!IYI H B0 6°I I ! I ll1l111 1 d I111. 70 D 1 1 IIII!! I f IlIIIII 1 1 X1 II d ( I l l! I I l! Y 1 'III I I IIII 1 U 60 :' t 543 I ! , 50) 11111111 ! 1 111111 IA 1 11111 a 40 1 I 1111111 ! 1 I11111 I I IIII M I a 40I 30 IIII !III E! I I I I 11' I I ! I a u 30 e III I{ 11 iltll I!! I',il! l i Y f ;. L 20 I 20 ' 101 0 H M Asphalt 13 , of I 1 ; ::" ±';e,li I I I111111 0.01 1 10 0.1 1 10 100 Distress Density - Percent FIG. X3.15 Long itudinal(Transverse Cracking (metric units) Patching and Utility Cut Patching Asphalt 11 ,0 I 90 1 I I! I I I!!il1 I l i 11IY11 1 1 1 �lII D 80I ! I I '!IIII I f ! I PIIII I : � II[l 60I ! Idlllli! l iI!Y!111 1 IIMIII 50! I I I !!IIVI P I! I A I ! i IIII! 3oI I I I I?11li I LX I I II' I I VII I { !Illl1! I Ii'I)II t i !'IlP! e 20 101 P Ll 0.1 1 10 100 Distress Density - Percent FIG. X3.16 Patching and Utility Cut Patching Polished Aggregate Asphalt 12 100 901. ! d l I!lll� I I I I II1 P 6011 !IIII!. 9O1 illldi! I I!1l1.111 I I!.Illlll 1 i liIIIIV i ! ►I11lI I l f11111 d'°I I I I!!III! I I ►ill l l full Sal I I I I II I I l i lltll 1111 III I I I I I IIIII I I I I II I{ I{ 11{1 a 4°I I I IIII111 I I IIIIIPI I f IIYI11 30 tl f i l l I IIII I I 111 I III f l l f I !!II e 20{ 1 ' l lull! I ! Y !!IIII IIII; II tD I III[II i !- li D I I l( I I I I I!II 0.1 1 10 100 Distress Density - Percent FIG. X3.17 Polished Aggregate Distress Density - Percent FIG. X3.18 Potholes Potholes (Metric Units) H M Asphalt 13 100 90 I so I I I!II I I' III" I I I'Ifll e I IIII 11 1 tl I { ' ! 111111 70 .ill a f i f l!I[ i 1 I I I{111 60I .1 t 50 I I IIIYI d I ll! I V I Illlll I :I I I !' III N 4°! C I I 1IIII I I e30 ; I I I I IZ I X IIIIIII I 1111 I IIIII { 201 I III { d I l I I! I{ [!f -1 I I 111111 1 1!l11Ii 101,H f 111{li l i! d 11-!I I I! I I l iilll 0 0.1 1 10 100 Distress Density - Percent FIG. X3.19 Potholes (metric units) Railroad Crossing Asphalt 14 100I I I I III!il 6 1 111!!II 1 A 'i I f!!1 go I I I III!ll I I Bill I I !HI!li°I eo'! I f! IdPII !! I IYIR1 i I i iil!i d 70 I LLU 60 t I I I[ I111I I I Y 1',I!I 50 1 1 111i1!P! ! I PlIIII II !j?II 40 f I I I 1 l' e ! I I III I'Al1 li i! I I ICI! I! I I IIIII i I IIII I! IL !III{ 201 d I I II!I!I ) I I'IlIII I! il!'I 10I11ki; a1 1 10 100 Distress Density - Percent FIG. X3.20 Railroad Crossing 40 D 6433 — 07 FIG. X2.34 Pumping FIG. X2.35 Low -Severity Punchout X2.17.2 How to Count —The number of slabs crossed by the railroad tracks is counted. Any large bump created by the tracks should be counted as part of the crossing. SCALING, MAP CRACKING, AND CRAZING X2.18 Description —Map cracking or crazing refers to a network of shallow, fine, or hairline cracks that extend only through the upper surface of the concrete. The cracks tend to intersect at angles of 120°. Map cracking or crazing usually is caused by concrete over -finishing and may lead to surface scaling, which is the breakdown of the slab surface to a depth of approximately 6 to 13 mm (1/4 to '/2 in.). Scaling also may be caused by deicing salts, improper construction, freeze -thaw cycles and poor aggregate. The type of scaling defined here is not caused by "D" cracking. If scaling is caused by "D" cracking, it should be counted under that distress only. X2.18.1 Severity Levels: FIG. X2.36 Medium -Severity Punchout FIG. X2.37 High -Severity Punchout FIG. X2.38 Low -Severity Railroad Crossing X2.18.1.1 L—Crazing or map cracking exists over most of the slab area; the surface is in good condition, with only minor scaling present (Fig. X2.41). X2.18.1.2 M—Slab is scaled but less than 15 % of the slab is affected (Fig. X2.42). X2.18.1.3 H—Slab is scaled over more than 15 % of its area (Fig. X2.43). 33 * D 6433 - 07 w7- A- jar FIG. X2.39 Medium -Severity Railroad Crossing FIG. X2.42 Medium -Severity Scaling, Map Cracking, and Crazing FIG. X2.40 High -Severity Railroad Crossing wa. FIG. X2.41 Low -Severity Scaling, Map Cracking, and Crazing X2.18.2 How to Count —A scaled slab is counted as one slab. Low -severity crazing only should be counted if the potential for scaling appears to be imminent or a few small pieces come out. SHRINKAGE CRACKS X2.19 Description —Shrinkage cracks are hairline cracks FIG. X2.43 High -Severity Scaling, Map Cracking, and Crazing that usually are less than 2-m long and do not extend across the entire slab. They are formed during the setting and curing of the concrete and usually do not extend through the depth of the slab. X2.19.1 Severity Levels —No degrees of severity are de- fined. It is enough to indicate that shrinkage cracks are present (Fig. X2.44). FIG. X2.44 Shrinkage Cracks 34 D 6433 — 07 X2.19.2 How to Count —If any shrinkage cracks exist on a particular slab, the slab is counted as one slab with shrinkage cracks. SPALLING, CORNER X2.20 Description —Corner spalling is the breakdown of the slab within approximately 0.5 m (1.5 ft) of the corner. A comer spall differs from a comer break in that the spall usually angles downward to intersect the joint, whereas a break extends vertically through the slab corner. Spalls less than 130 mm (5 in.) from the crack to the corner on both sides should not be counted. X2.20.1 Severity Levels —'fable X2.3 lists the levels of severity for corner spalling. Figs. X2.45-X2.47 show ex- amples. Corner spalling with an area of less than 650 cm (10 in .2) from the crack to the corner on both sides should not be counted. X2.20.2 How to Count —If one or more corner spalls with the same severity level are in a slab, the slab is counted as one slab with corner spalling. If more than one severity level occurs, it is counted as one slab with the higher severity level. SPALLING, JOINT X2.21 Description: X2.21.1 Joint spalling is the breakdown of the slab edges within 0.5 m (1.5 ft) of the joint. A joint spall usually does not extend vertically through the slab, but intersects the joint at an angle. Spalling results from: X2.21.1.1 Excessive stresses at the joint caused by traffic loading or by infiltration of incompressible materials. X2.21.1.2 Weak concrete at the joint caused by overwork- ing. X2.21.1.3 Water accumulation in the joint and freeze -thaw action. X2.21.2 Severity Levels —Table X2.4 and Figs. X2.48- X2.50 show the severity levels of joint spalling. A frayed joint where the concrete has been worn away along the entire joint is rated as low severity. X2.21.3 How to Count —If spall is along the edge of one slab, it is counted as one slab with joint spalling. If spalling is on more than one edge of the same slab, the edge having the highest severity is counted and recorded as one slab. Joint spalling also can occur along the edges of two adjacent slabs. TABLE X2.3 Levels of Severity for Corner Spalling Dimensions of Sides of Spall 130 x 130 mm to 300 x 300 mm Depth of Spall 300 x 300 mm (5 x 5 in.) to (12 x 12 in.) (>12 x 12 in.) <25 mm L L (1 in.) >25 to 50 mm L M (1 to 2 in.) >50 mm M H (2 in.) V50"; r� FIG. X2.45 Low -Severity Spalling, Corner FIG. X2.46 Medium -Severity Spalling, Corner .". r FIG. X2.47 High -Severity Spalling, Corner If this is the case, each slab is counted as having joint spalling. 35 0D 6433 - 07 TABLE X2.4 Levels of Severity for Joint Spalling Length of Spell Spall Pieces Width of Spell <0.5 m >0.5 m (1.5 ft) (1.5 ft) Tight —cannot be removed easily <100 mm L L (maybe a few pieces missing. (4 in.) >100 mm L L Loose —can be removed and <100 mm L M some pieces are missing; if most or all pieces are missing, spall is shallow, less than 25 mm (1 in.). >100 mm L M Missing —most or all pieces have <100 mm L M been removed. >100 mm M H - - ON j � r FIG. X2.48 Low -Severity Spalling, Joint ��.. L • 4 • �� T , FIG. X2.49 Medium -Severity Spalling, Joint 36 Alligator Cracking 10C go 80 D L ' 70 d U 60 t so v 40 a I u 30 e 20 10 0 0.1 * D 6433 - 07 *7 FIG. X2.50 High -Severity Spalling, Joint X3. DEDUCT VALUE CURVES FOR ASPHALT Asphalt 1 H m L 1 10 100 Distress Density - Percent FIG. X3.1 Alligator Cracking Bleeding 100 80 0 e d 70 u c t 50 V I l i If a 40 1 V i i I F u 30- 20 0.1 1 10 Distress Density Percent FIG. X3.2 Bleeding Asphalt 2 37 Block Cracking 100 90 80 D e 70 d u 60 c t s0 aV 40 1 0 30 e 20 10 0 `�tll' D 6433 - 07 Asphalt 3 Corrugation 100 90 6D H D e 70 d u 60 c T s0 M V a ao L u 30 e 20 10 0 01 10 100 0.1 1 Distress Density - Percent FIG. X3.3 Block Cracking Bumps and Sags Asphalt 4 100 s0 ea D e 70 d u 60 e t 50 V 40 a I u 30 e 20 10 0.1 t 10 100 Distress Density - Percent FIG. X3.4 Bumps and Sags Bumps & Sags (Metric Units) Asphalt 4 100 I I I!li!II I Iililll I HIII!II 90 i f Ills l i f Illli l l 11_II D e 70 d u 60 e 1 50 V 40 a 30 e 20 'al I �:I!"! � I Illilll I i IIIIIII 0.1 1 10 100 Distress Density - Percent FIG. X3.5 Bumps and Sags (Metric units) Depression 100 90 so D e 70 d u 60 c t 50 V 40 a I u 30 e 20 10 0 Asphalt 5 H M L 1 10 lu0 Distress Density - Percent FIG. X3.6 Corrugation Asphalt 5 H M L 0 1 1 10 100 Distress Density - Percent FIG. X3.7 Depression Edge Cracking Asphalt 7 100 90 80 D e 70 d u 60 c t 50 v a0 a U 30 e I l i i �Ilil I l l!{I:;l ;. 11111, 1 1 111111 I ! it III I I II �i�1 1 ��IIII I �I►II�I I I I t l li l I i l 1101tH. I 11111 I I Ilill I I !il•:I ! I ;HIM I I I (I Ill[ I 1 Il'tl IM, ! i li 20 to I I I i l i llt 1 I I I I i!I L I I I I Ili t, i Iliil I I I Ili1 0 01 1 10 100 Distress Density - Percent FIG. X3.8 Edge Cracking 38 Rutting 100 90 6o D e TO d 60 c t s0 V 40 a 0 30 e 20 10 0 0.1 Shoving 100 90 80 0 • 70 d 60 C t s0 V 40 a I U 30 • 20 10 1 10 Distress Density - Percent FIG. X3.21 Rutting 01 D 6433 - 07 Asphalt 15 Slippage Cracking 100 H 90 6o D M e 70 d 0 60 c L t 50 V 40 a u 30 e 20 10 0 100 0.1 Asphalt 16 i IBM ■ 0 _. ... 0.1 1 10 100 Distress Density - Percent FIG. X3.22 Shoving 41 Asphalt 17 H M L 1 10 100 Distress Density - Percent FIG. X3.23 Slippage Cracking 0D 6433 — 07 Swell Asphalt 18 100 I I I I I IIIII I �;II!i I P I III!i � I I l I f l l III I l l d E;I!I I l f i i IIdP 0 eD I f l l Ill':; I l l l!III I IHI III!f1 70 I I I I IIII I I I I IIII . I I I I Ilil a so— I 1 1 I d! I I! I f I 1 111 I I' I Im! I I III I so °'�IlI a d I `° III !I!I I I I I III, e ! ! I I I IIII I l I ldu I ICI I I IIij ZD 11 11111I! ! 1 1IIII-I �! I lldl!I 'DI l I IIIPIII � I !IIIlIt ! i 1i1111 0.1 1 10 1D0 Distress Density - Percent FIG. X3.24 Swell Weathering and Raveling Asphalt 19 100 90! d I i �li!i I! i i;lll I-I-IlItI H e 70 I I I t1111! i l l IIII. ! I i!!II 60I II'; !! I i l llil I III I I I H111 50 — I I I I I1il?I I! I l!E'I! ; f llIII rn i 40I a e 30 I — — 20 'D. I � I'lrll 0.1 1 10 100 Distress Density - Percent FIG. X3.25 Weathering and Raveling ROADS AND PAR)ONG LOTS: ASPHALT -OT OE ... 7 "..e r—) FIG. X3.26 Total Deduct Value X4. DEDUCT VALUE CURVES FOR CONCRETE 42 0 D 6433 — 07 Blow -Ups H Concrete 21 '°°90 ! B0.1 ! I ! I I t I f 60i l I 1 I I l i l t 50 I I I f I l 1Il I I I I I i. L a 40I e 30 201 10 0 10 20 30 40 50 60 70 80 90 100 Distress Density - Percent FIG. X4.1 Blowups Corner Break rr Concrete 22 190 I BoI ! I I I ! I I I I H Da 70 a M 60 L so 40I 30 e ,oi 0 10 20 30 40 50 60 70 80 90 100 Distress Density - Percent FIG. X4.2 Corner Break 100 90 80 D O e 70 U 60 c t so v 40 a u 30 a 20 10 0 Divided Stab Concrete 23 H M L 0 10 20 30 40 50 60 70 80 90 100 Distress Density - Percent FIG. X4.3 Divided Slab REFERENCES (1) PAVER Asphalt Distress Manual, US Army Construction Engineering (4) Sayers, M. W., Gillespie, T. D., and Queiroz, C. A. V., "The Laboratories, TR 97/104, June 1997. International Road Roughness Experiment: Establishing Correlation (2) PAVER Asphalt Distress Manual, US Army Construction Engineering and a Calibration Standard for Measurements," World Bank Technical Laboratories, TR 97/105, June 1997. Paper No. 45, the International Bank for Reconstruction and (3) Carey, W.N., Jr. and Irick, P.E., "The Pavement Serviceability- Development/the World Bank, Washington, DC, 1986. Performance Concept," HRB Bulletin 250, 1960. 43 0 D 6433 — 07 Durability ('D') Cracking Concrete 24 Lane/Shoulder Drop Off Concrete 27 700 } } I ! ! I ,00 90 I so 90 D 80 I I 80 I I I I I II I I I I } I I I I d 70 H D '°- } I I P I ! } I I } Iso I dU 60 I I I I I I 16 I I I t 50 I I I_ 1 M I 5o I l } I I I I } ! I I I I! I P l► I} } I I I .° P I i I I f a d0 30 I I I I I 1 30 - H e 20 L e } ! E ) I }. I II ! I I I 20� M 1oI I I I d I 1 ! to , I I I I 1 °. I l I f I I ' !L i 0 10 20 30 40 50 60 70 80 90 100 0 Distress Density - Percent 0 10 20 30 40 5o 60 70 80 90 100 Distress Density - Percent FIG. X4.4 Durability ("D") Cracking FIG. X4.7 Lane/Shoulder Drop -Off t9co Faulting Concrete 25 Linear Cracking Concrete 28 100 } I I I I I I I I H 90 eat } I I I, I I I j yj 70 I I I I i I II t 1 I d I II! } I 1 I } e 70 i H a 60I 5a I I I c so ! a° f' I M I 30 e _ L I } ! i I 30 I I I I. I I ± L I I I {I{ 20 I I e 20 � ; I I I 10! 10I A I f I I/ 0 10 20 30 40 50 6o 70 80 90 100 0 10 20 30 40 5o 60 70 so 90 100 Distress Density - Percent Distress Density - Percent FIG. X4.5 Faulting FIG. X4.8 Linear Cracking Joint Seal Damage Concrete 26 Patching, Large, & Utility Cuts Concrete 29 1.00 I I I I I P} I 90 Joint seal damage is not rated by density. The severity of 80" -E - - --- - the distress is determined by the sealant's overall condition for a 70 f f a particular sample unit. j 50 j I M The deduct values for the three levels of severity are: V I I I I i a 40 I I u 30 I I I I i l L LOW 2 points e I I I I i zo ' 10 N__Orum a points 0 10 20 30 40 50 6C 70 8o 90 100 HIGH a points Distress Density - Percent FIG. X4.6 Rigid Pavement Deduct Values, Distress 26, joint seal FIG. X4.9 Patching, Large, and Utility Cuts damage 44 Patching, Small � 1 D 6433 - 07 Concrete 30 Pumping I 1 1 I 1 1 ! I i I 0 e 70 dso i V a, e Fi 10 1 1 1 1 I 1 I L 0 10 20 30 40 50 60 70 8o 90 100 Distress Density - Percent FIG. X4.10 Patching, Small Polished Aggregate Concrete 31 00 I I I 1 I 11 1 1 90 e 70 I I I I I I 60 I I I I I I I SO I C ! l l l I 50I a 401 I I I I I I I u 30 I e 20 I I I i I i 10, I l l l f l l l I 1 1 + I I OT 0 10 20 30 40 50 60 70 80 90 100 Distress Density - Percent FIG. X4.11 Polished Aggregate Popouts Concrete 32 100so I I I I I I I I I 60 D 1 1 1 1 1 1 1 I d sal I I 1 I I I 11 50i I I I I 1 I! I I f l l l l l l l I 40 e 301 I ! I I I l I I 20� I I I I 10 I 0 10 20 30 40 50 60 70 80 90 100 Distress Density - Percent FIG. X4.12 Popouts 100 90 e° D e 70 d U 60 c t 50 aV 40 U 30 U 20 t° 0 0 Concrete 33 10 20 30 40 50 60 70 80 90 100 Distress Density - Percent FIG. X4.13 Pumping Punchouts Ica 90 80 D e 70 d U 60 e t 50 aV 40 1 U 30 e 20 10 0 0 Concrete 34 10 20 30 40 50 60 70 60 90 100 Distress Density - Percent FIG. X4.14 Punchouts H M L 45 100 90 6o D e 70 d u 60 c t 50 a40 0 30 e 20 10 D * D 6433 - 07 Railroad Crossing Concrete 35 ! I I l V I H I f I I V I I I d I I I I I M I 11 I ! 1 IL 1 Y I I I I I I I I I 0 10 20 30 40 50 60 70 80 90 100 Distress Density - Percent FIG. X4.15 Railroad Crossing Sealing/Map Crackinoi Crazina 100 90 80 D e 70 d a 60 a t 50 V 40 a � 30 e 20 10 a 0 Concrete 36 10 20 30 40 so 60 70 80 90 100 Distress Density - Percent FIG. X4.16 Scaling/Map Cracking/Crazing Shrinkage Cracks 100 90 60 D e 70 d u 60 c t 50 V 40 a � 30 e 20 10 0 0 10 20 30 40 50 60 70 80 90 100 Distress Density - Percent FIG. X4.17 Shrinkage Cracks H M L Concrete 37 46 100 90 80 D e 70 d e 80 c t s0 V 40 a u 30 e 20 10 0 0 D 6433 - 07 Spalling, Corner Concrete 38 H M L 0 10 20 30 40 s0 80 70 80 90 100 Distress Density - Percent FIG. X4.18 Spalling, Corner Spalling, Joint 100 90 so D e 70 d u 60 c t so a 40 u 30 e 20 10 0 0 Concrete 39 H M L 10 20 30 40 s0 60 70 80 90 100 Distress Density - Percent FIG. X4.19 Spalling, Joint 47 t D 6433 - 07 ROADS AND PARKING LOTS: CONCRETE Mru OEn- - 1Mv1 Corrected deduct values for jointed concrete pavement FIG. X4.20 Corrected Deduct Values for Jointed Concrete Pavement ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item mentioned in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk of infringement of such rights, are entirely their own responsibility. This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years and if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional standards and should be addressed to ASTM International Headquarters. Your comments will receive careful consideration at a meeting of the responsible technical committee, which you may attend. 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