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City Streets and Pavement Management
The primary funding source for maintaining the City's street system was the State Gas Tax and Measure A Funding. The shared revenues received from the State Highway Fund are budgeted by the City through the Street Fund. The Street Fund is used for operations and maintenance within the public right-of-way, including pavement maintenance; traffic signal operations and maintenance; traffic control for special events and emergency response; street signage; striping; street light maintenance; roadside guardrail and vegetation; emergency weather response; arterial amenities, such as hanging banners, etc.; holiday displays; and administration. The gas tax per gallon has not been increased since 1993 and an increase does not appear likely in the foreseeable future. Fuel efficiency in motor vehicles has led to less fuel consumption for the same miles driven (which is a good thing). Even though fuel costs have increased, gas tax receipts have not because we are taxed per gallon of gas (not per dollar). The amount available from gas tax revenues for pavement overlay and reconstruction continues to decrease while the wear and tear on our roads does not. The shrinking dollars have resulted in a growing backlog of paving needs. The City can no longer rely solely on the State Highway Fund for enough funding to maintain city streets. The City must come up with its own revenue source to meet our local needs. The gas tax must be supplemented to complete pavement overlays, pavement treatments, and reconstruction work that are necessary to keep our street system functioning satisfactorily.

Condition of City Streets and City’s Pavement Preservation Program
The City is responsible for the repair and maintenance of approximately 70 centerline miles (140 travel lane miles) of streets.   The Metropolitan Transportation Commission (MTC) requires the City to performs pavement condition surveys every two years as a funding requirement.  These surveys are based on the Pavement Condition Index (PCI) which uses a rating system of 0-100 to give an overall indication of the pavement condition.   A summary of the rating system is shown in the table below:

PCI Range

Pavement Condition Class

70-100

Good (I) Shows slight or moderate distress requiring mostly preventative, life extending maintenance

60-69

Fair (II) Worn to the point where minor rehabilitation is necessary

50-59

At-Risk (III) Worn to the point where the pavement surface requires major rehabilitation or reconstruction

25-49

Poor (IV) Pavement surface has failed and requires reconstruction

0-24

Failed (V) Pavement and sub-base have failed and require reconstruction



 








The map below reflects the latest condition survey performed in Fall 2014.  To download a PDF version of the street conditions map for Belmont, click on the image below. 

PCI-index2014
For an interactive version of the data that is mapped, please visit the MTC Vital Signs website.  

PCI table
A listing of the PCI ratings for individual streets can be viewed by downloading the Belmont Street PCI listing table.




The following is a summary of the latest condition survey performed in Fall 2014.  More detailed information including the “Pavement Management Program Budget Options Report”  is contained in the June 9, 2015 City Council Staff report.

Existing Pavement Condition
The pavement condition survey conducted in late 2014 indicates that the overall average PCI of the City’s street network is 56.  This rating corresponds to a pavement condition classification of “At-Risk”  This rating places the City of Belmont's street network as the lowest rated in San Mateo County (20th of 20 jurisdictions, see Attachment B), and toward the bottom in the San Francisco Bay Area (101st of 109 jurisdictions), based on MTC's 2014 PCI report for Bay Area Cities and Counties.   As more of the “Good” streets deteriorate into the “Fair” or “At-Risk” condition, the cost to maintain them will increase.   Below is a table which shows the variance in a range of pavement treatment cost in the different condition categories.

Condition Class

Typical Treatment

Range of Treatment Cost

Good (I)

Crack sealing, slurry seal

less than $4.00 /sq. yd.

Fair (II), At-Risk(III)

Slurry seal with dugouts, mill and thin overlay

$4.00-$25.00/sq. yd.

Poor (IV), Failed (V)

Mill and thick overlay, pavement reconstruction

$30.00-$136.00/sq. yd.

Based on existing revenues, on average the City invests approximately $360,000 a year on pavement preservation, rehabilitation and reconstruction.  This does not include other street related work such as drainage, sidewalks, retaining walls, street lights, traffic signals, signs, etc.  At this rate of investment, it is estimated that in 5 years, the overall network PCI will decrease by 6 points from 56 to 50.   The table below contains the estimated average PCI based on various budget scenarios:

 

 Scenario Name  5 Yr Budget  2019 PCI (change) 2019 Deferred Maintenance

 
2019
% Good

2019
% Very Poor
 1-Unconstrained  $38.1M  82 (+26)  $0  94.2%  0.0%
 2-Current Investment  $1.8M  50 (-6)  $36.3M  45.4%  30.8%
 3-Maintain Current PCI  $6.0M  56 (+0)  $34.0M  61.5%  30.8%
 4-Increase PCI 5 points  $10.5M  61 (+5)  $29.5M  67.0%  26.7%

Pavement Preservation Program
As mentioned above the poorer the condition of the pavement, the higher the treatment costs.  Given the existing funding limitations, the Public Works Department has implemented best management practices in our pavement preservation program to stretch our available dollars in most effective way.  These practices involve the following elements:

  1. Continue the aggressive pavement crack sealing and patching program.  Water intrusion is a major destructive element to pavements.  Crack sealing is a relatively inexpensive treatment that prevents water from further damaging streets.  Filling or sealing pavement cracks can extend the life of a pavement by three to five years at a minimum.  
  2. Targeting maintenance of streets in the “At-Risk” condition. In addition to keeping streets in good condition from deteriorating, attention will be given to the extent possible to prevent streets from sub-base failure which can significantly increase the cost of repairs. 
  3. Where applicable exploring alternative, and lower cost treatments for pavements in “Poor” condition. The city has been treating streets in “Poor” condition by grinding and applying thick overlays treatments which can cost upwards of $30/square yard, which is a cheaper alternative than needed reconstruction, although it will not last as long.   
  4. Coordinating utility improvements to minimize impacts to pavement. This will entail developing a 5 year list of street candidates for treatment in order to better coordinate work with other city utility reconstruction efforts, and external utility agencies.

MORE INFORMATION: