The City of Barstow’s Pavement Management Program is currently operational with all City maintained streets having been evaluated. This Program is intended to address the needs of the City in the management of their street network. The program has two levels of analysis- Project level and Network level. The Project level is where rehabilitation strategies are developed based on a series of decision trees that directly address the type and amount of distress recorded. Through the evaluation process a street is checked for up to 8 different distresses with 6 being on a percentage basis. This percentage is based on the entire section of roadway being evaluated. 1 is on the number of feet per every 100 feet or station, 1is on the number in that station and the last being the ride index. This data can entered in a low, med or high severity of damage. Through this process every street is given a PCR rating which means a Pavement condition rating.

The network level analysis process is intended to develop annual budgets over a maximum of a 10-year period. The PCR value is the prime determinate for selecting a rehabilitation strategy.

Below is a brief description of the 9 distresses and how they are evaluated.

1. Rutting- A rut is a surface depression in the wheel paths. Pavement uplift may occur along the sides of the rut. Rutting stems from a permanent deformation in any of the pavement layers or sub-grades. Lateral movements of the materials due to heavy traffic loads usually cause this type of defect. The way this type of defect is evaluated is by the depth of the rut; Low severity is ½ to less than 1". Med severity is 1" too less than 2" and high severity equal to or greater than 2".
2. Corr/waves and sags- This series of defects are localized abrupt upward or downward displacements in the pavement surface, series of closely spaced ridges and valleys, or localized displacements of the pavement surface. These defects affect the ride quality of the roadway. The way this type of defect is evaluated is Low severity produces vehicle vibrations, which are noticeable, but no reduction in speed is necessary for comfort or safety. Med. Severity produces vehicle vibrations, which are significant, and some reduction in speed is necessary for safety and comfort. High severity produces vehicle vibrations, which are so excessive that speed must be reduced considerably for safety and comfort.
3. Alligator cracking- Alligator 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 where tensile stress and strain are highest under a load. 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. Alligator cracking is considered a major structural distress and is often accompanied by rutting. The way this type of defect is evaluated is Low severity, fine, longitudinal hairline cracks running parallel to each other with one or only a few interconnecting cracks. The cracks are not spalled. Med. Severity, further development of light alligator cracks into a pattern or network of cracks that may be lightly spalled. High severity, network or pattern cracking has progressed so that the pieces are rock under traffic well defined and spalled at the edges. Some of the pieces may rock under traffic. Potholes* of all sizes are recorded as high severity alligator cracking. Spalling- is the breakdown of material along the side of the crack. Potholes- Are bowled shaped depressions in the pavement surface. They generally have sharp edges and vertical sides near the top. They are produced when traffic abrades small pieces of the pavement surface.
4. Raveling- This defect is the wearing away of the pavement surface caused by the loss of asphalt or tar binder and dislodged aggregate. This distress indicates that either the asphalt binder has hardened that a poor quality mixture is present. Raveling may be caused by certain types of traffic and or a softening of the surface and dislodging of the aggregates due to oil or fuel spillage. The way this type of defect is evaluated are, Low severity, Aggregate or binder of the pavement or surface seal has started to wear away. Med. Severity, Aggregate and/or binder has worn away or the original pavement is showing through the surface seal in a few places. The surface texture is moderately rough and pitted. High severity, Aggregate and/or binder have been considerably worn away or much of the surface seal has been lost. The surface texture is very rough and severely pitted
5. Longitudinal cracking- longitudinal cracks are parallel to the pavement's centerline or laydown direction. They may be caused by a poorly constructed paving lane joint, shrinkage of the A/C surface due to low temperatures or hardening of the asphalt and/or daily temperatures cycling. The way this type of defect is evaluated are Low severity, Nonfilled crack width is less than 3/8"or filled crack of any width. Med severity, Nonfilled crack width is 3/8" to 3" measured on the pavement surface. Nonfilled crack of any width up to 3" surrounded by light and random cracking. Filled crack of any width surrounded by light random cracking. High severity, Any crack filled or nonfilled surrounded by medium or high severity random cracking, nonfilled crack over 3" measured on the pavement surface. A crack of any width where a few inches of pavement around the crack is broken.
6. Transverse cracking- Transverse cracks extend across the pavement at approximately right angles to the pavement centerline or lay down direction. Shrinkage of theA/C surface due to low temperatures or hardening of the asphalt and/or daily temperatures cycling may cause transverse cracks. A reflective crack caused by joints and cracks beneath the surface. The way this defect is evaluated is the same as with longitudinal cracking Longitudinal and transverse cracking are measured in linear feet.
7. Edge cracking- This type of defect is about the same as alligator cracking in as much as they are evaluated in the same manner. Their causes are similar although edge cracking can also be caused by water intrusion because of its proximity to the gutter.
8. Utility patching- A patch is an area of pavement which has been replaced with new material to repair the existing pavement. Patching is considered a defect no matter how well it is performing. The patched area or adjacent area usually does .not perform as well as an original pavement section. Some roughness is associated with this defect. The way this type of defect is evaluated are, low severity, Patch is in good condition and is satisfactory. Med. Severity, Patch is moderately deteriorated. High severity, Patch is badly deteriorated, patch needs replacement.

Benefits - There is several benefits for using this program. Listed below are an example of some of those benefits.

• Street condition- Gives updated street evaluation for any segment of roadway. A citizen can request to see their street’s evaluation and maintenance file.
• Work orders- Can be used to create work orders for the public works dept.; there by ensuring the most cost-effective maintenance procedures are being used.
• Reconstruction criteria- The program can be used as a decision making tool in deciding which segments of roadway will be considered for major reconstruction.
• Maintenance file- The program has a maintenance history file that can be used to store all of the repair work that has been done to a particular street.
• Accessory file- the program has the means of storing information on the signs, trees and other singular items that on any given segment of roadway.