HomeMy WebLinkAbout10-019Resolution
WHEREAS, cities and counties own and operate over 81% of the roads in California,
where every trip begins and ends, and the local system is critical for safety and mobility of the
traveling public, farm to market needs, multimadal needs, and commerce; and
(~ WHEREAS, while federal and state governments regularly assess their transportation
system needs, no such data existed for the local component of the state's transportation network;
and
WHEREAS, the California Statewide Local ,Streets and Roads Needs Assessment
provides critical analysis and information on the local transportation network's condition and
funding needs; and
WHEREAS, the study surveyed all of California's 58 counties and 478 cities in 2007-08,
resulting in data from more than 93% of local street and road miles; and
WHEREAS, the results show that California's local streets and roads are an a path of
significant decline. On a scale of zero (failed) to 100 (excellent), the statewide average pavement
condition index (PCI) is 68, placing it in the "at risk category"; and
WHEREAS, if current funding remains the same, the statewide condition is projected to
deteriorate to a PCI of 58 in I O years, and further to 48 ("poor" category) by 2033; and
WHEREAS, even mare critical, the unfunded backlog is $70 billion over the next 10
years and will more than double in the next 20 years; and
WHEREAS, ongoing road maintenance is a'signifcant~public safety concern. Fatality
rates on county roads already exceed those of the State's freeway system. A county's failure to
maintain its paved road network {potholes filling, sealing, overlays, etc.}, traffic signals, signs,
and street lights has a direct correlation to traffic accidents, injuries and deaths; and
WHEREAS, to spend the taxpayer's money cost-effectively, preserving and maintaining
the local system in goad condition is less costly than to let it deteriorate. To bring the pavement
condition and essential components, such as storm drains and gutters, of local streets and roads
to a level of best management practices there needs to be an additional investment of nearly $70
billion dollars- aver the next 10 years; and
A RESOLUTION SUPPORTING THE FINDINGS OF THE CALIFORNIA STATEWIDE
LOCAL STREETS AND ROADS NEEDS ASSESSMENT
WHEREAS, in order to bring the local system back into acost-effective condition,
thereby preserving the public's $271 billion pavement investment and stopping further costly
deterioration, at least $7 billion annually in new money going directly to cities and counties is
needed to stop the further decline and deterioration of our streets and roads; and
NOW, THEREFORE, BE IT RESOLVED THAT THE BOARD OF
SUPER'V~SORS OF THE COUNTY OF BUTTE supports the findings of the California
Statewide Local Streets and Roads Needs Assessment; and
RESOLVED FURTHER, that the CIerk of the Board of Supervisors shall send this
resolution with an accompanying letter from the Chair of the Board of Supervisors to the
Governor and each legislator, expressing vehement opposition to future cuts to vital
transportation funding such as Proposi#ion 42 and the Highway User Tax Account (HUTA) and
strong support for adequate and stable funding sources for local street and road maintenance and
rehabilitation; and
RESOLVED FURTHER, that the COUNTY strongly urges the state to identify
sufficient and stable funding sources for local street and road maintenance and rehabilitation.
PASSED AND ADOPTED by the Board of Supervisors of the County of Butte, State of
California, this 26~' day of January, 2014, by the following vote:
AYES: Supervisors Dolan, Rizk, Lambent, Yamaguchi., and Chain Coaaxi.elly
NOES: None
ABSENT: Done
NOT VOTING: None
. Chair
Butte County Board of Supervisors
ATTEST:
Scott Tandy,
and Clerk
By:
Administrative Officer
Final Report: October 20, 2~Q9
`LL•AGU,L
C1TI~S
Executive Summary
California's local street and road system is reaching a point of crisis. City streets and county
roads are where every trip begins and ends. Whether traveling by bike, bus, rail, truck or
family automobile, Californians need the focal system.
As the first comprehensive statewide study of California's local street and road system, this
report provides critical analysis and information an the focal transportation network's
condition and funding needs.
The study's objective was to fully assess the condition of the local system and complete the
overall transportation-funding picture for California's transportation network. We wanted
answers to the following: What are the pavement conditions of local streets and roads? What
will it cost to bring pavements #o a Best Management Practices {BMP) or most cost-effective
condition? How much will it cost to maintain them once we achieve the BMP or optimal
pavement condition? What are the needs for the essential components to a functioning
system? Is there a funding shortfall? If so, what is it? What are the solutions? This study
collected existing road condition information to determine the future funding needs necessary
to maintain the system in good condition.
Federal (8%)
State highways
(9%)
As owners and operators of 81 percent of the state's
roads (Figure ~[), cities and counties found that this study
was of critical importance for several reasons. While
federal and state governments' regularly assess their
system needs, no such data existed for the local
component of the state's transportation network.
Historically, statewide transportation funding investment
Cities (43%) decisions have not been based on focal pavement
condition data, or adequate recognition for the local
system. Further, recent actions to remove city and
county discretion over federal and state funding have
diminished resources available to the local system.
Counties (38%) ~ The goal is to use the findings of this study to educate
policymakers a# all levels of government about the
Figure 9. Breakdown of Maintained Centerline Miles infrastructure investments needed to provide California
with a seamless transportation system. The findings of
this study will provide credible and defensible analysis to support a dedicated, stable funding
source for maintaining the focal system at an optimum level. It will also provide for the most
effective and efl•icient investment of public funds.
The study surveyed all of California's 58 counties and 478 cities in 2007-08. The response
was outstanding. Information collected resulted in capturing data from mare than 93% of the
state's focal streets and roads. Furthermore, since the majority of the data submitted came
from recognized pavement management systems, the accuracy of the data is very high.
Where no data existed, models were developed, tested, and used to estimate the pavement
condition and funding needs.
The results show that California's local streets and roads are an the edge of a cliff. On a
scale of zero (failed) to 100 (excellent}, the statewide average pavement condition index
(PCl} is 68 {"at risk category"). If current funding remains the same, the statewide condition
Nichols Consulting Engineers, Chtd.
Page iii
Other (2%)
Final Report: October 20, 2D09
LLA=GEII:
C]TCC:S
is projected to deteriorate to a PCl of 58 in 10 years, and further to 48 ("poor" category) by
2033 (see Figure 2). Even more critical, the unfunded backlog will more than double from
$37 billion to $79 billion by 2033.
Based on the results of this study, approximately $51.7
Figure 2. Pavement in poor billian of additional funding is needed to bring just the
condition (PCl = 40) pavement condition of the state's local streets and roads
to a level where the taxpayer's money can be spent cost-
- effectively.
~~~~ l '~ " ~~~ '~~ '~'~~~~~ I'fil~' ~'~ To spend the taxpayer's money cost-effectively, it makes more
F ~~ ~ f' ~ sense to preserve and maintain our roads in good condition
than to let them deteriorate, which will only make it mare costly
in the future. Consistent with that approach, the costs
developed in this study are based on achieving a roadway
pavement condition of what the industry calls Best
Management Practices (BMPs}. This condition represents
improving the roadway condition to a level where roads need
preventative maintenance treatments (i.e., slurry seals, chip
seals, thin overlays). These treatments have the least impact
on the public's mobility and commerce. Further, these treatment types are more
environmentally friendly than the next level of construction that would be required (i.e.
rehabilitation and reconstruction}.
The importance of this approach is signitlcant. As roadway pavement conditions deteriorate,
the cost to repair them increases exponentially. For example, it costs twelve times less
to maintain a BMP pavement compared to a pavement that is at the end of its service life.
Even a modest resur#acing is four times costlier than a pavement in the BMP condition. With
counties and ci#ies on fixed budgets, employing main#enance practices consistent with BMP
results in treating four to twelve times more road area. By bringing the roads to BMP
conditions, cities and counties will be able to maintain streets and roads at the most cost-
effective level. It is a goo[ that is not only optimal, but also necessary.
Although no similar statewide bridge needs assessment were available for inclusion in this
study, a brief review indicates that approximately $2.6 billion of bridge projects have been
identified and approved for funding. Of this, local agencies must provide 11.47%
(approximately $300 million) as the local match.
This study helps answer the following key questions:
What are the pavement conditions of local streets and roads?
California's local streets and roads are on the edge. Currently at a PCI of 68, the pavement
condition will decline to 48 {poor condition) by 2033 based on existing funding levels available
to cities and counties.
What wilt it cost to brin4 pavements to a BMP or most cast-effective condition?
It will cast $67.fi billion to reach BMP in 10 years.
Mow much will it cost to maintain them once we achieve the_BMP_o__r_optmal pavement
co ...--•-•--
~•~ndition~
Once the BMP condition is reached, it will cost approximately $1.8 billian a year to maintain
them at that condition.
Nichols Consulting Engineers, Chtd.
Page iv
Final Report: October 20. 2009
LFI<,~1GUE
C[TIES
What are the needs for the essential comaonents to a functioning system?
The transportation network includes essential safety and traffic components such as curb
ramps, sidewalks, storm drains, streetlights and signals. These components require $32.1
billion over the next 1 D years.
Is there a funding shortfall? If so, what is it?
Yes. The table below shows the pavement and essential component shortfall of $71.4 billion
over the next 14 years.
of 10 Year Needs and Shortfall [2008 $Billion
Pavements $ 67.6 $ 15.9 $ 5"1.7
Essential Components $ 32.1 $ 12.4 $ 19.7
What are the Solutions?
To bring the state's local street and road system to a best management practice level where
the taxpayer's money can be spent cost effectively, we will need up to approximately $51.7
billion of additional funding far pavement alone and more than $71 billion, including the
essential components, for a functioning system over the next 1fl years. The sooner this is
accomplished, the less funding will be required in the future.
The conclusions from this study are inescapable. Given existing funding levels available to
cities and counties for maintaining the local system, California's local streets and roads will
deteriorate rapidly within the next 25 years to a poor condition. Unless this condition is
addressed, costs to maintain the local system will only continue #o grow, while the quality of
California's loco[ transportation network deteriorates.
To bring the local system back into acost-effective condition, thereby preserving the public's
$271 billion pavement investment and stopping further costly deterioration, a# least $7 billion
annually in new money is needed to stop the further decline and deterioration of local streets
and roads. This is equivalent to about a 38-cent gas tax increase. Or to put it another way,
the average driver will pay an additional 5fl cents a day for gas. It is imperative that cities and
counties receive a stable and dedicated revenue stream for cost effective maintenance of the
local system to avoid this crisis.
Nichols Consulting Engineers, Chtd.
Page v
January 26, 2010
BOARD OF SUPERVISORS
ADMINISTRATION CENTER
25 COUNTY CENTER DRIVE - OROViLLE, CALIFORNIA 95985
TELEPHONE: (530) 538-7224
Governor Arnold Schwarzenegger
State Capitol Building
Sacramento, CA 95814
Re: Local Streets and Roads Funding Needs
Dear Governor Schwarzenegger:
SILL CONNELLY
First District
JANE DOLAN, Chair
Second District
MAUREEN KIRK
Third District
STEVE LAMBERT
Fourth District
KlM K. YAMAGUCHI
Fifth District
The California Statewide Local Streets and Roads Needs Assessment critically analyzed the local
transportation network's condition and funding needs by surveying all of California's 58 counties and 478
cities in 2007-08. The results show that California's roads are on a path of significant decline, with an existing
statewide Pavement Condition Index (PCl) average in the "at risk category". If current funding remains the
same, the statewide PCI condition is projected to deteriorate 14% in 10 years, and 17% more in 23 years to the
"poor" category. Most critical is the unfunded backlog of $70 billion over the next l0 years.
Qngoing road maintenance is a significant public safety concern. Fatality rates on county roads already
exceed those of the State's highway system. A county's failure to maintain its paved road network {potholes
filling, sealing, overlays, etc.}, traffic signals, signs, and street lights has a direct correlation to traffic
accidents, injuries, and deaths. Therefore, preserving and maintaining the local system in good condition is
less costly than to Iet it deteriorate. To bring the pavement condition to a level of best management practices
there needs to be an additional investment of nearly $70 billion dollars over the next 10 years. l:n order to
bring tl~ie local system back into acost-effective condition, thereby preserving the public's $271 billion
pavement investment and stopping further costly deterioration, at least $7 billion annually in new money is
'needed to stop the further decline and deterioration.
For Butte County, this equates to needing more than $ l6 million annually to bring our local roads up
to a good condition and approximately $8 million a year thereafter to keep our roads in this good condition
The Butte County Board of Supervisors passed the enclosed Board Resolution; supporting the findings
of the California Statewide Local Streets and Roads Needs Assessment and vehemently opposing future
transportation funding cuts, such as cuts to Proposition 42 and the Highway User Tax Account (HUTA). The
Board of Supervisors strongly supports preserving the adequate and stable funding sources and urges the
Crovernor and legislators to identify new funding sources for local street and road maintenance and
rehabilitation.
Sincere
Bill Connelly, Supervisor District 1
Chair, Butte County Board of Supervisors
CC: Sam Aanestad, State Senator District 4
Dan Logue, State Assembly Member District 3