Pavement Preservation Journal - Winter 2009 - (Page 20)

All images courtesy City of Los Angeles Rubberized slurry seal — applied by city forces — preserves pavements while recycling scrap tires L.A. Street Preservation: It’s For, and About, the Public By Nazario Sauceda “They paint the roads black just before an election.” “They schedule road work according to the number of complaints or squeaky wheels.” “The councilman gets his road resurfaced first.” We have all heard these comments before, and depending on where you reside in the nation, they may or may not be true. The City of Los Angeles, however, has a very different strategy. The city knows that investing in pavement preservation reduces the four-to-five times higher cost of rehabilitation. Furthermore, the city’s street managers want residents, stakeholders, and the general public to fully comprehend the simple concept of “pay less now, or pay much more later.” By having an ongoing pavement preservation education program, the city has been able to convey the message to its communities. Neighborhoods clearly understand that the Bureau of Street Services (BSS) of the city’s Department of Public Works has been very effective at giving the taxpayers the best value for their tax dollars. In return, residents have demonstrated a strong sense of support that has been instrumental in funding the city’s pavement preservation program. 20 pavement preservation journal Winter 2009 NATION’S LARGEST STREET NETWORK Los Angeles has the nation’s largest and most congested municipal street system. It is comprised of 28,000 lane-miles, many of which were built before World War II. Decades of insufficient maintenance and rehabilitation funding, increasingly heavy traffic and thousands of utility cuts per year have all left the streets in a mess. The city’s annual resurfacing program of 50 miles per year remained constant between World War II and 1987, despite the fact that the system grew from 2,500 to 6,500 centerline miles of paved streets. The problems were exacerbated by California’s Proposition 13, which dramatically cut tax resources used for street maintenance; and yes, the city was also guilty of some of the charges cited at the beginning of this article. In the mid 1990’s, the BSS recognized the need to use engineering-based knowledge and technologies to address the street network challenges. The fi rst logical step was to replace the old and subjective pavement management system (PMS) that was created in-house during the early 1980s with a state-of-the-art PMS capable of objectively determining pavement condition and

Table of Contents for the Digital Edition of Pavement Preservation Journal - Winter 2009

Pavement Preservation Journal - Winter 2009
President’s Message
International Preservation Conference to Feature Flexible, Rigid Pavements
A Tribute to Jim Sorenson
Add Pavement Preservation to Boost Pavement Management
L.A. Street Preservation: It’s For, and About, the Public
StreetSaver Software Key to Bay Area Asset Management, Regional Fund Distribution
Integrating Pavement Preservation Practices
Revised Manual Provides Basics of Asphalt in Preservation
International Road Federation Hears from Lone Star State on Pavement Preservation
Iowa State Hosts Grad Course in System Asset Management
A New FP2 for Changing Times
Stimulus Package Boosts Preservation in Northeast
Calendar of Events
Index to Advertisers

Pavement Preservation Journal - Winter 2009