Results oft the Town of Holden Beach 2024 Pavement Condition Survey  Final Report August 2024  Right Angle Engineering; 212 Princess Street Wilmington, NÇ 28401 Phone (910) 251-8544 Fax (910)251-2208  SEAL PE023917 ANE ue LIPR    Results of the Town of Holden Beach  2024 Pavement Condition Survey  Table of Contents  Page  Executive Summary A. Street Inventory. B. Pavement Condition. C. Maintenance Needs Introduction.  Pavement Condition Survey and Management System..  II. Pavement Condition Survey. A. Procedures. B. Results. III. Pavement Maintenance A. Maintenance Activities B. Unit Costs for Maintenance Activities. C. Maintenance Needs. D. Routine Maintenance E. Resurfacing  8 9 9 14 16 .19 19 19 20 20 A B  IV. Summary of 2024 Pavement Condition Survey Results.  A. Use of Survey Results.. B. Priorities. C. For the Future D. ACknowleagment.  Appendices  A. Pavement Distress Conditions. B. Summary Tables and Legend.. Alphabetical and Priority Listings    The Town of Holden Beach  Analysis of the Results of the 2024 Pavement Condition Survey  Executive Summary  This report presents the results from a Pavement Condition Survey and analyzes the maintenance needs for the Town of Holden Beach's street system. Right Angle Engineering, Inc. conducted the visual survey of the public (non-State maintained) streets that are maintained by the Town of Holden Beach. The results from this survey were used to determine maintenance needs and Recommended maintenance activities for the street system are presented in Appendix B. A priority listing, provided in Appendix C, is based on Pavement Condition Ratings (PCR's). The priority listing does not account for high volume or low volume streets. Streets are categorized by the Town as either low (Class A) or high (Class B) volume streets. Certain Class A or Class B streets may have higher or lower importance for the Town based upon the number of dwelling units served, commercial traffic using the street, or projected land development and traffic growth. Based on field observations, it is assumed that the streets surveyed would be considered Class A streets. We do not anticipate that there are any Class B streets maintained by the Town of Holden  estimate their costs.  Beach at this time.  A. Street Inventory  The Town-maintained street system consists of approximately 12.8 miles of total paved asphalt roadway. As previously mentioned, all of the subject streets are Class A (low volume) roads. Approximately 1.6% of the streets have sidewalk along one side only, while none of the streets have sidewalks on both sides. We did not observe any streets with curb and gutters. All of the  Town-maintained paved streets have an asphalt surface.  B. Pavement Condition  The two primary distress types that require maintenance are alligator cracking and patching. Over 66% of the street system exhibits some degree of alligator cracking while approximately 6% of the system requires some asphalt patching. Some areas of light blocktransverse cracking, reflective cracking, rutting, raveling, and bleeding were noted. In addition, the ride  quality of some areas was observed to be slightly rough.  C.N Maintenance Needs  Of the 12.8 miles of streets inspected, approximately 25% are in need of maintenance. The survey indicated a total estimated maintenance need for plant mix resurfacing of $1,021,874. This represents an average of $72,350 per mile for the entire town street system. It should be noted that this cost estimate is for pavement repair only. Additional costs can be incurred for drainage improvements, administration, utility adjustments, work zone traffic control, and other items. Please note that these costs are variable and can increase the total project cost  significantly.  1    - Introduction  Pavement Condition Survey and Management System  Right Angle Engineering used a method similar to that developed by the Institute for Transportation Research and Education (ITRE) for the NCDOT to visually inspect eight types of pavement distress and rate the severity of these distresses. A computer program uses the data from the visual inspections and determines the maintenance needs and costs for each At the request of several municipalities, NCDOT has made this Pavement Management System available for North Carolina municipalities. ITRE modified the survey for municipal streets and has conducted it in many, municipalities. The fact that these cities and towns are able to analyze their pavement problems in the same manner as NCDOT permits an easy Information provided by the Pavement Condition Survey and Management System typically Ac complete inventory of bituminous paved streets with length, width, type of pavement, shoulder, and curb and gutter information. Additional information can include Pavement distresses, by type and magnitude, along with the Pavement Condition  section of roadway.  exchange of technology and training.  includes:  sidewalks, utilities, right-of-way, etc. Ratings (PCR's) for each of the streets.  Recommended maintenance activities and anticipated repair costs.  Two separate lists of streets: Alphabetical and Priority, which is prioritized by  Pavement Condition Rating (PCR).  This information is advantageous for municipalities because:  The survey is an objective evaluation of eight types of pavement distresses. Commonly accepted cost-efective maintenance practices are then recommended for repairing The survey permits the Municipality to use its limited funds more cost efficiently for Streets with critical pavement distress are easily identified for engineering investigation, The computerized approach permits the Municipality to vary the types of maintenance activities to allow budget planning for different levels of maintenance service.  those pavement distresses.  maintenance and resurfacing by prioritizing these activities.  testing, or pavement reconstruction.  2    II. Pavement Condition Survey  A.Procedures  The procedures used for pavement condition surveys include:  Inventory the physical characteristics of each of the Municipality's streets. These characteristics include length, width, pavement type, curb and gutter, sidewalk Identify homogeneous street sections. The survey is conducted from beginning to end, but new sections can be formed where changes occur in street width, pavement type, Evaluate pavement distress on each street. Alligator cracking, block/ transverse cracking, reflective cracking, rutting, raveling, bleeding, ride quality, and patching are measured according to well-defined severity levels. Alligator cracking is measured in detail by the percentage of the section having each severity of pavement distress. The other distresses are measured as an overall condition and categorized as light, moderate, or severe distress level. See Appendix A for descriptions of distress types Categorize the type of traffic on each street. The Municipality assigns all streets as either Class A or Class B streets. Class A streets are typically low-volume residential streets. Class B streets are more heavily traveled and receive a higher level of Enter the collected information into a computer database management system.  locations, or any other information the Municipality requires. curb and gutter sections, or pavement condition.  and severities.  maintenance and repair than Class A streets.  B. Results  The Pavement Condition Survey provides an objective evaluation by visual observation of eight types of pavement distress and the relative amount and severity of each type of distress. A pavement distress summary compiled for the Town of Holden Beach is shown in Table 1 on  the next page. The following are some observations from the survey.  The predominant distress type was found to be Alligator cracking. Alligator cracking was noted on 66% of the street system. Over 39% was at a moderate or severe level. This is the most critical pavement distress and requires the most immediate attention. Distressed asphalt that requires asphalt patching was noted on approximately 6% of Light raveling was noted on approximately 2.1% of the street system. No moderate or  the street system.  severe raveling was observed.  No rutting or reflective cracking was observed within the street system.  Light Block/Transverse cracking was noted on 22.5% of the street system. No moderate or severe block/transverse cracking was observed within the street system. Slightly rough ride quality was present on approximately 4.4% of the street system. Maintenance efforts should be focused on high-priority routine maintenance and resurfacing. Emphasis in this area should improve the overall maintenance level of the  street system.  3    Table 1 Town of Holden Beach  Pavement Condition Survey Distress Summary  Class A Streets Class B Streets Total Street System Miles ofMiles Miles of Miles Miles ofA Miles  Distress Items  Percent  Percent  Percent 33.6 65.3 28.0 11.6 77.3 22.5 100.0 100.0 97.7 2.1 93.0 7.0 95.3 4.4 65.8 32.9 1.3 100  Alligator Cracking A. None B. Light C.N Moderate D. Severe Block/Transverse Cracking A. None B. Light Reflective Cracking A. None Rutting A. None Raveling A. None B. Light Bleeding A. None B. Light Ride Quality A. Average B. Slightly Rough Patching A. None B. Light C. Moderate TOTAL  4.3 33.6 8.4 65.3 3.6 28.0 1.5 11.6 9.9 77.3 2.9 22.5 12.8 100.0 12.8 100.0 12.5 97.7 0.3 2.1 11.9 93.0 0.9 7.0 12.2 95.3 0.6 4.4 8,4 65.8 4.2 32.9 0.2 1.3 12.8 100  4.3 8.4 3.6 1.5 9.9 2.9 12.8 12.8 12.5 0.3 11.9 0.9 12.2 0.6 8.4 4.2 0.2 12.8  Note Columns may not exactly add up due to rounding.  4    The type of distress that was observed on each street is shown on both listings provided in Appendix C. The first listing is alphabetized and the second listing is prioritized based on The type and amount of distress that was observed on each street was used to obtain a Pavement Condition Rating (PCR). This rating has a scale between 0 and 100 and a basic  ascending Pavement Condition Rating (PCR) values. description of each category is as follows:  Rating 91-100 81-90 66-80 51-65 Below 50  General Condition Very Good Good Fair Poor Very Poor  Each street begins with a rating of 100 and points are deducted from this rating based on the type and severity of distress. Deductions are the same for Class A and B streets. Deduct  values for the severity levels of each distress are given below in Table 2.  Table 2  Deduct Values For Pavement Condition Rating  SEVERITY  Pavement Distress Alligator Cracking (Multiplied by percent) Block/Transverse Cracking Reflective Cracking Rutting Raveling Bleeding Ride Quality Patching  None (N) Light(L) Moderate (M) Severe (S)  0 0 0 0 0 0 0 0  25 5 5 5 5 5 0 5  60 20 10 15 25 15 10 10  99 35 20 25 35 25 25 15  For Example: A street has the following pavement distresses: 20% Light Alligator Cracking (AL), Moderate Rutting (RT), Light Patching (PA), and no other pavement distresses. The  Pavement Condition Rating would be:  PCR = 100 -AL/(02x25)-IRD.(5)-PA/(6)-75  5    The priority listing provided in Appendix C lists the streets from lowest to highest PCR value. This listing permits the engineering staff to easily visualize the critical streets within their street system. It also identifies critical street problems where engineering inspection and analysis is needed. The bar graph shown on the next page in Figure 1 illustrates the percentage of streets in the Town of Holden Beach that had PCR's within each severity category. The graph shows that approximately 91% of the streets were found to be in good or very good condition, Please note that the priority listing is sorted by PCR and does not differentiate between Class Aa and Class B streets. This is of no consequence at this time since no Class B streets are Acomparison of a street's rating over time will indicate the rate of pavement deterioration. The effects of maintenance practices may also be reflected in a comparison of PCR values. For instance, a street PCR should increase after an overlay or a declining PCR may be stabilized  while approximately 1% were noted to be in poor or very poor condition.  included in this report.  with a crack-pouring program.    a  - o  0  C -  00  ) 0 00 weyshs jo quepued  7    III. Pavement Maintenance A. Maintenance Activities  The type of maintenance activities used to mitigate various distress types are listed below in Table 3. These activities are commonly accepted for cost-effective minimum levels of maintenance service. They include crack pouring, skin patching, full-depth patching, joint repair, resurfacing portions of a street (short overlay), and complete resurfacing of a street with 1",1.5" or 2" of plant mix. The maximum maintenance repair used in the survey is a 2" plant mix. When this occurs, there is major structural failure and further engineering analysis is  needed to determine proper pavement rehabiitation.  Table 3 Maintenance Activities  Type of Pavement Distress Alligator Cracking (AL,AM,AS) BlockTransverse Cracking (BK) Rutting (RT) Raveling (RV) Bleeding (BL) Ride Quality (RQ) Patching (PA)  CLASSA Moderate (M)  CLASSB  Light (L) None 4'Skin Patch None Crack Pouring  Severe (S)  Light Moderate (M) (L)  Severe (S) 8'Full-Depth Patch  4'Full-Depth Patch None 8' Skin Patch  1.5'PMF Resurfacing None 1.5" PMI Resurfacing 1.5" PMI Resurfacing  Reflective Cracking (RF) None Crack Pouring  Joint Repair  None Crack Pouring  Joint Repair 1.5" PMI Resurfacing 1.5" PMI Resurfacing 1.5" PM Resurfacing 1.5" PMI Resurfacing  None None None None None None None None  1.5" PMI Resurfacing None Short Overlay 1.5" PMI Resurfacing None None 1.5" PM Resurfacing None None  None 1.5PMResurfacing 1,5"8 PMI Resurfacing None 1.5" PMI Resurfacing 1.5" PM Resurfacing  Short Overlay  None None  Ifah high percentage of the pavement surface has alligator cracking, resurfacing is recommended as shown below in Table 4. All severe alligator cracking should be repaired with  full-depth patching prior to resurfacing.  Table 4 Condition AM & AS25 50% AM & AS 25 50% plus M or S Rutting AM & AS x 30% AM & AS x: 30% plus M or S Rutting  Maintenance for a High Percentage of Alligator Cracking  Class A  Resurfacing 1.5" PMI Resurfacing 2" PMI Resurfacing 1.5" PM Resurfacing 2" PMI Resurfacing  B  8    B. Unit Costs for Maintenance Activities  The unit costs for maintenance activities are shown below in Table 5. Although they are considered to be reasonable average costs for most municipalities, unit costs can be adjusted easily. The unit costs for crack pouring andj joint repair are based on a 24-foot wide pavement.  Table 5  Unit Costs for Maintenance Activities  Activity Crack Pouring Joint Repair Plant Mix Skin Patching Full-Depth Patching Seal Plant Mix Resurfacing  Cost $8,000 per mile $8,500 per lane mile $15.00 per square yard $400.00 per ton $2.00 per square yard $30.00 per square yard  C. Maintenance Needs  Ac comparative table with a summary of maintenance needs for 2024 is shown on the next page in Table 6. A total of 12.8 miles were surveyed and rated within the Town of Holden Beach, and approximately 25% of the street system was found to be in need of some repair. The estimated cost for repairing the Town of Holden Beach's street system is $1,021,874. Considering the entire street system, the overall cost per mile for the Town of Holden Beach is $72,350. These activities are based on objective descriptions of conditions existing at the time oft the survey. Because computer analysis determines the major maintenance activity for these conditions, there may bei isolated distresses that are not evident in the results. These maintenance activities can be categorized as either routine maintenance or resurfacing. Routine maintenance limits the detrimental effects of traffic loads and weather conditions. These activities include crack pouring, joint repair, patching, and short overlays. Resurfacing adds a new layer to the pavement's structure and improves its load carrying capacity. Figure 2 on page 11 illustrates the amount of each maintenance activity as a percentage of the total street system mileage. Approximately 25% of the system is in need of resurfacing. Figure 3 on page 12 illustrates how the total cost is distributed among the various types of maintenance activities. Each of the streets in need of repair require asphalt resurfacing. However, asphalt patching may also be required on a street before it can be resurfaced. The  cost of this patching is included in the resufarcing cost estimates.  9    Table 6 Town of Holden Beach  Summary Table of Suggested Maintenance Activities for the  MILES Total Percentage Miles ofMiles 0.0 0.0 0.0 0.0 0,0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.2 25.0 3.2 25.0 9.6 75.0 12.8 100.0  COST Total Cost $0 $0 $0 $0 $0 $0 $0 $1,021,874 $1,021,874 $1,021,874  Maintenance Activity Crack Pouring Joint Repair Skin Patch Full-Depth Patch Short Overlay 1"F Plant Mix Resurfacing 1"Plant! Mix & Seal 1.5" Plant Mix Resurfacing Total Maintenance Total Miles No Repairs Total Street System  Cost Per Mile $0 $0 $0 $0 $0 $0 $0 $319,336 $319,336 $72,350  Percentage of Cost 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 100.0  Note- Columns may not add up exactly due to rounding.  The results of the Pavement Condition Survey shown on the listings in Appendix C have a code symbol in the maintenance activity column defining the controlling maintenance activity  for each street. The code symbols are as follows:  CP Crack Pouring JR , Joint Repair SKP = Skin Patching FDP = Full-Depth Patching sO = Short Overlay  PM1 = 1"Plant Mix Resurfacing PM1+S = 1"Plant Mix and BST Seal PM1.5 = 1.5" Plant Mix Resurfacing PM2 = 2" Plant Mix Resurfacing  Figure 4 on page 13 shows a breakdown of total estimated maintenance cost by routine maintenance and resurfacing. Resurfacing accounts for approximately all of the total maintenance cost. Again, patching will be required on individual streets prior to resurfacing.  10    2 1 e 3 o à  11    : 3 a 9 o 1 f  12    (spuesnow)sielod  13    D. Routine Maintenance  Routine maintenance limits the detrimental effects of traffic loads and weather conditions. These important maintenance activities are included where the pavement distresses are not present in sufficient magnitude to warrant complete plant mix resurfacing. Routine maintenance includes crack pouring, joint repair, patching, and short overlays. The Pavement Condition Survey indicates that there are 4.8 miles of streets in need of resurfacing. Due to the anticipated progress of street repairs, funds for the routine maintenance of streets that are in the good to very good range would be better used for The following sections define the routine maintenance for the Town of Holden Beach.  patching and resurfacing of streets in the very poor to fair range.  Crack Pouring  Crack pouring is needed for moderate blocktransverse cracking on Class A streets and moderate reflective cracking on all streets. Block cracking is not a structural failure and does not usually progress rapidly. Cracks are generally caused by shrinkage of the asphalt concrete and daily temperature cycling. Traffic loads can increase the severity of block cracking if water is allowed to penetrate into the cracks. Therefore, it is very important to seal these cracks to prevent water penetration into the base materials. The definition of moderate blocktransverse cracking also includes cracks that have been sealed previously but are beginning to open back up. Even though it will result in a higher initial cost, the use of a rubberized asphalt crack sealant is recommended. Because cracks must be resealed periodically, a continuing crack pouring program is required. Crack pouring can be a very  cost-effective expenditure of funds. There are no streets requiring crack pouring.  Skin Patching  Skin patching is recommended for the repair of isolated locations of moderate alligator cracking. It seals the surface and slows the rate of deterioration. Alligator cracking is a structural failure of the pavement and can deteriorate rapidly if proper maintenance is not  performed.  There are no streets in need ofs skin patching.  14    Full-Depth Patching  Full-depth patching is required to repair severe alligator cracking. Itinvolves the removal of the surface course, base course, and sub-grade, if necessary. New material should be Currently most of the areas that require full depth patching are located on streets that also require resurfacing. Since the cost of patching has been included in the estimated There may be isolated areas of streets that need immediate attention and are not listed on streets to be resurfaced. It is anticipated that the costs for full depth asphalt patching in these areas is low compared to the extensive costs of resurfacing. Therefore, they are not An on-going patching program is needed for the Town of Holden Beach. This type of maintenance is very cost-effective in extending the useful life of pavements. Delaying this type of maintenance will cause pavements to fail at a much faster rate. Many streets requiring patching may need resurfacing in the near future. However, timely and thorough  placed in compacted lifts. Often, full-depth asphalt can be used.  resurfacing costs, iti is not broken down on a individual street basis.  included in this report  patching can postpone the need for resurfacing.  Short Overlays  Short overlays, or resurfacing portions of streets, are recommended on Class A streets with severe patching in combination with a slightly rough ride quality, and on Class B streets  with moderate rutting.  There are no streets requiring a short overlay.  Joint Repair  Joint repair is needed for severe reflective cracking. Reflective cracking occurs when cracking at the joints of an old concrete pavement reflect to the surface of an asphalt overlay. Often repairs must be made to the Portland cement concrete pavement below the  surface. Slab stabilization may also be required if pumping is present.  There are no streets requiring joint repair.  15    E. Resurfacing  Plant mix resurfacing is a major maintenance activity. Combined with full-depth patching, resurfacing is used to repair structural damage. It is recommended for a variety of pavement distresses. As severity and magnitude increase, some distress types require more immediate attention than others. Because the funds available for street resurfacing are usually limited, resurfacing activities need to be addressed by the type of pavement distress that causes the Plant mix resurfacing is recommended for 3.2 miles of streets. The total estimated cost for this work is $1,021,874. This is a cost of $319,336 per mile, representing most of the total maintenance need. Considering the entire street system, the cost for resurfacing these streets is$ $72,350 per mile. FDP for streets that require resurfacing is addressed in Section D. This section will address resurfacing activities by the type of distress that requires it. A comparative table of plant mix resurfacing needed in 2024 is shown in Table 7 on page 18. A  need.  brief discussion of the resurfacing by pavement distress type follows.  Alligator Cracking  Alligator cracking is the most serious pavement distress. It is a structural pavement failure that may be caused by traffic overload, inadequate design thickness, base or sub-grade failure, poor drainage, or a combination of these factors. Since alligator cracking represents a structural failure, it will progress rapidly unless properly repaired, perhaps to the point that the street may require complete pavement reconstruction. Alligator cracking Resurfacing is typically indicated when 30% of a Class B street or 50% of a Class A street has moderate and/or severe alligator cracking. The severe cracking is always corrected with full-depth patching. The street listing in Appendix C includes the cost of full-depth patching when required in the cost estimate of resurfacing. When light or no rutting exists with alligator cracking, a 1" plant mix resurfacing is recommended. When moderate or severe rutting exists with alligator cracking, a 2" plant mix resurfacing is recommended. Alligator Cracking Plus Light or No Rutting (1.5" PM): There are 3.2 miles of streets requiring resurfacing due to a high percentage of moderate and/or severe aligator cracking ino combination with light to no rutting, and other deficiencies. The estimated cost for this Alligator Cracking Plus Moderate or Severe Rutting (2" PM): There are no streets requiring resurfacing because of a high percentage of moderate and severe alligator  should be given top priority for repair.  For this study, 1.5" plant mix is used for all streets.  resurfacing is $1,021,874.  cracking in combination with moderate or severe rutting at this time.  16    Block/Transverse Cracking  BlockTransverse cracking is not load associated but is caused by the shrinkage of asphalt concrete and temperature fluctuations. The severity can increase if water penetrates into the cracks. Therefore, it is important to seal the blocktransverse cracks to prevent water penetration into the pavement's base materials. Unless remedied, alligator cracking may Resurfacing with a 1" plant mix would be needed to repair moderate block/transverse cracking, although crack pouring is a cost-effective alternative on Class A streets. Generally, resurfacing Class A streets due to moderate cracking would be a low priority, unless municipal officials have seen a continued increase in the cracking and/or there is difficulty keeping it crack-poured because of heavy traffic volumes. Severe block/transverse cracking requires a seal coat application followed by a 1" plant mix resurfacing. Itis not practical or cost effective to crack-pour severe block cracking. Severe BlockTransverse Cracking (1" PM): There are no streets requiring resurfacing Moderate Block/Transverse Cracking (1" PM): There are no streets requiring  develop.  due to severe block cracking at this time.  resurfacing due to moderate block cracking at this time.  Raveling  Raveling typically occurs on BST (bituminous surface treatment) streets but can also develop on older plant mix streets. It is identified by the loss of aggregate particles from the pavement surfaçe. The inability of the liquid asphalt to hold the aggregate in place causes raveling. Resurtacing is needed to seal the pavement and provide a new wearing surface. A 1" plant mix resurfacing is recommended for both the moderate and severe There are no streets requiring resurfacing due to moderate raveling at this time.  conditions. Rutting  Rutting is defined as a surface depression that typically occurs in the wheel path(s)orat the edge of the pavement, It occurs when the pavement layers or subgrade consolidate due to traffic loads. Rutting represents a structural failure and often occurs in conjunction with alligator cracking. To repair severe rutting, a 1.5" plant mix resurfacing is recommended on Class B streets and a 1" plant mix resurfacing on Class A streets. There are no streets requiring resurfacing due to rutting at this time.  Bleeding  Bleeding is caused by excess liquid asphalt on the pavement surface. Bleeding can cause an unsafe condition due to reduction of skid resistance. A 1" plant mix resurfacing is  recommended where severe bleeding is recognized.  There are no streets requiring resurfacing due to bleeding at this time.  17    Rough Ride Quality  Rough Ride Quality is a relative indication of roughness and how the street rides to the public. Rough ride quality can be caused by any number of factors including rutting, cracking, utility cuts, localized dips, or poor patching. Improving severe ride quality requires a 1" plant mix resurfacing, but other repairs may also be required. There are no streets requiring resurfacing due to rough ride quality at this time.  Patching  Patching is only an indication of the amount of surface area that has received some type of maintenance repair. The quality or condition of the patch is not considered in the evaluation. Severe patching indicates that a large amount of patching exists on the pavement. Resurfacing is recommended when patching covers more than 30% of a pavement's surface area. Where there is severe patching on Class B streets, a 1" plant  mix resurfacing is suggested.  There are no streets requiring resurfacing due to patching at this time.  Table7 Plant Mix Resurfacing Summary Town of Holden Beach  MILES Total Percentage Miles of Miles 0.0 0.0 3.2 25.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.2 25.0 12.8 100.0  COST Cost Per Mile $0 $319,336 $0 $0 $0 $0 $0 $0 $0 $319,336 $72,350  Major Pavement Distress Alligator Cracking + Moderate and/or Severe Rutting (2" PM) Alligator Cracking + Minor Rutting(1.5"F PM) Severe Block Cracking (1" PM & Seal) Moderate Block Cracking Class B( (1"PM) Severe Rutting Class A Streets (1" PM) Moderate Raveling (1" PM) Severe Bleeding (1"F PM) Severe Ride Quality (1" PM) Severe Patching (1" PM) Total Resurfacing Total Street System  Total Cost $0 $1,021,874 $0 $0 $0 $0 $0 $0 $0 $1,021,874 $1,021,874  NOTE Columns may not add up exactly due to rounding.  18    V.Summary of 2024 Pavement Condition Survey Results for the  Town of Holden Beach A. Use of Survey Results  The Pavement Condition Survey is an objective evaluation of the amount and severity of eight types of pavement distress. The results of the survey should never be used arbitrarily. There isnos substitute for in-the-field engineering, judgment and experience in determining the types of maintenance activities needed. The street listings should be used as a guide for planning and scheduling maintenance activities. It is important to understand how the results were  calculated before using this information.  B. Priorities  Although all recommended maintenance activities are needed right away, often there are more maintenance needs than funds available. Therefore, the types of maintenance should be prioritized. High Priority maintenance should include skin patching, short overlays, full-depth patching, crack pouring, and resurfacing of alligator cracking and rutting. Medium Priority maintenance includes resurfacing of severe blocktransverse cracking, severe raveling, and severe bleeding. Low Priority maintenance should consist of resurfacing for moderate blocktransverse cracking, moderate raveling, rough ride quality, and severe patching. Table 8 shown below lists these levels of priority with the anticipated cost for each level and the cost  per mile for work in that priority range.  Table 8 Priority by Type of Maintenance for the Town of Holden Beach  MILES Total Miles Per Mile  COST Total Cost  Priorities  Cost  Percentage OfCost  HIGH PRIORITY: Preventive Maintenance, Resurfacing Alligator Cracking and Rutting MEDIUM PRIORITY: Resurfacing Severe BlockTransverse Cracking, Raveling and LOW PRIORITY: Resurfacing Moderate Block/Transverse and Raveling; Resurfacing Severe Ride Quality and  3.2 $319,336 $1,021,874 100.0  0.0  $0  $0  0.0  Bleeding  0.0  $0  $0  0.0  Patching Total Repairs Total Street System  3.2 $319,336 $1,021,874 100.0  12.8  $72,350 $1,021,874  19    Due to the condition of streets in the Town of Holden Beach, pavement maintenance efforts and funds should be dedicated towards preventive maintenance and structural repair. This emphasis would reduce the rate of deterioration on pavements that exhibit light distress levels and it would improve the overall condition of the street system. Preventive maintenance and structural repair would also reduce the maintenance cost per mile int future years.  C.Fort the Future  The Pavement Condition Survey is an excellent beginning for implementation of a Pavement Management System. It provides an objective evaluation of the municipal street system, measuring all major types of pavement distress. The recommended maintenance plan resulting from this evaluation depends upon many factors. Inadequate pavement thickness, unanticipated truck loads, and poor drainage accelerate the deterioration. Therefore, it is reasonable and prudent to conduct these surveys periodically to monitor the condition of the Such periodic surveys indicate the rate of deterioration and the effects of resurfacing and street maintenance activities. Additionally, these periodical surveys make it possible to build up a history of all maintenance activities to assist in planning for more cost-effective maintenance  street system.  procedures. D.A Acknowledgment  Right Angle Engineering the Town's cooperation during the pavement survey. Necessary maps, general information, and transportation needs supplied by the Town were essential for  the Pavement Condition Survey and preparation of this report.  20    APPENDIX A  Town of Holden Beach 2024 Pavement Condition Survey  Pavement Distress Conditions    Pavement Distress Conditions:  The pavement distresses measured in the survey are defined, and color photographs are shown, following this brief description of each pavement distress and whyi it occurs. 1. Alligator Cracking is a load-associated structural failure that takes place in one or more of the pavement layers. When permanent pavement deformation (Rutting) occurs with Alligator Cracking, a serious failure is indicated. Itis a continuing deterioration process. It can be caused by many factors, the most common of which are inadequate thickness of pavement structure for the existing number of commercial vehicles, a softening of the subgrade under the pavement, or related drainage problems. Depending upon the severity of Alligator Cracking and Rutting, the pavement may require surface patching, complete removal of the pavement in spots (full-depth patching), resurfacing, or complete pavement 2. Block/Transverse Cracking indicates the pavement surface has hardened significantly. The cracking takes place with age, and the pavement cracks due to shrinkage. It is not a structural failure. The cracks should be poured. When the pavement has a significant 3. Reflective Cracking occurs on an asphalt overlay that has been placed over a Portland Cement Concrete Pavement. The cracking at the joints of the old concrete pavement reflects to the asphalt surface. Resealing or repairing of the concrete joints, either by crack pouring or major reconstruction of the old joint, might be required. Slab stabilization may be 4, Rutting is a surface depression typically located in the wheel path(s) or at the edge of the pavement. It occurs when the pavement layers or subgrade consolidate due to traffic loads or because of softening of the surface pavement mix. Rutting represents a structural failure and often occurs with Alligator Cracking. It can be corrected by a leveling course or 5. Raveling is the wearing away of the pavement surface by dislodging of aggregate and loss of asphalt binder. It occurs primarily on BST (bituminous surface treatment) roads, but can occur on very old plant mix surfaces in part due to weathering. Severe Raveling requires a plant mix resurfacing. Although a plant mix resurfacing is required to repair moderate 6. Bleeding is a film of bituminous material on the pavement surface caused by excess asphalt cement in the pavement. A plant mix resurfacing is usually required to correct this problem. 7. Ride Quality is what the general public perceives as the indication of how well a road is holding up. Rough Ride Quality can be caused by many of the previously described 8. Patching represents the amount of patching that exists on the pavement. It may also represent utility cuts in the pavement. Patching is only an indication of the amount of surface area that has received some type of maintenance repair. The quality or condition of the patch is not considered in the evaluation. Large amounts might indicate the need for  reconstruction.  amount of this distress, it should be resurfaced.  required if pumping is present.  resurfacing.  raveling, it is low priority.  pavement distresses; poor patching, utility cuts, etc.  resurfacing.  Page 1 Appendix. A- Pavement Distress Conditions for the Town ofh Holden Beach  July 2024    APPENDIX B  Town of Holden Beach 2024 Pavement Condition Survey  Summary Tables    o o o o de d8 de d8 df f DE D9  o o d8 of 9  o D6  e  o o o o 00 :e - 1e 09 de % 00 0f 9 de  & f df  de 9 e  0  Page 1  Appendix B: Summary Tables for the Town of Holden Beach  July 2024    Table 2  Pavement Condition Survey Cost & Condition Rating Summary  Town of Holden Beach  Length Length Average Avg Cost Avg Cost  Total Cost  Type of Street Class A Class B Total  (Miles) (Lane Mi.) Rating  per Mile per Lane Mi. $72,350 $72,350  12.8 12.8  25.6 25.6  92 92  $36,175 $1,021,874 $36,175 $1,021,874  Page 2  Appendix B: Summary Tables fort the Town of Holden Beach  July 2024    Table 3 Town of Holden Beach  Pavement Condition Survey Distress Summary  Class A Streets Class B Streets Total Street System Miles ofMiles Miles ofMiles Miles ofN Miles  Distress Items  Percent  Percent  Percent 33.6 65.3 28.0 11.6 77.3 22.5 100.0 100.0 97.7 2.1 93.0 7.0 95.3 4.4 65.8 32.9 1.3 100.0  Alligator Cracking A. None B. Light C. Moderate D. : Severe Block/ransverse Cracking A. None B. Light Reflective Cracking A. None Rutting A. None Raveling A. None B. Light Bleeding A. None B. Light Ride Quality A. Average B. Slightly Rough Patching A. None B. Light C. Moderate TOTAL  4.3 33.6 8.4 65.3 3.6 28.0 1.5 11.6 9.9 77.3 2.9 22.5 12.8 100.0 12.8 100.0 12.5 97.7 0.3 2.1 11,9 93.0 0.9 7.0 12.2 95.3 0.6 4.4 8.4 65.8 4.2 32.9 0.2 1.3 12.8 100.0  4.3 8.4 3.6 1.5 9.9 2.9 12.8 12.8 12.5 0.3 11.9 0.9 12.2 0.6 8.4 4.2 0.2 12.8  NOTE Columns may not add up exactly due to rounding  Page 3  Appendix B: Summary Tables for the Town of Holden Beach  July 2024    APPENDIX C  Town of Holden Beach 2024 Pavement Condition Survey  Legend  Alphabetical Listing Priority Listing    Pavement Management System Legend for Alphabetical and Priority Listings  INVENTORY: D  Direction. This should be shown when a street has a designated direction as part of its street name, such as North Main Street or South Elm Street. One of  thet following letters is used to designate the directions:  N N North S -$ South  E-E East W- West  STREET TP  The name of the street is shown.  Street Type. This designates a section of a street, boulevard, avenue, etc.  The following standard abbreviations are used:  AL Alley AV - Avenue BT Belt CR- Circle CT- Court CV- Cove DR- Drive DW- Driveway PL EP- Expressway PW Parkway Other abbreviations are used as needed.  EX - Extension RD Road  FR Freeway HW Highway LN Lane LP Loop PI Pike PK Park Place  RN Run RW- Row SQ Square ST Street TE Terrace TP Turnpike TR Trail WK- Walk WY- Way  BV - Boulevard KB Knob  CL  Class of street. Sections are classified according to traffic usage.  The classes are:  A-Local and collector functional classification. B-Arterial functional classification.  BLK  Block number.  BEG DESC Begin description. This is the description of the beginning point of the street  section. Most commonly, this is an intersection with another street. Ifthes section begins at a point other than an intersection, the beginning point is described using the standard descriptions shown below:  Dead End Beg Pvmt End Pvmt Cul de sac City Limit End Maint Chg Width Chg Pvmt  Private Prop Beg Median End Median Beg C&G End C&G Beg Concrete End Concrete Bridge  Other descriptions are used as needed.  Page 1  Appendix C: Legend and Listings for the Town of Holden Beach  July 2024    END DESC This describes the location where the section ends. Again, this would generally  be an intersection with another street. It should be completed as described  under BEG DESCRIPTION.  LEN P  This is the length oft the section measured in feet. Pavement Surface Type. This describes the type of pavement surface that exists on the section. The type is filled in as shown below: P-F Plant Mix Surface (PM) B-Bituminous Surface Treatment (BST) C-Portland Cement Concrete Pavement (PCC)  U-U Unpaved D-Brick  The survey evaluates streets with plant mix surfaces and bituminous surface Pavement Width. This is the width of the section measured ini feet from edge Number of Travel Lanes. This is the number of through travel lanes that exist Location of Curb and Gutter. This shows the amount of curb and gutter  treatments.  WI L C  of pavement to edge of pavement.  on the section.  existing on each section. It is shown as follows: 0-I No curb and gutter 1- Curb and gutter on one side 2-C Curb and gutter on both sides  CT  Curb Type.  SC-S Standard Curb and gutter (J type curb)  VC -Vertical Concrete (includes standard curb and gutter where gutter has  been paved) AC-A Asphalt Curb  CR- Concrete Rolled curb and gutter (Valley Curb) Total number of utility cuts existing on each section.  UC SWK/L  Sidewalks (Left side).  0-No sidewalk on Left side  10 thru 100 - Percentage of sidewalk present on the Left side (in 10% Sidewalks (Rightside). This is shown in the same manner as SWK/L.  increments)  SWK/R  Page. 2  Appendix C: Legend and Listings for the Town of Holden Beach  July 2024    DISTRESS: AN, AL, AM,AS  Alligator Cracking: None, Light, Moderate, and Severe  Alligator Cracking is rated as a percentage oft the section that falls under the categories of None, Light, Moderate, and Severe. Percentages are shown as 1 1 10%, 2: = 20%, 3=; 30%, up to 10 = 100%. The appropriate percentages should be placed under None, Light, Moderate, and Severe. These  percentages should always add up to 100%.  BK  Block/Transverse Cracking. This indicates the overall condition of the section  as follows:  N - None L Light M Moderate S Severe  See Appendix A for a description of each severity level. Reflective Cracking. This is shown in the same manner. as BK. Rutting. This is shown in the same manner as BK. Raveling. This is shown in the same manner as BK. Bleeding. This is shown in the same manner as BK. Ride Quality. The condition is designated as follows:  RF RT RV BL RQ  L S  Average M Slightly Rough Rough  PA  Patching. This is shown in the same manner as BK.  Page 3  Appendix C: Legend and Listings for the Town of Holden Beach  July 2024    RESULTS: PCR SY  Pavement Condition Rating: A rating on a scale of 0 to 100. Estimated square yardage of full-depth patching required.  TOTAL COST Total cost of maintenance repair needed.  ACTIVITY  Major Maintenance activity required. The following abbreviations are used:  CP SKP FDP sO PM1 PM1+S PM1.5 PM2  Crack Pouring Skin Patching Full-Depth Patching Short Overlay 1"Plant Mix Resurfacing 1"Plant Mix Resurfacing and a BST Seal 1.5" Plant Mix Resurfacing 2" Plant Mix Resurfacing  Page 4  Appendix C: Legend and Listings for the Town of Holden Beach  July 2024    H55 a B  de EOPEREREES    6e  383 8 9a E a  E  a 9858355 du SSE    s