CHIS_8120_C6_RIP_Report.pdf

CHIS

Cycle 6

Federal Highway Administration Eastern Federal Lands Highway Division Road Inventory Program (RIP)

Prepared By:

Road Inventory and Condition Assessment of Paved Routes Road Inventory and Condition Assessment

Report on Paved Routes Channel Islands National Park

Data Collection Date: March 2015 Report Date: April 2015 in California

Reno

Yuma

Eugene

Fresno

Medford

Oakland

Redding

San Jose

Portland

Las Vegas

Flagstaff

San Diego

Twin Falls

Idaho Falls

Bakersfield

Los Angeles

San Francisco

Boise

Salem

Phoenix

Sacramento

Carson City

Salt Lake City

Sources: Esri, HERE, DeLorme, TomTom, Intermap, increment P Corp., GEBCO, USGS, FAO, NPS, NRCAN, GeoBase, IGN, Kadaster NL, Ordnance Survey, Esri Japan, METI, Esri China (Hong Kong), swisstopo, MapmyIndia, © OpenStreetMap contributors, and the GIS User Community Esri, DeLorme, GEBCO, NOAA NGDC, and other contributors ±

Channel Islands National Park

Table of Contents

SECTION PAGE NO.

1. INTRODUCTION 1 - 1

2. PARK ROUTE INVENTORY

2 - 1

3.

3 - 1

4.

APPENDIX

Appendix A: Methodology for Determining Condition Ratings with the Data Collection Vehicle (DCV)

8 - 5

Route IDs, Subcomponent, and Changes Report (As Applicable)

PAVED PARKING AREA CONDITION RATING SHEETS

Paved Parking Area Pages

Appendix B: Methodology for Determining Condition Ratings Using Manual Rating Procedures Appendix C: Description of Cycle 6 Deliverables 8 - 29

8 - 20

PARK SUMMARY INFORMATION

Parkwide Paved Route Condition Summary Explanation of the Excellent, Good, Fair, and Poor Condition Descriptions Road and Parking Area Condition Summary Reports (As Applicable)

PARK ROUTE LOCATION MAPS

Route Location Map(s) 4 - 1

PAVED ROAD CONDITION RATING SHEETS

Paved Road Pages 5 - 1

6 - 1

5.

6.

7. ROAD MILEPOST INFORMATION

Road Milepost Information 7 - 1

8.

Appendix D: Glossary of Terms and Abbreviations 8 - 33

Improvements to the RIP Index Equations and Determination of PCR 8 - 1 Description of the Rating System 8 - 2 Explanation of the Condition Descriptions 8 - 3 Description of Pavement Treatment Types 8 - 4

3 - 2 3 - 3

Section 1 Introduction

Introduction

The Federal Highway Administration’s (FHWA), Road Inventory Program (RIP) inventories all roads and parking areas in the National Park System, and performs condition inspections on all paved roads and parking areas for the National Park Service (NPS). This report contains the results of the Cycle 6 condition assessment of paved roads and parking lots for this park unit. This assessment was done using an automated, state-of-the-art pavement inspection vehicle as well as manual ratings. This information represents the condition of the paved assets at the time of the inspection. The pavement management system utilized by FHWA and the NPS uses these assessments to estimate future conditions and help prioritize pavement maintenance and rehabilitation projects. Further information about RIP data and its role in managing paved roads and bridges can be obtained by contacting the NPS Regional Transportation Program Manager.

A History of the Road Inventory Program:

The FHWA, in the mid-1970s, was charged with the task of identifying surface condition deficiencies and corrective priorities on NPS roads and parkways. Additionally, FHWA was tasked with establishing an integrated maintenance features inventory, locating features such as culverts, guardrails, and signs, among others, along NPS roads and parkways. As a result, in 1976 the NPS and FHWA entered into a Memorandum of Agreement (MOA) which established the RIP. This MOA was revised in 1980 to update RIP data collection standards and develop a long-range program to improve and maintain NPS roads to designated condition standards and establish a pavement management program.

The FHWA completed the initial phase of inventory in the early 1980s. As a result of this effort, each NPS unit included in the collection received a RIP Report known as the “Brown Book” which contained information that was inventoried during this first RIP phase. In the 1990s, a cyclical program was developed, and since then five cycles of collection have been completed. Cycle 6 is currently in progress.

A summary of the RIP collection cycles is shown in the table below.

RIP Cycle Years Parks Collected

Cycle 1 1994 - 1997 ° 44 Large Parks

Cycle 2 1997 - 2001 ° 79 Large Parks ° 5 Small Parks

Cycle 3 2001 - 2004 ° All Large Parks ° All Small Parks

Cycle 4 2006 - 2010 ° 86 Large Parks ° Several Small Parks

Cycle 5 2010 - 2014 ° All Large Parks (Only functional class 1, 2, 7, and new/modified routes collected) ° All Small Parks (all roads and parking areas collected)

Cycle 6 2014 - 2020 ° All roads and parking areas collected at all Parks ° Additional partial collections of functional class 1, 2, and 7 roads at Large Parks

Note: Large Parks have ≥ 10 Paved Miles; Small Parks have < 10 Paved Miles

1-1

Since 1984, the Road Inventory Program has been funded through the Federal Lands Highway Park Roads and Parkways (PRP) Program. Currently, coordination of the RIP with Federal Lands Highway (FLH) is under the NPS Washington Headquarters Park Facility Management Division. The FLH Washington office coordinates policy and prepares national reports and needs assessment studies for Congress.

In 1998, the Transportation Equity Act for the 21st Century (TEA-21) amended Title 23 U.S.C., and inserted Section 204(a)(6) requiring the FHWA and NPS, to develop by rule, a Pavement Management System (PMS) applied to park roads and parkways serving the National Park System.

In 2012, the Moving Ahead for Progress in the 21st Century Act (MAP-21) amended Title 23 U.S.C., and under Section 203(c)(1-2) stated that the National Park Service in cooperation with the DOT/FHWA, shall maintain a comprehensive national inventory of their transportation facilities, with the goal of quantifying transportation infrastructure needs within the National Park System.

A History of the Pavement Management System:

In 2005, the FHWA began implementing the use of a pavement management system to assist the NPS in prioritizing Pavement Maintenance and Rehabilitation activities. The system used by FHWA is the Highway Pavement Management Application (HPMA), which has the ability to store inventory and condition data from RIP and forecast future performance using prediction models. Outputs include performance and condition reports at the National, Regional, Park, or Route level. Regional prioritized lists and optimizations have been produced for most regions, and the Service’s overall roadway Deferred Maintenance is calculated via the HPMA.

Overview of Cycle 6:

Cycle 6 launched in the spring of 2014 and will again comprise all NPS park units that are served by paved roads and/or parking areas. For Cycle 6, all paved roads (approximately 5,700 miles) and parking areas will be collected in all parks at least once, while the primary routes (functional class 1, 2, and 7 roads) at Large Parks will have additional collections. These multiple collections will provide updated condition data on a majority of the NPS’s primary road network and help build a better pavement management system, allowing for more accurate pavement performance prediction models.

FLH is responsible for the accuracy of all data presented in this report. Any questions or comments concerning the contents of this report should be directed to the national RIP Coordinator located in Sterling, Virginia.

Respectfully, FHWA RIP Team

FHWA/Eastern Federal Lands FHWA/Central Federal Lands 21400 Ridgetop Circle 12300 West Dakota Ave Sterling, VA 20166 Lakewood, CO 80228

(703) 404-6371 (720) 963-3556

1-2

Section 2 Park Route Inventory

Cycle 6 NPS / RIP Route ID Report Report Date: 04/30/2015

(Numerical By Summary Route and Subcomponent #)

= Concession Route

DCV = Data Collection Vehicle

MRL = Manually Rated Line

MRP = Manually Rated Polygon

PKG = Parking Areas

NC = Not Collected

Green = Unpaved Parking Areas

Black = Non-NPS RoutesGrey = Paved Routes, DCV not Driven

Blue = Paved Parking Areas

Red text denotes:

*Unpaved route data was obtained from the NPS and was not collected by the Road Inventory Program (RIP).

Yellow = Unpaved Routes, DCV not Driven

White = Paved Routes, DCV DrivenShading Color Key

CHIS Channel Islands National Park

Fu n ct io n a l

C la ss

It er a ti o n

C ll ec te d

C y cl e

C o ll ec te d

Maintenance

District

C o n ce ss io n

Area

Map

FMSS

Number

Total

MileageToFrom

Unpaved

Miles

Surf.

Type

Paved

MilesRoute Name

Route

No.

Route Description

ROAD INVENTORY (1100 SERIES FMSS LOCATIONS)

Area

(SQ FT)

6.30SANTA ROSA89851 TO EAST POINT NV 6.30 0.00EAST POINT ROAD0400 6 FROM CAMPGROUNDNC

1.00SANTA ROSA89853 TO CAMPGROUND NV 1.00 0.00CAMPGROUND ROAD -

SANTA ROSA

0401 6 FROM PIERNC

12.30SANTA ROSA89862 TO WEST END NV 12.30 0.00SMITH HIGHWAY0402 6 FROM RANCHNC

4.80SANTA ROSA89863 TO WEST END NV 4.80 0.00BURMA ROAD0403 6 FROM SOLEDADNC

3.50SANTA ROSA89864 TO CHINA CAMP NV 3.50 0.00CHINA CAMP (RITA'S) ROAD0404 6 FROM ROUTE 0403 (BURMA

ROAD)

NC

4.20SANTA ROSA89865 TO ROUTE 0402 (SMITH

HIGHWAY)

NV 4.20 0.00SIGNAL ROAD0405 6 FROM SOLEDADNC

11.70SANTA ROSA48104 TO JOHNSONS LEE NV 11.70 0.00MAIN ROAD - HOUSING TO

JOHNSONS

0406 6 FROM HOUSINGNC

11.50SANTA ROSA89867 TO WATER CANYON NV 11.50 0.00SOUTH ROAD0407 6 FROM JOHNSONS LEENC

1.00SANTA ROSA89868 TO HOUSING NV 1.00 0.00HOUSING ROAD0408 6 FROM RANCHNC

0.50ANACAPA48085 TO CATCHMENT BASIN NV 0.50 0.00AI ROADS UNPAVED0409 6 FROM CRANENC

3.70MIDDLE SANTA CRUZ89759 TO BADLANDS NV 3.70 0.00NAVY SITE TO BADLANDS

ROAD

0410 6 FROM NAVY SITENC

6.10MIDDLE SANTA CRUZ48068 TO RADAR SITE NV 6.10 0.00NAVY RADAR SITE ROAD0411 6 FROM PRISONERS HARBOR PIERNC

1.10MIDDLE SANTA CRUZ89760 TO DEL NORTE NV 1.10 0.00DEL NORTE ROAD0412 6 FROM ROUTE 0410 (NAVY SITE

TO BADLANDS ROAD)

NC

1.60MIDDLE SANTA CRUZ89761 TO AIRSTRIP NV 1.60 0.00VALLEY AIRSTRIP ROAD0413 6 FROM ROUTE 0410 (NAVY SITE

TO BADLANDS ROAD)

NC

4.30EAST SANTA CRUZ47962 TO SMUGGLERS COVE NV 4.30 0.00SCORPION TO SMUGGLERS

ROAD

0414 6 FROM SCORPIONNC

(Numerical By Summary Route and Subcomponent #)

= Concession Route

DCV = Data Collection Vehicle

MRL = Manually Rated Line

MRP = Manually Rated Polygon

PKG = Parking Areas

NC = Not Collected

Green = Unpaved Parking Areas

Black = Non-NPS RoutesGrey = Paved Routes, DCV not Driven

Blue = Paved Parking Areas

Red text denotes:

*Unpaved route data was obtained from the NPS and was not collected by the Road Inventory Program (RIP).

Yellow = Unpaved Routes, DCV not Driven

White = Paved Routes, DCV DrivenShading Color Key

CHIS Channel Islands National Park

Fu n ct io n a l

C la ss

It er a ti ll ec te d

C y cl e

C o ll ec te d

Maintenance

District

C o n ce ss io n

Area

Map

FMSS

Number

Total

MileageToFrom

Unpaved

Miles

Surf.

Type

Paved

MilesRoute Name

Route

No.

Route Description

ROAD INVENTORY (1100 SERIES FMSS LOCATIONS)

Area

(SQ FT)

0.50EAST SANTA CRUZ89753 TO CAVERN POINT NV 0.50 0.00RANCH TO CAVERN POINT

ROAD

0415 6 FROM RANCHNC

0.40EAST SANTA CRUZ89754 TO UPPER CAMPGROUND NV 0.40 0.00CAMPGROUND ROAD0416 6 FROM RANCHNC

Area

Map

Surf.

Type

Area

(SQ FT)

Access

Level

Maintenance

District To

Route Description

FromRoute NameC o n ce ss io n

FMSS

NumberC y cl e

C o ll ec te d

Route

No. It er a ti ll ec te d

PARKING AREA INVENTORY (1300 SERIES FMSS LOCATIONS)

1 0900 6 HQ PARKING AND SERVICE

PAVED ROAD

FROM SPINNAKER DRIVE TO PARKING MAINLAND NONPUBLIC AS 1 16,14348907

(Numerical By Summary Route and Subcomponent #)

= Concession Route

DCV = Data Collection Vehicle

MRL = Manually Rated Line

MRP = Manually Rated Polygon

PKG = Parking Areas

NC = Not Collected

Green = Unpaved Parking Areas

Black = Non-NPS RoutesGrey = Paved Routes, DCV not Driven

Blue = Paved Parking Areas

Red text denotes:

*Unpaved route data was obtained from the NPS and was not collected by the Road Inventory Program (RIP).

Yellow = Unpaved Routes, DCV not Driven

White = Paved Routes, DCV DrivenShading Color Key

Cycle 6 Summary Totals for Channel Islands National Park

Paved Roads, Manually Rated Length (Miles)

Paved Roads, Data Collection Vehicle Rated (Miles)

Cycle 6 Route Totals

Paved Roads, Manually Rated Area (Sq. Ft.)

Unpaved Roads (Miles)

NPS

Maintained

Paved Parking (Sq. Ft.)

Unpaved Parking (Sq. Ft.)

Concessionaire

Maintained

Park

Totals

Cycle 6 Weighted Average Values

Lanes

Miles*

Pavement

Condition Rating**

Parking Areas

Manually Rated Routes

Data Collection Vehicle Routes

Park Totals 0.00

* Equivalent Lane Miles are calculated by route using the following equations:

- DCV and MRLs = (PAVE_WIDTH x PAVED_MI) / 11 foot lane

- MRPs and PKGs = SQ_FEET / 5280 / 11 foot lane

**Parking and Manually Rated Routes are assigned the following PCR values based on the type of observed distresses:

-Excellent = 97 -Good = 90 -Fair = 73

-Poor = 53, 30, or 0 -Construction / Not Rated = -1

74.50

0.00

16,143

0.28

N/A

N/A

0 0

0 0

0 0

74.50

16,143 0

0 0

0.28

(Numerical By Summary Route and Subcomponent #)

= Concession Route

DCV = Data Collection Vehicle

MRL = Manually Rated Line

MRP = Manually Rated Polygon

PKG = Parking Areas

NC = Not Collected

Green = Unpaved Parking Areas

Black = Non-NPS RoutesGrey = Paved Routes, DCV not Driven

Blue = Paved Parking Areas

Red text denotes:

*Unpaved route data was obtained from the NPS and was not collected by the Road Inventory Program (RIP).

Yellow = Unpaved Routes, DCV not Driven

White = Paved Routes, DCV DrivenShading Color Key

General Park Road Functional Classification (FC) Table

0400 - 0499All public roads intended for access to administrative developments or structures such as park offices, employee quarters, or utility areas.

PublicAdministrative

Park Road

0600 - 0699 City streets are usually extensions of the adjoining street system that are owned and maintained by the National Park

Service. The construction and/or reconstruction should conform with accepted local engineering practice and local conditions.

City Street

0001 - 0009These facilities serve high volumes of park and non-park related traffic and are restricted, limited-access facilities in an urban area. This category of roads primarily encompasses the major parkways which serve as gateways to our nation's capital. Other major park roads or portions thereof, however, may be included in this category.

PublicUrban

Parkway

0400 - 0499 All roads normally closed to the public, including patrol roads, truck trails, and other similar roads. Note: Functional

Classes 5 and 6 have the same route numbers because historically they were numbered similarly and often there is little distinction between these routes. For example, because utility areas and employee housing are often closed to the public, this restriction would result in classification of FC 6 rather than FC 5.

NonpublicAdministrative

Park Road

(Restricted Access)

0200 - 02994 Primitive

Park Road

Public Roads which provide circulation through remote areas and/or access to primitive campgrounds and undeveloped areas.

These roads frequently have no minimum design standards and their use may be limited to specially equipped vehicles.

Note: Functional Classes 3 and 4 have the same route numbers because, historically, they were numbered similarly.

0200 - 0299Roads which provide circulation within public areas, such as campgrounds, picnic areas, visitor center complexes, concessionaire facilities, etc. These roads generally serve low-speed traffic and are often designed for one-way circulation.

Public

0100 - 0199Roads which provide access within a park to areas of scenic, scientific, recreational or cultural interest, such as overlooks, campgrounds, etc.

PublicConnector

Park Road

0001 - 0009

0010 - 0099

Roads which constitute the main access route, circulatory tour, or thoroughfare for park visitors. Rural Parkways

(e.g. Natchez Trace) are numbered 0001 - 0009.

PublicPrincipal Park Road

Rural Parkway

FC

Special Purpose

Park Road

Surface

Types

AS - Asphaltic Concrete Pavement

BR - Brick or Pavers Road Bed

CB - Cobble Stone Road Bed

CO - Portland Cement Concrete Pavement

GR - Gravel Road Bed

NV - Native or Dirt Material Road Bed

OT - Other Materials Road Bed

N/A Non-NPS

Roads

Public

State, County, or City owned roads which border, traverse, or provide access to Park Facilities or Locations. Non-NPS roads are not assigned functional classes and are driven for GPS and Video Log only.

Type User

Access

Description Route

Numbers

Public 5000 - 5999

A park road system contains those roads within or giving access to a park or other unit of the NPS which are administered by the NPS , or by the Service in cooperation with other agencies.

The assignment of a functional classification (FC) to a park road is not based on traffic volumes or design speed, but on the intended use or function of that road or route.

The historic route numbering system also included a 300 series for interpretive roads, and a 500 series for one-way roads. There are approximately 250 roads nationwide which are designated by the 300 and 500 series. The numbers for these roads will be maintained for reporting consistency. However, since these interpretive and one-way routes are not as clearly tied to a specific functional class, the 300 and 500 series will be discontinued for future use.

Route Identification Changes to Paved Routes from Previous Cycle

OTHER ROUTE CHANGES FROM PREVIOUS INVENTORY:

CommentsType of ChangeRoute NameRoute No.

0900 HQ PARKING AND

SERVICE PAVED

ROAD

OTHER ROUTE NAME WAS CHANGED FROM

"MAINTENANCE PARKING" TO "HQ PARKING AND

SERVICE PAVED ROAD" TO MATCH FMSS. A NEW

CONCRETE PARKING SECTION WAS ADDED.

Section 3 Park Summary Information

3-1

Parkwide Paved Route Condition Summary

Table 1: Paved Route Miles, Square Footages, and Percentages by Access Level and PCR

Figure 1: Pavement Condition Rating Breakdown for Parking Areas

The information in the table and pie charts above is derived from the PMS tables for data collection vehicle (DCV) routes, manually rated routes (MRL and MRP) and parking areas (PKG) which is contained within the delivered Park geodatabase.

3-2

Explanation of the Excellent, Good, Fair, and Poor Condition Descriptions

The Road Inventory Program aims to provide assistance in translating the excellent / good / fair / poor rating categories into pavement needs categories. The PCR can be used to indicate the place in the Pavement Life Cycle and the type of treatments that should be considered now and into the future.

• Excellent / New: PCR of 95-100 o Pavements in this range will require only spot repairs

• Good: PCR of 85-94 o Pavements in this range will likely be candidates for Preventive Maintenance. Examples include Chip and Slurry Seals, Micro Surfacing and Thin Overlays.

• Fair: PCR of 61-84 o Pavements in this range will likely be candidates of Light Rehabilitation (L3R). Examples include single-lift overlays up to 2.5 inches in total thickness, milling and overlays.

• Poor: PCR of 0-60 o Pavements in this range will likely be candidates of Heavy Rehabilitation or Reconstruction (H3R or 4R).

Examples include Pulverization, Multiple Lift Overlays, and Reconstruction.

Figure 3: Pavement condition degradation and general treatment descriptions

At this time, specific Maintenance and Rehabilitation activities should be evaluated and recommended at the project level.

Site-specific conditions that influence treatment type should be determined based on performing a subsurface investigation and/or pavement condition survey, and not be based solely on RIP data. Additionally, RIP produces a snapshot of conditions at the time in which the data were collected. For further information or to obtain additional Pavement Management System’s data from our Highway Pavement Management Application (HPMA) please contact the Eastern Federal Lands pavement team.

Road Inventory Program Cycle 6 Parking Area Condition Summary Report

Channel Islands National Park

Note:

* PCR’s of 0 indicate a paved route appeared to be unpaved and distresses were not rated.

Further details on individual parking areas can be found in Section 6 of the RIP Report.

POOR* (0, 30, 53)

FAIR (73)

GOOD (90)

Condition (Rating / Index) Legend

EXCELLENT (97)

NR = NOT RATED

Asphalt Surface Distresses

FMSS No. Route Name

Area

(Sq. Ft.)Route No.

Surf.

Type

User

Access

Concrete Surface Distresses

P a v em en t C o n d it io

R a ti n g

P C

R

A ll ig a to r C ra ck in g

Lo n g it u d in a l

Tr a n v er se C ra ck in g

R u tt in g

D is to rt io n s

P o th o le s

P a tc h in g

H M

A P a tc h in g

Su rf a ce

R a v el in g

B le ed in g

Jo in t Fa u lt in g

Sl a b C ra ck g

Jo t D is tr es se s

D el a m in a ti o

P p -O u ts

P o th o le s

P a tc h in g

HQ PARKING AND SERVICE PAVED ROADCHIS-0900 48907 16,143 AS 90NONPUBLIC 9073 73 73 90 73

Report Date: 04/30/2015 Page 1

Section 4 Park Route Location Maps

4-1

ROUTE LOCATION MAP

Key Map

Sources: Esri, HERE, DeLorme, TomTom, Intermap, increment P Corp., GEBCO, USGS, FAO, NPS, NRCAN, GeoBase, IGN, Kadaster NL, Ordnance Survey, Esri Japan, METI, Esri China (Hong Kong), swisstopo, MapmyIndia, © OpenStreetMap contributors, and the GIS User Community

Channel Islands National Park

±0 0.025 0.05 Miles mir.ali Text Box

Rte 0900

4-2

Sources: Esri, HERE, DeLorme, TomTom, Intermap, increment P Corp., GEBCO, USGS, FAO, NPS, NRCAN, GeoBase, IGN, Kadaster NL, Ordnance Survey, Esri Japan, METI, Esri China (Hong Kong), swisstopo, MapmyIndia, © OpenStreetMap contributors, and the GIS User Community

±0 0.025 0.05 Miles

ROUTE LOCATION MAP

Area Map 1

Section 5 Paved Road Condition Rating Sheets

5-1

CHIS: Road Condition Rating Sheets

7-1

No Data Collection Vehicle (DCV) routes or Manually Rated Routes (MRR) existed in this park at the time of data collection. Therefore, in Cycle 6, there is no data to report for this section.

Section 6 Paved Parking Area Condition Rating Sheets

U se r Ac c e ssInspe c tion Date FMSS N um be r Surfac e Type

Curb Re ve al (Inc he s)Are a (Sq. Ft.) Lane Mile s (11' W id ths) Curb Re c om m e nd ation

Curb & Gutte r TypeCurb Type

Cond ition Rating / PCRPave m e nt Re c om m e nd ation

NOT APPLICABLE

Rte . 0900

0 110 220 Feet

FROM SPINNAKER DRIVE

TO PARKING

The par king are a c onsists of m ultiple sur fac e type s, one par t asphalt at 10,883 square fe e t; one part c onc r e te at 5,260 square fe e t.

3/3/2015

16,143

NO CURB

LIGHT 3R TREATMENTS FAIR / 73

CONCRETE

0.278

48907 NONPUBLIC ASPHALT

DO NOTHING

± 6-1

ROU TE 0900: HQ PARKIN G AN D SERV ICE PAV ED ROAD

Manual Rating

Channe l Island s N ational Park

Route Cond ition Le ge nd – Pave m e nt Cond ition Rating (PCR)

See Appendix for definitions and formulas Fair (61- 84) Good (85 - 94)Poor (0 - 60) Exc e lle nt (95 - 100) N ot Rate d

Section 7 Road Milepost Information

7-1

Milepost information is collected with the Data Collection Vehicle (DCV) when it is used to collect pavement condition data. No DCV routes existed in this park at the time of data collection. Therefore, in Cycle 6, there is no data to report for this section.

CHIS: Road Milepost Information

Section 8 Appendix

Improvements to the RIP Index Equations and Determination of PCR

In 2005, the Federal Highway Administration (FHWA) began implementing the use of a Pavement Management System (PMS) to assist the National Park Service (NPS) in prioritizing Pavement Maintenance and Rehabilitation activities. The PMS used by FHWA is the Highway Pavement Management Application (HPMA) which has the ability to store inventory and condition data from the Road Inventory Program (RIP) and forecast future performance using prediction models. Outputs include performance and condition reports at the National, Region, Park, or Route level. A regional prioritized list and optimization have been produced for most regions and the Federal Highway Deferred Maintenance is calculated via the HPMA as well.

In an effort to improve the accuracy of treatment recommendations and pavement condition descriptions the distresses and indexes that comprise the Pavement Condition Rating (PCR), an extensive study was completed throughout 2010 that has resulted in changes to the RIP condition reporting method and specifically, the calculation of PCR. It was determined that a better representation of PCR could be achieved by modifying the relative impact certain distresses would have on the overall rating.

Through the use of HPMA data, it was noted that false failure indicators existed with the existing PCR model, and that it would be necessary to reduce their impact. The distresses affected in this way were Rutting and Roughness. Conversely, experience showed that roadways with extensive cracking present were often shown to have a high PCR. Therefore, the crack index models were adjusted to be more sensitive to changes in crack severity or quantity. It was also determined that these issues were not due to a problem with data acquisition (i.e. the RIP “van”), but with the way the collected data was processed.

The final change was to provide guidance on when to use the Roughness Condition Index (RCI) in the PCR calculation. Roughness data is of little value to determining overall condition on routes that, due to their length or geometrics, have lower vehicle operating speeds. Therefore, in Cycle 5, only routes that have lengths of one half mile or greater and posted speed limits of 25 mph or greater will have RCI reported and included in the PCR calculations.

Additionally, methodologies were updated in 2013 for Manually Rated Routes (paved routes that the collection vehicle is unable to drive) as well as Parking Areas to provide more accurate condition data to the HPMA. These updated methodologies allow for the efficient assessment of pavement conditions using a visual inspection method to denote specific distresses. These distresses are indicative of current conditions, the causes for current and future deterioration, and identify the level of targeted repair and rehabilitation practices required.

The changes that were implemented were endorsed by management at both the FHWA and NPS. In order to show the effectiveness of these changes, several sites were ground truth tested in early 2014 to ensure that an improvement was achieved between the relationship of PCR and the actual Maintenance and Rehabilitation needs that were represented. The changes will allow greater use of RIP and HPMA data for not simply condition data reporting, but also as a reliable tool for project identification and selection.

8-1

Description of the Rating System

The Federal Highway Administration, National Park Service Road Inventory Program (NPS-RIP), collects roadway condition data on paved surfaces (asphalt, concrete, brick, and cobblestone) on roads, parkways, and parking areas in national parks nationwide. The road surface condition data is collected using an automated Data Collection Vehicle (DCV) and manually using Manually Rated Route (MRR) procedures. Roads having brick or cobblestone surfacing are not normally surveyed with the DCV, but are manually rated for condition rating.

The FHWA RIP is implemented based on the premise that an accurate pavement surface condition assessment can be accomplished using automated crack detection technology as applied to digital images.

Various methods of pavement condition assessment have been developed over the years with varying degrees of accuracy and acceptance. The use of digital photography to record pavement images and subsequent crack detection and classification has undergone continuous improvements over the past decade. Digital cameras with increasingly superior resolution and high definition have become more affordable, and the proprietary programming code and algorithms have been improved in crack detection software.

With the use of quality digital photography and automated crack detection software, FHWA RIP is tasked with executing a pavement condition assessment on a network of roughly 5,700 miles of National Park Service roads and parkways. Because a subset of roads will be collected multiple times this cycle, the total collection length will be around 13,000 miles. Foremost in setting up the basis of pavement distress identification is employing the distress identification protocols used by FHWA. There is no single distress identification system that is universal among entities conducting a program of distress identification. For the purpose of the NPS RIP, FHWA employs distress identification protocols that are specific to this program.

FHWA has referenced the “Distress Identification Manual for the Long-Term Pavement Performance Program”, Publication No. FHWA-RD 03-031, June 2003, as the point-of- reference for distress types on NPS pavement. In truth, the FHWA RIP distress types are similar to those described in the LTPP manual with some modifications. This document, “Distress Identification Manual for the NPS Road Inventory Program, Cycle 6, 2014-2020” was developed using the “Distress Identification Manual for the Long-Term Pavement Performance Program” as a guideline. Definitions of severity levels based on crack width contained in this document adhere to the LTPP Distress ID Manual. Modifications have been made to the definition of Alligator and Longitudinal Cracking and determination of Alligator Cracking severity. This manual also addresses Rutting and Roughness and its application to RIP.

Cycle 6 has launched in the spring of 2014 and will again comprise all parks, large and small, that are served by paved roads and/or parking areas. For Cycle 6, roughly 333 large and small parks will have all paved routes and parking areas collected at least once in the cycle, some will have multiple collections depending on the size of the park and the functional class of the route.

This “Distress Identification Manual for the NPS Road Inventory Program, Cycle 6, 2014- 2020” will be used as a reference resource in crack detection and classification, determination of distress severity and extent, and in the calculation of distress index values for the FHWA RIP Cycle 6.

8-2

Explanation of the Condition Descriptions

In addition to the RIP Index changes that were implemented in Cycle 5, we will also aim to provide greater assistance in translating good/fair/poor categories into pavement needs categories. The PCR can be used to indicate the place in the Pavement Life Cycle and the types of treatments that should be considered now and into the future.

• Excellent/New: PCR of 95-100. Pavements in this range will require only spot repairs

• Good: PCR of 85-94. Pavements in this range will likely be candidates for preventive maintenance. Examples include Chip and Slurry Seals, Micro Surfacing and Thin Overlays.

• Fair: PCR of 61-84. Pavements in this range will likely be candidates of Light Rehabilitation

(L3R). Examples include single-lift overlays up to 2.5 inches in total thickness, milling and overlays.

• Poor: PCR of 60 or below. Pavements in this range will likely be candidates of Heavy Rehabilitation or Reconstruction (H3R or 4R). Examples include Pulverization, Multiple Lift Overlays, and Reconstruction.

At this time, specific maintenance and rehabilitation activities should be evaluated and recommended at the project level. Site-specific conditions that influence treatment type should be determined based on performing a subsurface investigation and/or pavement condition survey, and not be based solely on RIP data. Additionally, RIP produces a snapshot of conditions the year in which the data was collected. For further information or to obtain additional PMS data from our (HPMA) please contact the Eastern Federal Lands pavement team.

Pa ve m en t C on di tio n R at in g

Pavement Age

Condition Categories and Treatments

Reconstruction

POOR/Heavy Rehabilitation

GOOD/Preventive Maintenance EXCELLENT/Localized Repairs Only

FAIR/Light Rehabilitation

8-3

Description of Pavement Treatment Types

1. Preventive Maintenance is a planned strategy of cost-effective treatments to an existing roadway system and its appurtenances that preserves the system, retards future deterioration, and maintains or improves the functional condition of the system (without significantly increasing the structural capacity). Preventive maintenance is typically applied to pavements in good condition having significant remaining service life. As a major component of pavement preservation, preventive maintenance is a strategy of extending the service life by applying cost-effective treatments to the surface or near-surface of structurally sound pavements. Examples of preventive treatments include asphalt crack sealing, chip sealing, slurry or micro-surfacing, thin and ultra-thin hot-mix asphalt overlay, concrete joint sealing, diamond grinding, dowel-bar retrofit, and isolated, partial and/or full-depth concrete repairs to restore functionality of individual slabs.

2. Pavement Rehabilitation consists of structural enhancements that extend the service life of an existing pavement and/or improve its load carrying capacity. Rehabilitation techniques include restoration treatments and structural overlays. Rehabilitation projects extend the life of existing pavement structures either by restoring existing structural capacity through the elimination of age-related, environmental cracking of embrittled pavement surface or by increasing pavement thickness to strengthen existing pavement sections to accommodate existing or projected traffic loading conditions. Two sub-categories result from these distinctions, which are directly related to the restoration or increase of structural capacity.

• Light Rehabilitation (L3R) - Examples include single-lift overlays up to 2.5 inches in total thickness and milling and overlays for flexible pavements

• Heavy Rehabilitation (H3R) – Requires rehabilitation with grade improvement. H3R stands for resurfacing, restoration, and rehabilitation projects. H3R projects typically involve multi-depth (overlays greater than 2.5 inches) pavement improvement work (short of full-depth replacement) and targeted safety improvements. H3R projects generally involve retention of the existing three-dimensional alignment.

3. Reconstruction (4R) is defined as the replacement of the entire existing pavement structure by the placement of the equivalent or increased pavement structure. Reconstruction usually requires the complete removal and replacement of the existing pavement structure. Reconstruction may utilize either new or recycled materials incorporated into the materials used for the reconstruction of the complete pavement section. Reconstruction is required when a pavement has either failed or has become functionally obsolete.

8-4

Appendix A

Methodology for Determining Condition Ratings with the Data Collection Vehicle (DCV)

8-5

Surface Distresses Identified by the Data Collection Vehicle

Surface Condition Rating – SCR

Surface distresses are measured in the primary lane only. In the classification and measurement of all paved surface condition data, results will be reported in the database in record intervals of 0.02 miles (105.6 feet) (smallest granularity) along the route.

Surface distresses determined from digital images

• Transverse Cracks

• Longitudinal Cracks

• Alligator Cracks

• Patching/Potholes

Surface distress measured by DCV (Data Collection Vehicle) LRMS (Laser Rut Measuring System)

• Rutting

Each of the five surface distresses is assigned a computed surface distress index

• Transverse Crack Index

• Longitudinal Crack Index

• Alligator Crack Index

• Patching/Pothole Index

• Rutting Index

Surface distress data are classified as listed above, measured for severity, and quantified for extent.

Classification, severity, and extent of these five surface distresses comprise the three main elements for calculation of Surface Condition Rating(SCR).

In addition to the five surface distresses, a Structural Crack Index is computed, which is a combination of the Longitudinal Crack Index and the Alligator Crack Index. The Structural Crack Index is then used in lieu of the LC and AC indices to compute SCR.

Roughness Condition Index - RCI

Additional condition data measured by DCV (lasers and accelerometers)

• Roughness (IRI)

Roughness is measured by FHWA’s DCV and reported as International Roughness Index (IRI) in inches/mile. Using IRI, the Roughness Condition Index (RCI) is computed.

Pavement Condition Rating - PCR

Using the SCR (computed from the five surface distresses) and the RCI, an overall Pavement Condition Rating (PCR) is computed. The formula for PCR is:

Asphalt PCR = (0.60 * SCR) + (0.40 * RCI) Concrete PCR = RCI

A detailed description of each distress index formula, roughness index formula, SCR and PCR is provided in this document beginning on page 23.

8-6

Each classified surface distress will fall into one or more severity…LOW, MEDIUM, or HIGH based on criteria listed. For each severity, an extent is established based on the measured quantity of the distress within that severity. Within each severity individual distresses are assigned a Maximum Allowable Extent (MAE). For example, LOW severity transverse cracking may be allowed up to 21.1 cracks within a 0.02 interval before it reaches MAE and fails.

The index formulas are based on a scale of 0 to 100. A PCR index value of 100 would indicate a “new” road with no measurable distresses or rough ride. A PCR value of 60 is determined to be terminable serviceability and the road is considered failed. The range of index values with condition descriptors is:

POOR = (less than or equal to 60), FAIR= (61 – 84), GOOD= (85 - 94), EXCELLENT= (95 - 100)

Index values are generally computed based on cumulative deducts of the measured severities. As shown in the index formulas below, as any single severity reaches or exceeds MAE, the index computes to a value of 60 or less, and the road fails for that 0.02 interval.

Note: As a result of a unique combination of measured surface distresses and IRI, index values occasionally compute to less than 0 or greater than 100. In this instance, an index value less than 0 defaults to 0. Index values greater than 100 defaults to 100. For all indices, a higher value indicates a better road condition, and a lower value indicates a poorer road condition.

On the following page, Table 1 summarizes the different types of distresses measured.

8-7

ASPHALT-SURFACED PAVEMENT DISTRESS TYPES WITH RUTTING AND ROUGHNESS

Distress Type Units Of Measure Converted To

Defined Severity Levels?

Measured By

Alligator Cracking Square Feet Percent of Lane Per

0.02 Mile Yes Digital Image Crack

Detection Software

Transverse Cracking Linear feet Number of Cracks Per 0.02 Mile Yes Digital Image Crack

Detection Software

Longitudinal Cracking Linear feet

Percent of Lane Length Per 0.02 Mile

Yes Digital Image Crack Detection Software

Patching / Potholes Square Feet Percent of Lane Per

0.02 Mile No Digital Image Crack

Detection Software

Rutting Inches Rut Depth Per 0.02 Mile Yes

DCV – 3 Dimensional pavement imaging system

Roughness IRI *RCI Per 0.02 Mile No DCV – Lasers / Accelerometers

*Note: Roughness is measured on concrete roadways, but surface distresses and rutting are not measured.

For concrete, PCR = RCI

Table 1. Distress summary

8-8

Alligator Cracking

Description:

Alligator cracking is considered a combination of fatigue and block cracking. It is a series of interconnected cracks in various stages of development. Alligator cracking develops into a many-sided pattern that resembles chicken wire or alligator skin. It can occur anywhere in the road lane. Alligator cracking must have a quantifiable area.

Severity Levels:

LOW

An area with little to no interconnecting cracks with no visible spalling. Cracks are less than or equal to a mean width of 0.25 in. (6mm). Cracks in the pattern are no further apart than 1 foot (0.328 m). May be sealed cracks with sealant in good condition and a crack width that cannot be determined.

MEDIUM

An area of interconnected cracks that form a complete pattern. Cracks may be slightly spalled. Cracks are greater than 0.25 in. (6 mm) but less than or equal to 0.75 in. (19 mm) or any crack with a mean width less than or equal to 0.75 in. (19 mm) and adjacent low severity cracking. Cracks in the pattern are no further apart than 6 in. (150 mm).

HIGH

An area of interconnected cracks forming a complete pattern. Cracks are moderately or severely spalled. Cracks are greater than 0.75 in. (19mm) or any crack with a mean width less than or equal to 0.75 in. (19mm) and adjacent medium to high severity random cracking.

A combination of observed crack width and crack pattern is used to determine overall severity of alligator cracking. Based on above description of each severity, the highest level of crack width and crack pattern determines overall severity as shown in Table 2.

ALLIGATOR CRACKING SEVERITY LEVELS

CRACK

SEVERITY

CRACK PATTERN

LOW MED HIGH

CRACK

WIDTH

LOW LOW MED HIGH

MED MED MED HIGH

HIGH HIGH HIGH HIGH

Table 2. Alligator Crack Severity Levels

8-9

Longitudinal Cracking

Longitudinal cracking occurs predominantly parallel to the pavement centerline. It can occur anywhere within the lane. Longitudinal cracks occurring in the wheelpath may be noteworthy.

Cracks with a mean width less than or equal to 0.25 in. (6 mm). This also includes sealed cracks with sealant in good condition and a width that cannot be determined.

MEDIUM

Cracks with a mean width greater than 0.25 in. (6 mm) but less than 0.75 in. (19 mm). Also, any crack with a mean width less than 0.75 in. (19 mm) and adjacent random low severity cracking.

HIGH

Cracks with a mean width greater than 0.75 in. (19 mm). Also, any crack with a mean width less than 0.75 in. (19 mm) and adjacent random medium to high severity cracking.

Transverse Cracking

Transverse cracking occurs predominantly perpendicular to the pavement centerline. It can occur anywhere within the lane.

Cracks with a mean width of less than or equal to 0.25 in. (6 mm). Sealed cracks with sealant in good condition and a width that cannot be determined.

MEDIUM

Cracks with a mean width greater 0.25 in. (6 mm) and less than or equal to 0.75 in. (19 mm).

Also, any crack with a mean width less than 0.75 in. (19 mm) and adjacent random low severity cracking.

HIGH

Cracks with a mean width greater than 0.75 in. (19 mm). Also, any crack with a mean width less than 0.75 in. (19 mm) and adjacent random medium to high severity cracking.

8-10

Patching and Potholes

Patching is an area of pavement surface that has been removed and replaced with patching material or an area of pavement surface that has had additional patching material applied.

Patching may encompass partial lane or full lane width. On full lane width patching; the total, contiguous length of patch may not exceed 0.100 mi. (0.161 km). (Any full-lane patch exceeding.

0.100 mi. in length is considered a pavement change). Patching must have a quantifiable area.

Potholes are bowl-shaped holes of various sizes occurring in the pavement surface.

Manhole covers should not be rated as patches unless there is obvious patching around the manhole.

Speed bumps should not be rated as patches

There are no stratified severities for Patching and Potholes. They either are present or they are not.

RUTTING

Rutting is a longitudinal surface depression in the wheelpath.

Ruts with a measured depth of 0.20 in. to 0.49 in.

Ruts less than 0.20 in. are not included in the distress calculations.

MEDIUM

Ruts with a measured depth of 0.50 in. to 0.99 in.

HIGH

Ruts with a measured depth greater than 1.00 in.

8-11

ROUGHNESS

Roughness is the measurement of the unevenness of the pavement in the direction of travel.

It is measured in units of IRI (International Roughness Index), inches per mile, and is indicative of ride comfort.

There are no stratified severity levels for roughness. The roughness (or smoothness) of a road surface can be defined by IRI in the following table.

IRI DESCRIPTIONS

Type of Road Typical IRI (in/mile) New Road, no noticeable roughness <90 Small level of roughness 90 – 126 Road of average roughness 126 – 190 Road with above average roughness 190 – 253 Road with severe roughness 253 – 380 Nearly impassable >380

Table 3. International Roughness Index

Roughness Collection Parameters

On shorter roads with a lower speed limit the usefulness in collecting and reporting IRI is negligible. Lower, inconsistent speeds can lead to a less accurate IRI value. Therefore RIP has put in place the following protocols for reporting IRI.

International Roughness Index (IRI) will not reported on routes meeting either of the following factors.

• Posted speed limit is less than 25 mph

• Length of route is less than 0.50 miles

Other situations may arise where neither of these factors are met, but reporting IRI could lead to an inaccurate PCR. RIP will decide on these cases as they happen.

8-12

Index Formulas

Note: All index formulas listed below contain MAE applicable to 0.02 mile (105.6 feet) interval.

Alligator Crack Index

AC_INDEX = 100 – 40 * [(%LOW / 35) + (%MED / 15) + (%HI / 5)]

Where:

The values %LOW, %MED and %HI report the percentage of the observed pavement (0.02 mile, primary lane) that contains alligator cracking within the respective severities. These values range from 0 to 100.

%LOW = Percent of total area (primary lane, 0.02 in length), low severity %MED = Percent of total area (primary lane, 0.02 in length), medium severity %HI = Percent of total area (primary lane, 0.02 in length), high severity

Percent of total area is computed as:

square foot area of alligator crack severity (0.02 mile)*( lane width)

In AC_INDEX, the denominators 35, 15, and 5 are the Maximum Allowable Extents (MAE) for each severity. In other words, we will allow up to 35% of low severity alligator cracking for a 0.02 interval before failure, 15% for medium severity, and so on. As you can see, if any single severity reaches MAE the resulting index value is 60, or failure.

Longitudinal Crack Index

LC_INDEX = 100 – 40 * [(%LOW / 175) + (%MED / 75) + (%HI / 25)]

The values %LOW, %MED, and %HI report the length of longitudinal cracking within each severity as a percent of the section length (0.02 mile, primary lane). These values are greater than or equal to 0 and can exceed 100.

%LOW = Percent of interval length (primary lane, 0.02 in length), low severity %MED = Percent of interval length (primary lane, 0.02 in length), medium severity %HI = Percent of interval length (primary lane, 0.02 in length), high severity

Percent of interval length is computed as:

length of respective longitudinal cracking (0.02 mile)*(105.6 ft.)

In LC_INDEX, the denominators 175, 75, and 25 are the Maximum Allowable Extents (MAE) for each severity. In other words, we will allow up to 175% of low severity longitudinal cracking for a 0.02 interval before failure, 75% for medium severity, and so on. As you can see, if any single severity reaches MAE the resulting index value is 60, or failure.

8-13

Structural Crack Index

SC_INDEX = [100 - ((100 - AC_INDEX) + (100 - LC_INDEX))]

Structural Crack Index is a combination of Alligator Cracking and Longitudinal Cracking, and is used in the SCR formula in lieu of AC and LC separately.

Transverse Crack Index

TC_INDEX = 100 – 40 * [(LOW / 21.1) + (MED / 4.4) + (HI / 2.6)]

The values LOW, MED and HI report a count of the total number of transverse cracks (reported to three decimals) within each severity level, where one transverse crack is equal to the lane width. These values are greater than or equal to 0.

LOW = Number of cracks in interval (primary lane, 0.02 in length), low severity MED = Number of cracks in interval (primary lane, 0.02 in length), medium severity HI = Number of cracks in interval (primary lane, 0.02 in length), high severity

Number of cracks is computed as:

Total length of transverse cracks Lane width

In TC_INDEX, the denominators 21.1, 4.4, and 2.6 are the Maximum Allowable Extents (MAE) for each severity. In other words, we will allow up to 21.1 low severity transverse cracks for a

0.02 interval before failure, 4.4 cracks for medium severity, and so on. As you can see, if any single severity reaches MAE the resulting index value is 60, or failure.

Patching Index

PATCH_INDEX = (100 – 40) * (%PATCHING / 80)

The value %PATCHING reports the percentage of the observed pavement (0.02 mile, primary lane) that contains patching/potholes. This value ranges from 0 to 100.

%PATCHING = Percent of total area (primary lane, 0.02 in length)

Percent of total area is computed as:

square foot area of patching/potholes (0.02 mile)*(lane width)

There are no severity levels for patching. It either exists or does not.

There are no severity levels for patching. It either exists or does not. In PATCH_INDEX, the denominator 80 is the Maximum Allowable Extent (MAE) for each severity. In other words, we will allow up to 80% patching for a 0.02 interval before failure. As you can see, if patching/potholes reaches MAE the resulting index value is 60, or failure.

8-14

Rutting Index

RUT_INDEX = 100 – 40 * [(%LOW / 535) + (%MED / 205) + (%HI / 40)]

20 rut depth measurements are taken per 0.02 interval for each of 2 wheel paths (left and right), resulting in a total of 40 measurements taken for both wheel paths. Each wheelpath is analyzed independently for rut severities. The values %LOW, %MED and %HI report the percentage of the 40 measurements within that severity. These values range from 0 to 200.

%LOW = Percent of LOW ruts in left wheelpath based on 20 ruts, plus percent of LOW ruts in right wheelpath based on 20 ruts.

%MED = Percent of MED ruts in left wheelpath based on 20 ruts, plus percent of MED ruts in right wheelpath based on 20 ruts.

%HI = Percent of HI ruts in left wheelpath based on 20 ruts, plus percent of HI ruts in right wheel path based on 20 ruts.

Percent of rut measurements within each severity can also be computed as:

(total number of ruts within each severity in both wheelpaths)

20 × 100

In RUT_INDEX, the denominators 535, 205, and 40 are the Maximum Allowable Extents for each severity; Low, Medium, and High, respectively. Only the MAE for high severity rutting can fail a section, since 200% of only low severity ruts would yield a rut index of 85 and 200% of only medium severity ruts would yield a rut index of 61.

Roughness Condition Index (Asphalt)

RCI = 32 * [5 * (2.718282 (-.0041 * AVG IRI))]

The value AVG IRI reports the average value of the Left IRI and Right IRI measurements for the interval (0.02 mile, primary lane). This value can range from approximately 40 to 999.0.

Average IRI is computed as:

(Left wheelpath IRI) + (Right wheelpath IRI)

There is no applicable threshold for failure for this index.

Roughness Condition Index (Concrete)

RCI = (-0.0012)(IRI2) + (0.0499)(IRI) + 99.542

For concrete, PCR = RCI

8-15

Surfac…