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risk index for the 10 crossings in the potential quiet zone went from about 14,000 to over 17,000. In previous alternative analyses and as presented at several public forums, staff proposed no changes at Eighth and Hilyard. However, to reduce the overall risk index to quiet zone levels it is likely that quad gates must be added at this crossing, increasing the cost of a quiet zone by approximately $400,000 over any of the previous scenarios. Results of Public Input Process During the summer and fall of 2007, Public Works staff completed a comprehensive public outreach process to gather input on the implications of creating a railroad quiet zone in Eugene. In total, four public forums were held. Additional comments were sought using an online survey hosted on the City’s web portal. The public involvement process began with a widely advertised public forum that attracted participants with various levels of interest in the quiet zone study. The second forum was targeted at commercial property and business owners in the general vicinity of the study area, but was also open to the general public. The third forum was held at the Ya-Po-Ah Terrace to reach a less mobile, yet very interested group of nearby residents. The final public forum was attended by a variety of interested participants including neighborhood residents, property and business owners, residents from outside the study area, and staff from the railroad. The final forum provided staff an opportunity to report back on comments and input gathered previously while also collecting any final input and detailing the next steps of moving forward with an official quiet zone. As directed by the council, staff set out to study public support for closing up to four railroad crossings to obtain federal funding to implement safety improvements that would result in a quiet zone. At each of the public forums, staff presented a range of potential scenarios that could feasibly result in a quiet zone; these scenarios ranged from closing zero to five of the 10 at-grade crossings. Throughout the public process, staff heard general community support for the concept of a quiet zone. Although participants favored implementing a quiet zone, virtually none were in favor of closing crossings as a prerequisite. Staff found that when provided a scenario with one closure, participants were more supportive. There was minimal support for multiple closures as a means of obtaining outside funding. Any opposition to the concept of a quiet zone was rare and more focused on being against spending City resources to implement a quiet zone. When potential funding mechanisms were discussed, staff found opposition for special assessment districts, particularly in the Whiteaker neighborhood. Many participants suggested implementing a quiet zone even if it cost the City millions of dollars because of the positive effect it would have on the local quality of life. A summary of comments received at the public forums and through the online survey is included as Attachment B. Cost Estimates The scenario detailed on page 2 of the memo would cost approximately $1.4 million. In addition, the annual maintenance for quad gates, which would likely become a City financial liability, is estimated to cost approximately $10,000 for each quad gate ($20,000 a year for the two quad gates in the scenario). In recent discussions, ODOT Rail has reiterated its policy on state-administered federal Section 130 funding. Currently, to be eligible for Section 130 funding, half (five) of the 10 crossings in the proposed quiet zone would need to be closed in order for ODOT Rail to fully participate in safety improvements to the remaining five crossings at a level necessary for the City to obtain a quiet zone designation. If less than half of the crossings are closed, ODOT Rail has offered $50,000 per closure to be applied F:\CMO\2008 Council Agendas\M080225\S080225C.doc