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9. Provide an accounting of the 23% engineering and 5% administrative costs. The 23% engineering cost is an estimate of the cost for Public Works Engineering staff to implement the project. The assessed amount will be 23% of the primary construction contract or actual costs whichever is less. The fee includes direct and overhead costs to implement the project from the early stages of scoping the project after a capital budget is authorized to the final assessment calculations and drawings of as-built plans. The fee is prorated across all types of improvements, those assessed and those paid for by City funds. The following table highlights some of the types of work and expenses to date. Preliminary planning and public outreach Includes assessment calculation $ 36,000 and coordination Design Includes utility coordination, $166,000 design, design research, legal description research & writing Survey* Topographical and construction $ 48,500 Inspection and construction management* Inspection, as-construct, pay $ 32,000 calculations, contract admin Final Assessment* Calculations, hearings, outreach $ 10,000 Right of Way acquisition coordination Property research, appraisals and $112,200 negotiations for 12 acquisitions *not completed, cost includes estimate to complete ESTIMATED TOTAL $404,700 The 5% administrative cost covers the services provided by the Finance Division of Central Services prior to the payment or financing of an assessment. The major component of the work is customer service, primarily conversations with customers regarding financial options. Other elements include reviewing low-to-moderate income subsidy applications for transportation projects, mailing the assessment hearing notice to property owners by certified mail and long term debt applications, initial account set-ups, and maintenance of assessment tracking computer software. DESIGN CONSIDERATIONS 10. Provide a staff evaluation of Mark Reed's off-street bike path proposal. Mark Reed suggested a separate off-street path be built instead of on-street bike lanes. The Oregon Bicycle and Pedestrian Plan does not recommend multi-use paths next to roadways because half of the bicycle traffic will ride against the normal flow of motor vehicle traffic, which is contrary to the rules of the road. The following are some consequences than can result from off-street paths next to roadways identified by the Oregon Bicycle and Pedestrian Plan and the Pedestrian and Bicycling Information Center: · When the path ends, bicyclists riding against traffic tend to continue to travel on the wrong side of the street, as do bicyclists getting to a path. Wrong-way travel by bicyclists is a major cause of bicycle/automobile crashes. · At intersections and driveways, motorists crossing the path often do not notice bicyclists coming from certain directions. · Cyclists using the path against the flow of traffic often cannot see the signs posted for traffic using the roadway without stopping and turning around. Page 3 of 3