Item C: Review of Implementation of Street Bond Measure

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Project Prioritization Selecting streets or street segments for treatment is done through a process involving analysis, testing, and staff experience. Using the data produced by CenterLine, and combining this information with estimated revenues allows staff to approximate backlogs and group potential street segments for consideration for treatment under the Pavement Preservation Program. Streets are not prioritized on a "worst first" basis. Public Works' main objective is to keep street segments from slipping into the reconstruction category, which typically costs four to five times more per lane mile than rehabilitation. By rehabilitating (overlaying) a street before it significantly deteriorates, 15 to 20 years of useful life can be added to a street at a substantial cost savings over reconstruction. Once a street has deteriorated to the point that it must be reconstructed, the opportunity for preventive street maintenance (overlay) is lost. For these reasons, streets that are categorized as overlay projects receive the highest priority for corrective treatment. If at some point in the future there are additional funds available, or if the majority of overlay projects have been addressed, reconstruction projects will be scheduled. A prioritized list of 32 street repair projects to be funded by a local bond measure was approved by Eugene voters in 2008. The list, approved by City Council, was developed by staff based on citizen input, information about needed street rehabilitation and reconstruction from the pavement management system, and equitable geographic distribution of projects throughout the community. Subsequently, a 12- member citizen review panel was formed to document the use of the bond proceeds. In 2011, City Council approved the addition of 22 streets selected in the same manner and recommended by the citizen review panel to be repaired. In 2012, a second five -year bond measure was approved by Eugene voters with a prioritized list of 76 street repair projects (Exhibit A) and additional funding to support bicycle and pedestrian improvement projects. The list was developed using the same criteria as above and approved by City Council. Off - Street Shared -Use Paths Shared -use paths are used by a variety of non - motorized users, including pedestrians, cyclists, skaters, and runners. Shared -use paths are typically wider than an average sidewalk and paved (asphalt or concrete). There are approximately 41 miles of shared -use paths identified in the Pavement Management System. The complete system of shared -use paths was surveyed and rated in 201 fusing the new rating methodology. With this updated information a future analysis will be performed to project the condition and funding needs of this infrastructure. The City standards for shared -use paths require a concrete structure no less than six inches deep and 12 feet wide. Paths designed, constructed or reconstructed to current standards are expected to have a 50 -year life. ON