HomeMy WebLinkAboutCouncil Packet 4-10-19 Work SessionMarch 13, 2019, Work Session
EUGENE CITY COUNCIL AGENDA
April 10, 2019
12:00 p.m. CITY COUNCIL WORK SESSION AND MEETING OF
THE EUGENE URBAN RENEWAL AGENCY
Harris Hall, 125 East 8th Avenue
Eugene, Oregon 97401
Meeting of April 10, 2019;
Her Honor Mayor Lucy Vinis Presiding
Councilors Betty Taylor, President Emily Semple, Vice President Mike Clark Greg Evans Chris Pryor Claire Syrett Jennifer Yeh Alan Zelenka
12:00 p.m. EUGENE CITY COUNCIL WORK SESSION AND MEETING OF
THE EUGENE URBAN RENEWAL AGENCY
Harris Hall, 125 East 8th Avenue
Eugene, Oregon 97401
1. WORK SESSION: Vision Zero Update
2.WORK SESSION AND ACTION: Riverfront Park and Plaza Funding Requests and
Potential Future Riverfront Urban Renewal Investments
March 13, 2019, Work Session
For the hearing impaired, an interpreter can be provided with 48 hours' notice prior to the meeting. Spanish-language interpretation will also be provided with 48 hours' notice. To arrange for these services, contact the receptionist at 541-682-5010. City Council meetings are telecast live on Metro Television, Comcast channel 21, and rebroadcast later in the week.El consejo de la Ciudad de Eugene agradece su interés en estos asuntos de la agenda. El lugar de la reunión tiene acceso para sillas de ruedas. Se puede proveer a un intérprete para las personas con discapacidad auditiva si avisa con 48 horas de anticipación. También se puede proveer interpretación para español si avisa con 48 horas de anticipación. Para reservar estos servicios llame al 541-682-5010. Las reuniones del consejo de la ciudad se transmiten en vivo por Metro Television, Canal 21 de Comcast y son retransmitidas durante la semana.
For more information, contact the Council Coordinator at 541-682-5010 or visit us online at www.eugene-or.gov.
April 10, 2019, Work Session – Item 1
EUGENE CITY COUNCIL
AGENDA ITEM SUMMARY
Work Session: Vision Zero Update Meeting Date: April 10, 2019 Agenda Item Number: 1 Department: Public Works Staff Contact: Larisa Varela
www.eugene-or.gov Contact Telephone Number: 541-682-6887
ISSUE STATEMENT In Eugene, every year, an average of six members of our community lose their lives and 34 experience life-changing injuries as a result of crashes on our transportation system. To address this issue, City staff, partner agencies and community members worked together to develop the Vision Zero Action Plan that will enable the City and broader community to achieve the Vision Zero goal of no deaths or life-changing injuries on Eugene’s transportation system by 2035. This agenda item will provide an overview of the final Vision Zero Action Plan as well as implementation progress made to date. This is an information-only update; no action by City Council is needed at this time.
BACKGROUND In November of 2015, the Eugene City Council adopted a Vision Zero Resolution that set as official policy the Vision Zero goal that no loss of life or serious injury on Eugene’s transportation system is acceptable. The Resolution directed the City Manager to initiate the formation of a Vision Zero Task Force that included community stakeholders and staff to develop a Vision Zero Action Plan. The Vision Zero Action Plan has three guiding tenets that helped shape the actions in the plan and will continue to guide implementation and investment. The tenets are 1) equity, 2) data-driven and 3) accountability. During the planning process, a communities-of-concern focus group was held in which an equity lens was applied to all actions in the plan. Revisions were made to the draft plan in order to elevate equity and incorporate input from participants at the communities-of-concern focus group. The plan was adopted by Administrative Order spring 2019 and will be presented to City Council during this work session.
PREVIOUS COUNCIL DIRECTION May 10, 2017, Work Session
April 10, 2019, Work Session – Item 1
November 18, 2015, Work Session Move to adopt the substitute draft of the Vision Zero Resolution that was provided by Better Eugene Springfield Transit (Motion passed with amendment). Through this Resolution, City Council adopted the Vision Zero policy. September 30, 2015, Work Session Move to direct the City Manager to work with BEST to draft a proposed resolution on Vision Zero for Council consideration and provide Council with additional information about the implications of adopting such policy.
COUNCIL OPTIONS This is an informational item. No action is requested.
CITY MANAGER’S RECOMMENDATION This is an information item only.
SUGGESTED MOTION This is an information item only.
ATTACHMENTS A. Vision Zero Action Plan
FOR MORE INFORMATION Staff Contact: Larisa Varela, Associate Transportation Planner Telephone: 541-682-6887 Staff E-Mail: LVarela@eugene-or.gov
2018–2023
Vision Zero Action Plan
one traffic death is too many
April 10, 2019, Work Session – Item 1
THIS PAGE INTENTIONALLY LEFT BLANK
ii
EUGENE VISION ZERO
April 10, 2019, Work Session – Item 1
iii
EUGENE VISION ZERO
Acknowledgments
Lane Council of Governments Staff
Bill Clingman
City of Eugene Project Team Staff
Rob Inerfeld
Matt Rodrigues
Larisa Varela
Toole Design
Parents of Traffic Victims
Karen Creighton
Marina Hajek
Susan Minor
Oregon Department of Transportation,
Transportation Safety Division
Chris Ellison
4J Eugene School District
Carmel Snyder
Tilford (Ray) Snyder*
AARP Oregon
Marina Hajek
Advocate for Safe Streets
Pat McGillivray
Bethel School District
Rob Zako
Michele O’Leary*
Better Eugene-Springfield
Transportation (BEST)
Kelsey Moore
City of Eugene
Active Transportation
Committee
Joe Zaludek
City of Eugene, Fire and
Emergency Medical
Services Department
Greg Gill
City of Eugene
Municipal Court
Chief Pete Kerns
Sean McGann*
City of Eugene
Police Department
Kurt Corey
Mark Schoening*
City of Eugene
Public Works
Brian Johnson
Lane County
Public Health
David Reesor
Lane County
Public Works
Eugene Organ
Erycka Organ*
Lane Independent
Living Alliance
Carl Yeh
AJ Jackson*
Lane Transit District (LTD)
Bill Johnston
Oregon Department of
Transportation (ODOT)
Rick Hamilton
Oregon Department of
State Police
Matt Roberts
University of Oregon
Steve Wildish
Randy Hledik*
Mary Lou Wilson*
Wildish Companies
* Served as Task Force alternate
Sarah Mazze
4J Eugene School District
Bob Beals
Bethel School District
JoAnna Kamppi
City of Eugene, Fire and
Emergency Management
Services
James Hadley
City of Eugene
Police Department
Shawn Marsh
City of Eugene
Police Department
Sean McGann
City of Eugene
Police Department
Matt Rodrigues
City of Eugene
Public Works
Lindsay Selser
City of Eugene
Public Works
Larisa Varela
City of Eugene
Public Works
Steve Dobrinich
Lane Council of
Governments
Ellen Currier
Lane Council of
Governments
Becky Taylor
Lane County
Kelly Hoell
Lane Transit District
Jake McCallum
Lane Transit District
Theresa Brand
Point2Point Solutions at
Lane Transit District
Nicole Charlson
Oregon Department of
Transportation
Cheri Kimball
Oregon Driver Training
Institute
James Miller
Jim Cole
Ethan Lodwig
PeaceHealth
Task Force Members Technical Advisory Committee Members
Better Eugene-Springfield Transportation (BEST)
April 10, 2019, Work Session – Item 1
iv
EUGENE VISION ZERO
WE PLEDGE,
as the Vision Zero Leadership Committee, to incorporate the Vision Zero Action Plan tenets,
strategies, actions and values into everything our departments do. We commit to work
together in pursuit of the goal of zero traffic-related fatalities and life-changing injuries in the
city of Eugene by 2035.
Chief Chris Skinner
Eugene Police Department
Chief Joseph Zaludek
Fire & Emergency Management Department
Sarah Medary, Executive Director
Public Works Department
Jon Ruiz, City Manager
City of Eugene
April 10, 2019, Work Session – Item 1
v
EUGENE VISION ZERO
Table of Contents
Executive Summary
Why Vision Zero, Why Now? vi
Where to Focus vi
Taking Action vii
In Remembrance viii
Why is Vision Zero Needed? 1
Why Now? 2
What is Vision Zero? 3
Vision Zero Eugene 5
Vision Statement 6
Guiding Tenets 6
This plan is Eugene’s. 7
Causes of deaths and life-changing injuries 8
Crash Causes 9
Strategies to address deaths and life-changing injuries 16
Strategies 17
Locations of deaths and life-changing injuries 20
Where We Need to Focus 21
The Vision Zero High Crash Network 21
Communities of Concern 29
Actions to prevent deaths and life-changing injuries 30
Taking Action 31
Street Design 32
Impairment 34
Dangerous Behaviors 35
Engagement and Accountability 37
Measuring Our Progress 39
Appendix 40
April 10, 2019, Work Session – Item 1
vi
EUGENE VISION ZERO
EXECUTIVE SUMMARY
Vision Zero is an approach to transportation safety that aims to eliminate deaths and life-
changing injuries caused by traffic crashes. In November of 2015, the Eugene City Council
adopted as City policy the Vision Zero goal of zero fatalities and serious injuries on Eugene’s
transportation system as a result of community advocacy efforts. The resolution adopting
Vision Zero directed the City Manager to initiate formation of a Vision Zero Task Force to
develop an Action Plan. This Eugene Vision Zero Action Plan is the result of that direction.
This Action Plan lays out an ambitious set of two- and five-year actions to reach the goal of
zero deaths and life-changing injuries on Eugene’s transportation system by 2035. These
actions will be undertaken by numerous City departments (Public Works, Police, Fire &
Emergency Medical Services), in cooperation with other agency partners such as school
districts and Lane Transit District, and community partners like the University of Oregon and
PeaceHealth.
Vision Zero will also need the ongoing support and commitment of all of Eugene’s residents
who use our streets to walk, bike, roll, take transit and drive. Achieving Vision Zero requires
a true culture change—from one where lives lost or severely harmed is an accepted daily
occurrence to one where deaths and life-changing injuries are unacceptable outcomes of
simply using our streets.
Why Vision Zero, Why Now?
Eugene needs Vision Zero now because people continue
to die and suffer life-changing injuries on our streets. From
2007 to 2015, 60 people were killed and 364 experienced life-
changing injuries as the result of crashes. These numbers
do not reflect the full toll on our community; each victim’s family, friends, coworkers and
acquaintances are also impacted by the loss of someone they knew and loved.
Nearly half of these fatal and life-changing injury crashes affect people walking, biking or riding
a motorcycle, even though these modes make up less than 20 percent of trips in Eugene.
Speed is a critical factor in determining the severity of a crash, and people traveling by these
modes are more vulnerable to greater harm from automobiles, even at relatively low speeds.
Even when speeding is not indicated to be a cause of a crash, the normal driving speed of a
street can contribute to a fatal or life-changing injury. This is also true for people in crashes
only involving cars. Vision Zero aims to improve safety for everyone who uses our streets.
Where to Focus
The development of this Plan included an analysis of crash data from the last nine years
to objectively identify problem streets and intersections. We found that only 9% of streets
account for 70% of fatal and life-changing injury crashes in Eugene. These streets comprise
the Vision Zero High Crash Network and are the focus of many actions in our plan.
April 10, 2019, Work Session – Item 1
vii
EUGENE VISION ZERO
Taking Action
The City of Eugene has been working for years to make its streets safer for all who use them.
This plan builds on that work, as well as a regional and county safety plan and a statewide
plan from the Oregon Department of Transportation.
To reduce crashes that result in deaths and life-changing injuries, the Task Force, Technical
Advisory Committee and staff identified actions to be undertaken that will change policies,
practices and programs and further shift the culture around transportation safety. Development
and implementation of these actions are guided by three tenets to ensure they adhere to the
Vision Zero commitment and important Eugene values: equity, data and accountability.
The actions center around the following four areas that impact the likelihood and severity of
crashes: street design, impairment, dangerous behaviors and engagement and accountability.
While this is our five-year plan to reach Vision Zero, we know this effort will take longer.
In five years, we will review our actions and progress to update this plan to ensure we are
continuing on the path to zero deaths and life-changing injuries. We urge you to join us in this
commitment to making our city’s streets safer for all who travel in Eugene.
Street Design
Actions in this area will impact how
Eugene streets are built and re-designed
in order to improve safety for all people
who use our streets.
Impairment
Actions in this area aim to decrease the
number of people driving, biking and
walking under the influence of alcohol,
marijuana and illicit drugs.
Dangerous Behaviors
Actions in this area upgrade the
enforcement of existing laws, call for
additional, more equitable enforcement,
and aim to change travel behavior
through messaging.
Engagement and Accountability
Actions in this area will keep the Vision
Zero effort on the forefront of City staff
and the community, and will enhance
community engagement in making
Eugene’s streets safer.
April 10, 2019, Work Session – Item 1
viii
EUGENE VISION ZERO
In Remembrance
This plan is dedicated to those who have lost loved
ones and who have had their lives significantly
impacted by traffic crashes. Your losses motivate
us to strive toward a safer Eugene.
April 10, 2019, Work Session – Item 1
1
EUGENE VISION ZERO
The City of Eugene has adopted the bold vision of eliminating traffic deaths and life-changing
injuries on the City’s transportation system. This path toward Vision Zero was adopted by the
Eugene City Council in November 2015, after working with community stakeholders. This is
our community’s story, and our plan to reach zero.
Why is Vision Zero Needed?
The City of Eugene is consistently ranked as one of America’s best places to live. As a small
city with an engaged and inclusive community, thriving universities and surrounding natural
beauty, we agree.
But even though Eugene is highly regarded in some ways, we lose too many members of
our community to traffic crashes on our streets. From 2007 to 2015, 60 people were killed
in traffic crashes in Eugene, and another 364 people sustained life-changing injuries. On
average, someone is killed or experiences life changing injuries every eight days while
traveling on our streets. Traffic crashes are so routine that we are all too often numb to the
toll they take—despite the tragic effect on our families, community and economy.
Not one of us would find it acceptable for a family member, friend, or colleague to be injured
or killed. And the good news is—we don’t have to accept this as fate. Crashes are not
accidents, they are preventable—with the right actions and commitment. Moreover, those
crashes that may still occur do not need to result in deaths or life-changing injuries because
Vision Zero is committed to reducing the severity of crashes so that crashes don’t result in
death or life changing injuries.
Everyone has the right to safely travel on our streets no matter where they are going and how
they travel. That is why the City of Eugene has chosen zero as our goal. By committing to
eliminate traffic deaths and life-changing injuries by 2035 through a Vision Zero program, we
will create a safer and more vibrant city for decades to come.
Eugene Vision Zero Task Force.
April 10, 2019, Work Session – Item 1
2
EUGENE VISION ZERO
Why Now?
Safety has been on the City of Eugene’s
radar for years, but despite everyday efforts
to create safer streets that work well for all
users, investments in transit, and advances in
technology, we still experience an unacceptable
number of traffic deaths and life-changing
injuries. Vision Zero is the next step to
effectively reduce deaths and life-changing
injuries on our streets.
While over 90 percent of crashes involve
only drivers and their passengers, people
walking, biking and riding motorcycles are
disproportionately likely to be seriously injured
or killed on our streets—an unacceptable
inequality for a city that prides itself on healthy,
active, accessible transportation options.
Drivers and their passengers are also in danger.
Over 57 percent of all fatal or life-changing
injury crashes involve drivers and their
passengers.
These data suggest that a bold intervention
and strong commitment from City leaders and
partners—including residents—will be required
to eliminate deaths and life changing injuries.
The Eugene Vision Zero Action Plan establishes
a roadmap for the City to eliminate traffic
deaths and life-changing injuries on its streets.
It signals a shift in transportation engineering
and planning practice to prioritize safety of our
residents over the convenience of traveling
quickly through our city. These changes
won’t always be easy, but we are committed
to working together to achieve them, and
motivated by our determination to create a safe
Eugene for all of our residents and visitors.
Crashes
Share
92%
4%2%2%
Fatal and
Life-Changing
Injury Crashes
Share
57%13%
16%
14%
City of Eugene, 2007-2015 crash data
Commuter
Mode Share
74%
8%
8%
4%
6%Work from home
April 10, 2019, Work Session – Item 1
3
EUGENE VISION ZERO
What is Vision Zero?
Vision Zero is a transportation safety philosophy that was developed in Sweden in the late
1990s to eliminate traffic deaths and serious injuries in the transportation system. Sweden
already had a significantly lower crash rate than the United States. Even with a low crash rate,
Sweden was still able to work beyond the low hanging fruit and reduce traffic fatalities by
half over 20 years. Sweden is now one of the safest places to travel in the world. By contrast,
traffic fatalities in the U.S. have dropped by only 30 percent over the same time period. If we
would have adopted Vision Zero at the same time as Sweden, over 15,000 lives could have
been saved in the US in 2015 alone.
Vision Zero calls on us to think differently about traffic safety, and to reach beyond traditional
silos to work together for a truly worthy outcome: the elimination of traffic deaths and life-
changing injuries on our streets. Central to Vision Zero is the idea that people should not be
killed or experience life-changing injuries as a consequence of simply using our streets.
Vision Zero recognizes that we all make mistakes, and that the transportation system should
be designed to minimize the impacts of those errors. When crashes do occur, they should
not result in death or life-changing injuries.
In the past five years, over 30 U.S. cities, including Eugene, have adopted Vision Zero goals.
Many have developed detailed action plans to eliminate traffic deaths. While each city
has adapted the program to its own unique needs and situation, the Vision Zero approach
is helping ensure that improving traffic safety is focused on the most powerful tools, like
wholesale speed reduction. Addressing issues of equity has also emerged as a critical
component of Vision Zero initiatives.
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Traffic Safety in the United States and Sweden, 1995-2015
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April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
A Vision Zero City meets the following minimum standards:
-
- Visi
- Key
are engaged.
Vision Zero City
Portland
San Francisco
San Jose
Fremont
San Diego
Boston
Somerville
New York City
Washington, D.C.
Montgomery County
Denver
Chicago
Sacramento
Updated
January 2018
Fort Lauderdale
San Antonio
Los Angeles
Columbia
Anchorage
Eugene
Bellevue
San Luis Obispo
Monterey
Bethlehem
Philadelphia
Alexandria Richmond
Cambridge
SantaBarbara
Durham
Macon
Minneapolis
Boulder
Orlando
Vision Zero Cities
Updated January 2018
Source: http://visionzeronetwork.org/resources/vision-zero-cities
Eugene is one of the first small American cities to develop an action plan. We look
forward to helping blaze a path toward safer transportation systems for cities of our size.
The federal government and most states, including the Oregon Department of
Transportation (ODOT), have also established a goal of eliminating traffic deaths. ODOT’s
Transportation Safety Action Plan shares our 2035 goal year for eliminating deaths and
life-changing injuries on the transportation system. Regionally, Lane County Government,
Lane Transit District and the Central Lane Metropolitan Planning Organization are pursuing
similar goals, providing additional support for this initiative.
April 10, 2019, Work Session – Item 1
5
EUGENE VISION ZERO
Václav Hajek, age 10
Václav was a wonderful and kind human being, and
was just a child when he was killed. He blessed
this world with his smile. Václav loved the arts,
outdoors, spending time with family and riding his
bicycle. He wanted to be an artist like his mom.
Václav was killed at age 10 when he was hit by a
speeding teenage driver while walking across the
street with his bike.
Fundamental Principles of
a Meaningful Vision Zero
Commitment
These principles are core to
successful Vision Zero efforts:
1. Traffic deaths and severe injuries are
acknowledged to be preventable.
2. Human life and health are prioritized
within all aspects of transportation
systems.
3. Acknowledgment that human error
is inevitable, and transportation
systems should be forgiving.
4. Safety work should focus on
systems-level changes above
influencing individual behavior.
5. Speed is recognized and prioritized
as the fundamental factor in crash
severity.
(Source: Vision Zero Network)
Vision Zero Eugene
Vision Zero Eugene is truly a collaborative
undertaking. The time is ripe for this
type of systemic change to happen in
our community. As Vision Zero gained
prominence as a new way of thinking about
transportation safety, our community leaders
and professionals united around the need for
change in Eugene. This resulted in the City
Council’s adoption of a Vision Zero resolution
in November of 2015, placing Eugene in
the company of other Vision Zero cities
worldwide.
Since that time, the City has worked closely
with community advocates, policymakers,
and transportation, public health, and law
enforcement professionals to create this
Action Plan. The ultimate goal of the Plan is
to stem the loss of life and opportunity that
occurs via traffic crashes on our streets.
Our Vision Zero Task Force and Technical
Advisory Committee, composed of City
leadership, agency staff and community
stakeholders, have studied the factors
contributing to traffic crashes in Eugene
and debated appropriate, bold actions to address them. We are proud to present our
proposed strategies and actions to you in this plan, and look forward to working with you, our
community, to achieve this vision.
April 10, 2019, Work Session – Item 1
6
EUGENE VISION ZERO
Vision Statement
Our community values the safety of all people who
use our multimodal transportation system and will
take equitable, data-driven actions to eliminate
deaths and life-changing injuries by 2035.
Guiding Tenets
These tenets have helped shape the actions
included in this plan and will continue to guide their
implementation. In order to be effective, every agency,
community partner and resident involved in making
Vision Zero a reality should check their actions against
these tenets by asking is this program or this project
equitable, data-driven and accountable?
Equitable
Eugene strives to be a community where every person regardless of their identity
is safe, valued and welcome. A person’s identity encompasses multiple aspects,
including, but not limited to: age, race, ethnicity, gender, national origin, religion, disability,
sexual orientation, socio-economic and housing status. This plan seeks to make Eugene’s
streets safer for all people who travel on them.
Data-Driven
The actions in this plan were determined through a process of data analysis and
community conversation that took place at community events over the spring,
summer, and fall of 2017. Starting with data allows us to address the issues we know have
caused crashes in the past, and the locations with the worst crash histories.
This plan calls for increasing the amount of data and agency coordination to ensure even
more detailed and pertinent analysis can drive Vision Zero actions in the future.
Accountable
This plan belongs to the people of Eugene. We recognize that traffic crashes
can impact anyone in our community, and we want to be held accountable by our residents
for addressing that serious problem.
To do this, the plan must first be accountable to itself which is why we call for tracking the
effectiveness of actions and making changes where and when needed. When that process
is in place, we can then report to our residents on our successes and adjustments. Progress
will be communicated in an annual report.
Life-Changing Injuries:
Crashes that result in major
injuries change the life of
the victim and their family
and friends. Serious injuries
are defined as those that
prevent the victim from
going about their daily life as
before. This can mean lost
time at work, dependence
on a family member for care,
large medical bills and other
long-term impacts. Though
not fatal, these crashes have
long-lasting effects.
April 10, 2019, Work Session – Item 1
7
EUGENE VISION ZERO
This Plan is Eugene’s
The Vision Zero Resolution was adopted by Eugene City Council after members of the
community raised awareness of the toll that traffic crashes can take on members of our
community, their families and friends. They asked the City Council to strongly articulate that
no traffic deaths or serious injuries are acceptable in our city.
The Vision Zero Resolution specifically directed the City Manager to convene a Task Force to
develop a Vision Zero Action Plan. This plan was guided by a Task Force of city leaders and
community partners who care deeply about the safety of Eugene residents on our streets.
The Task Force met throughout the development of this plan, offering thoughtful, critical
feedback about its direction from the perspective of advocates, implementers and those
whose lives have been changed by traffic crashes.
Achieving Vision Zero will take the whole community to be conscious of their individual
actions and the influence we have on each other. The Vision Zero Action Plan was
collaboratively developed by members of the Eugene community. Opportunities for
engagement included:
• Six Vision Zero Task Force Meetings
• Five Vision Zero Technical Advisory Committee Meetings
• Vision Zero webpages, https://www.eugene-or.gov/VisionZero, that included Task Force
meeting materials and the draft Vision Zero Action Plan
• A public open house for review and comment on the draft Action Plan
• A focus group aimed to elevate Communities of Concern
• Presentations at Neighborhood Association Meetings
• Tabling at community events
• Eugene City Council presentation
Through these public involvement activities, the City provided community members with a
variety of forums to share their concerns and identify priorities for transportation safety.
Moving forward, this plan will remain
Eugene’s. Eugenians will shape
what Vision Zero looks like in their
community. Residents and the
traffic safety behavior they model
for others will continue to play a
critical role in reaching Vision Zero.
In order to reach Vision Zero, we
must all lead by example by being
respectful and considerate users of
our transportation system. The City
of Eugene will partner with other
agencies and our community to reach
Vision Zero.
You are important to helping Eugene end traffic
deaths and life-changing injuries on our streets.
You can help by taking the Vision Zero pledge.
I pledge to:
drive and bike sober.
slow down and drive the speed limit.
yield the right of way.
focus on the street and not drive, walk or bike distracted.
share the responsibility of keeping myself, my family, my
friends and my community members safe on our streets.
Thank you for making Eugene’s streets safe for everybody!
Remember, it’s a CRASH, not an “accident.”
Traffic deaths ARE preventable. Fi
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During the summer of 2017, hundreds of community members
took the Vision Zero pledge.
April 10, 2019, Work Session – Item 1
8
EUGENE VISION ZERO
CAUSES
of deaths and
life-changing injuries
April 10, 2019, Work Session – Item 1
9
EUGENE VISION ZERO
Crash Causes
An extensive data analysis of the City’s crashes from 2007-2015 revealed the following major
contributors to life-changing and fatal traffic crashes in Eugene:
• Street Design
• Dangerous Behaviors
• Impairment
The Vision Zero Action Plan lays out a series of actions intended to address each of these
contributing factors, leading to a safer Eugene for all.
Street Design
A key aspect of Vision Zero is to design streets that are forgiving. While we each have a
responsibility to behave safely on our streets, mistakes happen—and the result cannot be a
life-changing injury or death while moving in and around our city.
Unfortunately, our streets are not always designed with this principle in mind. This is
particularly true for our arterials, on which an astonishing 65 percent of fatal and life-
changing injury crashes occur in Eugene. Many arterials are built for carrying large amounts
of fast-moving automobile traffic. Most have sidewalks, but infrequent safe crossings for
people walking. Some also have transit service, which increases the need for crossing the
street when walking to the bus. And some have bicycle facilities, but they may not be the
safest design for the speed and volume of auto traffic on that street. However, it is not just
people biking and walking who are disproportionately at risk when traveling along these
streets. Despite being built for motor vehicle throughput, still 64 percent of life-changing
and fatal motorist and motorcyclist crashes occur on our arterials. We cannot escape the
conclusion that our arterials must be designed differently to save lives in Eugene.
Crashes vs. Fatalities and Injuries
Data we report here all relate to fatal and life-changing injury crashes. A crash is the
occurrence when parties collide on the transportation system. Fatalities and injuries are
the outcomes of crashes. When a fatality occurs, we consider that a fatal crash, even if
there are also injuries to other people involved. We count the number of crashes rather
than outcomes for two reasons: 1) outcomes would often over-count motor vehicle
crashes where multiple people are killed or injured versus pedestrian and bicycle crashes
where the person walking or biking is most often the only injury or fatality, and 2) the
number of passengers in a car is somewhat random and it can skew counts as well.
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
minor collector
collector
major collector
minor arterial
major arterial
local
Roadway Classification
Legend
Major Arterial
Minor Arterial
Collector
Local
65% of fatal and life-changing
injury crashes occur on Eugene’s
arterial streets
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
The designated speed of our streets also needs to be addressed. Crash data state that 12
percent of fatal and serious injury crashes are related to speeding. Yet legal speeds often
result in situations where lives are lost or permanently altered when a crash occurs, and
those instances are not flagged as crashes where speed was a factor. People walking,
biking and driving are more likely to be killed or experience life-changing injuries on 35
mph streets than any other speed in Eugene.1
Surprisingly, however, it is not just our higher-speed streets that are problematic: nearly 1
in 3 of the fatal and serious injury crashes in Eugene occur on streets signed at 25 and 30
mph.2 These data indicate the need for a fundamental rethinking of speed and strategies to
maintain people’s ability to move around Eugene.
The data also indicate that darkness is overrepresented as a contributing factor to crashes.
This is particularly true for people walking, who are about twice as likely to be involved in a
crash during darkness as other travelers. People walking are also more likely to be killed or
experience life-changing injuries in these crashes: approximately 40 percent of fatal and life-
changing crashes involving a person walking occurs in darkness, as compared to less than
25 percent for all other travelers. Travel patterns of people walking suggest that this risk is
likely even greater than the statistics show.
A key part of improving safety is to address our high crash intersections, and to identify
common features between those intersections that we can proactively address at other
locations throughout the network. For example, we know that left turns are overrepresented
among fatal and serious injury crashes in Eugene. Thus, changes to the way our intersections
are designed for turning vehicles may be a critical way of addressing traffic danger in
Eugene.
1 Approximately 36 percent of fatal and life-changing crashes across all modes occurred on streets posted at 35 mph.
2 This figure includes crashes for all modes occurring on streets or at the intersection of two streets posted at 25 or
30 mph.
60
40
20
0
80
100
12020
MPH
10%Likelihood of fatality
or severe injury
60
40
20
0
80
100
12030
MPH
40%Likelihood of fatality
or severe injury
60
40
20
0
80
100
12040
MPH
70%Likelihood of fatality
or severe injury
Source: Tefft, Brian C. Impact speed and a pedestrian’s risk of severe injury or death. Accident Analysis & Prevention. 50. 2013
Likelihood of Death & Severe Injury Due to Speed
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
Anatomy of a Dangerous Street
No Street Lighting
Fast Moving Traffic
Wide Street
Unprotected Bike Lanes
Unprotected Crossings
Long Distance Between Signals
Before
More Marked CrosswalksShorter distances between safe crossings
Buffered Bike LanesPhysical separation where possible
Safer Speed LimitSafe speeds save lives
More Street LightsEasier to see other people
Safer CrosswalksMore flashing lights, stop lights and median islands
Raised Center MedianSafer turns for people driving
Shorter Crossing Distances at CrosswalksShortened with center median and protected bike lanes
Complete sidewalksAll gaps filled
Speed Safety CamerasSafe speeds save lives
After
Images courtesy of the City of Portland
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
Dangerous Behaviors
Vision Zero data analysis revealed that a few behaviors seem to be related to many fatal
and life-changing injury crashes in Eugene. Failure to yield is the most common contributing
factor overall and for each mode, clearly indicating a high-priority need to be addressed for
Vision Zero.
Reckless and careless driving, as well as disregarding traffic controls are commonly
associated with fatal and life-changing injury crashes for drivers and motorcyclists.
Additionally, although people walking and biking are less likely to be involved in crashes
involving reckless and careless driving overall, they are highly likely to be seriously injured or
killed when they are involved.
Furthermore, while the state of Oregon has made tremendous progress toward seatbelt
usage over the last few decades, still over 1 in 10 fatal or life-changing injury motor vehicle
crashes in the state involved an unbelted driver or passenger. Similarly, 1 in 14 fatal or life-
changing injury motorcycle crashes may have not resulted in such severity if the motorcyclist
had been wearing a helmet.
Failure to Yield
50%
40%
30%
20%
10%
0%
Speeding Reckless/
Careless Driving
Motorcyclist
no helmet
No seatbelt
S Pedestrian S Bicyclist S Motorcyclist S Driver/Passenger
Top Contributing Factors to Fatal and Life-Changing Injury Crashes in Eugene
City of Eugene, 2007-2015 crash data
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
We see people driving while using
their phones every day. However,
distracted driving is difficult to
capture via crash statistics, as officers have not
been allowed to cite distraction without seeing
it firsthand. A recent study using broad cell
phone data found that distracted driving was
involved in over 50 percent of trips nationally
that resulted in a crash.3 Starting October 1,
2017, Oregon House Bill 2597 enabled Oregon
police to more actively target distracted drivers,
giving the police the power to cite anyone holding
a mobile device while driving, regardless of
whether they see active talking, texting, and other
use.4 Opportunities for distracted driving are not
likely to go away soon, this legislation provides
a potentially key tool to police to help combat a
persistent problem that is difficult to otherwise
detect. Each of us can also play a key role in
stopping distracted driving. Go to https://www.
eugene-or.gov/VisionZero to take the pledge not
to engage with your mobile phone while driving.
If you need to use your phone, take a moment to
pull over to a safe place away from traffic. It can
wait.
Impairment
Alcohol and drug impairment contributes
substantially to fatalities in Eugene for all modes.
While impairment is a factor in less than five
percent of crashes overall, it plays a part in 50
percent of fatal motorcyclist crashes, 47 percent
of fatal pedestrian crashes, 40 percent of fatal
motorist crashes, and 29% of fatal bicyclist
crashes.
When impairment is involved in a serious or fatal
pedestrian or bicycle crash, pedestrians were found
to be impaired 72 percent of the time, and bicyclists
86 percent of the time. In some crashes, both
3 Cambridge Mobile Telematics, 2017. https://www.
cmtelematics.com/press/new-data-cambridge-mobile-
telematics-shows-distracted-driving-dangers/
4 The law includes exceptions for those for whom
communication is a necessary part of their job. See OR-HB
2597 for more details.
Failure to yield: One or more parties
involved in the crash did not follow
proper yielding law and caused
the crash. Examples of this are
improperly proceeding through an
all-way stop intersection, failing to
yield when turning, or failing to stop
for a pedestrian crossing the street.
Speeding: This category includes
crashes where drivers are cited
either for driving in excess of the
posted speed, or driving too fast
for conditions. The latter occurs
when driving the speed limit is
actually hazardous, such as during
rain or a snowstorm.
Careless driving: Careless driving
is a traffic violation that occurs
when a person “drives any vehicle...
in a manner that endangers or
would be likely to endanger any
person or property.” 1
Reckless driving: Reckless driving
is a Class A misdemeanor and
is charged by the responding
officer when a person “is aware
of and consciously disregards a
substantial and unjustifiable risk
that the result will occur or that the
circumstance exists.” The driver
does not take the same standard
of care that “a reasonable person
would observe in the situation.”2
Disregarding traffic control: A
person who disregards traffic
control fails to stop for any traffic
control device including: a standard
traffic signal, pedestrian hybrid
beacon (such as on Broadway west
of Patterson Street), or stop sign.
1 Oregon Revised Statutes, 811.135
2 Oregon Revised Statutes 161.085.
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
the person driving and the person walking or
biking was impaired. For crashes only involving
impaired motorists, approximately half involved
only one vehicle in a solo crash, fatally or
seriously injuring the driver. 25 percent of
impaired driver crashes also resulted in a fatal
or life-changing injury for a passenger.
Fortunately, the Eugene Police Department
and the University of Oregon Police
Department are already working to develop
strategies to address impaired driving,
including educational campaigns and
outreach, as well as targeted enforcement.
Additionally, this plan will detail several key
actions we can take both now and in the
coming years to help reduce the influence of
alcohol and drugs on safety in Eugene.
Responding officers have a number of means
of determining whether a driver is under
the influence of alcohol or drugs. “DRE” in
the crash form shown here stands for Drug
Recognition Expert, an officer who has received
training in recognizing drug impairment.
Person
#1 #2
None
Under Influence - Drugs
Under Influence - Alcohol
Under Influence - Meds
Unknown
Determined By:
Intoxilyzer Test
Blood or Urine Test
Field Sobriety Test
Observed (Speech, Odor, Etc.)
DRE Evaluation
Statements
Unknown
Other (Explain)
Results of Test:
P 1_____%P 2_____%
No Test Given
Test Refused
Tested for Drugs
Results Not Available
Impairment section of Oregon state
crash reporting form
Noelle Creighton-Manis, age 23 1/2
Noelle was one of those magical people — high energy,
beautiful, kind, creative and goofy. When she entered a
room, the lights got brighter and laughter increased.
She was gifted with children, dancing, cooking,
and art. Her future included traveling the world and
becoming a pediatrician or pediatric nurse. Noelle
was killed at age 23 ½, the night she was celebrating
her half birthday. She was killed as a passenger in a car
driven by a friend that was drunk and also speeding.
City of Eugene, 2007-2015 crash data
Factors Related
to Fatal Crashes
40%
Alcohol and Drug
Related
60%
Other
factors
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
STRATEGIES
to address deaths and
life-changing injuries
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
Strategies
There are six overarching strategies that the City and partners will use to work toward the
goal of zero deaths and life-changing injuries. These strategies address the fundamental
situations that cause crashes, make them more severe, challenge further analysis, and
have the ability to prevent the City from moving as quickly as possible on actions. Actions
presented in this plan grow out of these strategies to address the crash causes (street
design, dangerous behaviors, and impairment) and engagement and accountability.
Strategies are identified in the actions section with an icon.
Reduce potential for conflict between users
Decreasing the possibility that street users can come into conflict is the
first line of defense against crashes. This means providing separated space
for people walking, biking, driving and taking transit along the street. At
intersections, this may mean separating potentially conflicting movements by
time so two parties are not using the same space at the same time.
Slow vehicle speeds
When crashes do occur, they are less serious at slower speeds. Because
not all crashes can be avoided, slowing speeds will decrease the severity
of injuries and lead to fewer fatalities. Increased speed enforcement and
changes to street designs can both help to decrease speeds on Eugene’s
streets. Lowered speed limits may also address speeds but must be paired
with either enforcement or street design, ideally with both.
Reduce driving, bicycling, and walking under the
influence.
Impairment decreases reaction time for all street users and can lead to
poor choices about navigating streets. Impairment stands out as an issue
from additional dangerous behaviors because of its prevalence, its unique
treatments (i.e., human behavior, not engineering solutions), and its influence
on other unsafe behaviors.
Encourage safer practices among people driving,
walking and bicycling
Many crashes result from choices made by street users. Disobeying traffic
controls and laws, driving recklessly, and other behaviors may be best
addressed through culture change in addition to changes to the streets
themselves. Actions in this plan recognize, though, that some unsafe
behaviors, such as walking in the street because there are no sidewalks, are
the result of poor design that does not accommodate people walking.
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
Improve data collection and analysis
While this plan is the result of a data-driven process, additional analysis will
help further refine and prioritize efforts in the future. Crash data analyzed
in this plan only includes police-reported and citizen-reported crashes to
the ODOT, Oregon Driver and Motor Vehicle Division and thus misses those
crashes when no report was filed. Each report type results in different data
collected, and though most fatal and life-changing injury crashes are reported
by police, we cannot ensure full coverage. Other data limitations regarding
the exact location of crashes(e.g., traveling on a sidewalk versus in the street)
and street design features (e.g., number of lanes) prevent additional analyses
that could tell a more complete story of the crash cause(s).
Support an institutional commitment to Vision Zero
Getting to zero deaths and life-changing injuries requires a major
commitment by the City as a whole. Actions in this category demonstrate
institutional changes that will help Eugene reach its goal. This institutional
commitment can influence residents’ support of the Vision Zero goal and
actions to get to zero deaths and life-changing injuries. Public buy-in will be
necessary to implement many of the actions listed in this plan.
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
THIS PAGE INTENTIONALLY LEFT BLANK
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
LOCATIONS
of deaths and
life-changing injuries
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
Where We Need to Focus
Residents of Eugene know that there are streets where more crashes occur than others.
There are streets that are more dangerous for people walking, people biking and people
driving. In many cases, these are the same streets. In order to focus future investments in
safety, City staff have identified and will prioritize streets based on the most recent available
crash data (2007-2015).
Eugene’s most dangerous streets are located throughout the city, crossing through and
dividing neighborhoods from one another. These streets are in residential areas, commercial
districts, downtown and near schools. They are all streets with higher volumes of traffic,
because they connect people to where they need to go. Many of the streets have higher
speed limits, but even some with lower speed limits are the site of higher numbers of fatal
and life-changing injury crashes.
The Vision Zero High Crash Network consists of streets with a higher number of crashes that
result in deaths and serious injuries. There may be other streets in the city with more crashes
that are less severe, but those are not the focus of the Vision Zero effort, saving lives is the
goal.
These streets are the City’s priority locations for making Eugene a safer place to drive, walk
and bike.
The Vision Zero High
Crash Network
The network includes Eugene’s most
dangerous streets and intersections
for people who travel in the city by all
modes – driving, walking and biking.
The Vision Zero High Crash Network
is a compilation pulled from the
top 15 most dangerous streets for
each mode. Fatal and serious injury
crashes for people walking, biking
and driving were mapped individually
to assess which streets were most
dangerous. These lists were then
reviewed with the community
to check public perceptions and
confirm that these streets have
the worst safety issues. During the
implementation phase of this Action
Plan, the City will take a closer look
at crash clusters along the Vision
Zero High Crash Network to focus
transportation safety improvements.
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
minor collector
collector
major collector
minor arterial
major arterial
I-105
H
W
Y
9
9
N
O
R
T
H
W
E
S
T
E
X
P
Y
DE
L
T
A
H
W
Y
7TH AVE
8TH AVE
RA
N
D
Y
P
A
P
E
B
E
L
T
L
I
N
E
MLK JR BLVD
PE
A
R
L
S
T
13TH AVE
HI
L
Y
A
R
D
S
T
AL
D
E
R
S
T
WI
L
L
A
M
E
T
T
E
S
T
R
I
V
E
R
R
D
18TH AVE
11TH AVE
COB
U
R
G
R
D
CRESCENT AVE
DIVISION AVE
BARGER DR
ROYAL AVE
JE
F
F
E
R
S
O
N
S
T
TS
S
R
E
B
M
A
H
C
RANDY PAPE BELTLINE
High Crash Network
Source: ODOT crash data, 2007-2015
High crash intersection
High crash street
While the High Crash Network
includes just 9% of Eugene streets,
more than 70% of fatal and life-
changing injury crashes occur on
the High Crash Network.
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
We understand that the entire length of a street, though included in the Vision Zero High
Crash Network, may not have a concerning history of serious crashes. The City will take on
a corridor approach to reaching Vision Zero, but we are aware that some streets noticeably
change context over their length. The City will focus work on those parts of streets known to
have concerning crash histories or have characteristics similar to areas with higher numbers
of serious crashes.
The cross section of Wilamette Street changes several times over its length from downtown to South Eugene.
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
High Crash Intersections
In addition to corridors, high crash intersections have also been identified. These are
locations with higher numbers of crashes across all modes. High crash intersections include
places like Roosevelt Boulevard & Highway 99 where two major streets meet in a wide
intersection that also includes bike lanes, transit stops and lots of driveways.
They also include a place like 18th Avenue & Hilyard Street where though there was only
one serious injury crash, there were ten recorded moderate injury crashes for people biking.
Though none of these resulted in a serious injury, this sheer volume of crashes indicates a
safety problem.
Roosevelt Boulevard & Highway 99
18th Avenue & Hilyard Street
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
These intersections are locations with three or more total crashes, using a weighted
total. Fatal and major injury crashes for all modes are counted as one crash. Moderate
injury crashes for people walking and biking are also counted, but at a weight of 0.5. This
means an intersection with one fatal crash and four moderate injury crashes would be
tallied as three total.
Auto Bike Pedestrian
High Crash Intersection Fatal Serious
Injury Fatal Serious
Injury Moderate Fatal Serious
Injury Moderate
Highway 99 & Roosevelt
Boulevard 4 1 1 1
18th Avenue & Hilyard Street 1 9 1
MLK Jr Boulevard & Kinsrow
Avenue 4 3
18th Avenue & Willamette Street 2 4 1
11th Avenue & Danebo Avenue 4
River Road & Silver Lane 2 1 1 1
30th Avenue/Amazon Parkway
& Hilyard Street 3 1 1
Coburg Road & Oakmont Way 2 4 1
River Road & Hunsaker Lane 1 1 1 1 1
7th Avenue & Jefferson Street 2 1 1
Willamette Street & Brae Burn
Drive 3 1
15th Avenue & Alder Street 1 1 3
Crescent Avenue & Gilham Road 3 1
Barger Drive & Terry Street 2 1 1
Northwest Expressway &
Beltline (Westbound)3
Highway 99 & Royal Avenue 1 1 1
11th Avenue & Tyinn Street 2 2
River Road & Azalea Drive 3
Highway 99 & 5th Avenue 3
Division Avenue & Lone Oak
Avenue 1 1 2
River Road/Chambers Street &
Northwest Expressway 1 4
27th Avenue & Willamette
Street 1 3 1
11th Avenue & Alder Street 3
Source: ODOT crash data, 2007-2015
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
The Vision Zero high crash streets
of people driving includes streets
with the largest number of fatal and
serious injury crashes between 2007
and 2015.
Vision Zero High Crash Streets of People Driving
death life-changing injury
Randy Pape Beltline
Highway 99
11th Ave
Coburg Rd
River Rd
7th Ave
I-105
Delta Highway
Chambers St
Northwest Expressway
Jefferson St
Martin Luther King Jr Blvd
Willamette St
Crescent Ave
Roosevelt Blvd
minor collector
collector
major collector
minor arterial
major arterialHigh Crash Network of People Driving
Source: ODOT crash data, 2007-2015
0 5 10 15 20 25 30 35 40
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
The Vision Zero high crash streets of
people walking and biking consist of
those streets with the largest number
of fatal, serious injury and moderate
injury crashes. Though the focus of
Vision Zero is to eliminate crashes
resulting in deaths and life-changing
injuries, locations with high numbers
of moderate injury crashes for
vulnerable users are also important.
11th Ave
Willamette Street
18th Ave
7th Ave
River Rd
Hilyard St
Chambers St
13th Ave
8th Ave
Royal Ave
Pearl St
Martin Luther King Jr Blvd
24th Ave
Irvington Dr
Echo Hollow Rd
Vision Zero High Crash Streets of People Walking
death life-changing injury moderate injury
minor collector
collector
major collector
minor arterial
major arterialHigh Crash Network of People Walking
Source: ODOT crash data, 2007-2015
0 5 10 15 20
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
18th Ave
River Road
Willamette St
11th Ave
13th Ave
Hilyard St
Chambers St
Coburg Rd
Highway 99
Alder St
Pearl St
7th Ave
Royal Ave
15th Ave
6th Ave
Vision Zero High Crash Streets of People Biking
death life-changing injury moderate injury
The difference between a serious
and moderate injury for vulnerable
users—people walking and
biking—can be as little as a vehicle
traveling five miles an hour more.
Additionally, moderate injury
crashes for these modes could be
underreported.
minor collector
collector
major collector
minor arterial
major arterialHigh Crash Network of People Biking
Source: ODOT crash data, 2007-2015
0 5 10 15 20 25 30 35 40
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
Communities of Concern
As a guiding tenant of the Action Plan, equity will help guide implementation of Vision
Zero in Eugene. Identifying Communities of Concern helps the City become more aware of
historically underserved and disadvantaged neighborhoods in Eugene that may need and
deserve more equitable transportation investments. The City acknowledges that there have
been historic disinvestments in some communities over Eugene’s history. Compared to other
neighborhoods, residents living in Communities of Concern may have fewer choices about
how, when and where they move around our City, putting them at a higher risk of danger as
they use our streets.
The City will prioritize transportation safety investments in Communities of Concern. Our
Vision Zero guiding tenets direct that both equity and safety data are used to identify and
prioritize investment.
Upon adoption of this plan, the City will undertake the action of developing a Communities of
Concern map to guide investments.
David Minor, age 27
David Minor was riding his bike when he was struck
and killed by a car while turning at 13th & Willamette.
He enjoyed music, skiing, camping, gardening, and
spending time with his family and many friends.
David was a dreamer, a thinker, a lover of life, and
a passionate believer in social justice. He inspired
those who knew him in the way he lived his life:
championing the rights of all people, cherishing and
nurturing relationships, and being a good steward of the
environment. He was funny and fun, smart and kind, and will
always be missed by those who knew and loved him.
David’s parents are working with the City of Eugene to develop a two-way
protected bike lane on 13th from downtown Eugene to the UO.
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
ACTIONS
to prevent deaths and
life-changing injuries
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
Taking Action
Vision Zero requires bold action to reach a bold goal.
Eliminating deaths and life-changing injuries on the
transportation system is no small feat. Reaching that goal
will take actions not just from City staff in many different
departments, but also from partners at agencies such as
the Lane Council of Governments (LCOG), Lane Transit
District, Oregon Department of Transportation (ODOT),
school districts, institutions of higher education such as
the University of Oregon, civic groups, as well as Eugene
residents and visitors.
The actions presented here were developed in concert
with partners who will be responsible for helping to
execute and support them. The Task Force and Technical
Advisory Committee for this plan drew from City
departments, partner agencies, institutions and civic
groups. In addition, City staff consulted individually with
departments about actions that they could take and
barriers that currently prevent them from working toward
safer streets. The Plan’s guiding tenets of being data-
driven, equitable and accountable will heavily influence
the implementation of the actions laid out in this plan.
Many actions will be on-going. Changing the design of
the city’s streets is not a one-time step, it must happen
consistently over years redesigning existing streets and
with construction of new streets. Other actions, such as
amending state law regarding speed limit setting, may
take sustained effort, but they will have a concrete end.
Actions are organized into two time frames: two-year and
five-year actions. These categories mean that a given
action will be completed (one-time actions) or started (on-
going actions) within that time frame. Annual reports will
be developed to assess the progress made and success
of these actions.
Reduce potential
for conflict
between users
Slow vehicle
speeds
Reduce driving,
bicycling and
walking under
the influence
Encourage
safer practices
among people
driving, walking
and bicycling
Improve data
collection and
analysis
Support an
institutional
commitment to
Vision Zero
The information gathered in preparation of this plan illuminates the fact that best practices for
the design and regulation of transportation facilities change over time. With more users and a
greater diversity in means of travel on the City’s transportation system, streets that were well
designed when they were created no longer meet our ideals. The plan’s goal is for the “key
implementers” to carry out the identified actions according to the timeframes proposed. It is
important to recognize that City budgetary constraints and changes in political support for
the identified actions may impact the City’s ability to carry out the identified actions within the
identified timeframes. Performance measures are provided to gauge the plan’s progress.
April 10, 2019, Work Session – Item 1
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EUGENE VISION ZERO
Street Design
Actions in this area will influence the physical design of Eugene’s streets and the process by
which street designs are developed and approved.
Key Implementers
• City of Eugene Department of Fire and Emergency
Medical Services
• City of Eugene Department of Planning and Development
• City of Eugene Department of Public Works
• Lane Council of Governments (LCOG) Safe Lane
Coalition
• Lane County Public Works
• Oregon Department of Transportation
• 4J and Bethel School Districts
Two-year actions
SD-1: Build capital safety infrastructure improvements along the Vision Zero High Crash
Network each year. Example: Construction of a median island with additional enhancements
to create a safer crossing for pedestrians and/or bicyclists on a wide street.
SD-2: Implement signal phasing and operational changes for the High Crash Intersections
each year. Example: Implement signal timing and phasing modifications or upgrades to
reduce crashes and improve safety.
SD-3: Use assessment of demonstration or pilot projects as proof of concept for safety
infrastructure changes on the Vision Zero high crash streets and intersections.
SD-4: Prioritize street maintenance (surface and striping) on the Vision Zero high crash
streets and intersections.
SD-5: Prioritize sidewalk infill, inspection and maintenance of sidewalks on the
High Crash Streets for People Walking.
SD-6: Review resurfacing and restriping maintenance projects with the safety of all users in
mind.
SD-7: Integrate Vision Zero into the City’s development review checklist to ensure that public
rights-of-way are being designed for the most vulnerable users of our streets.
SD-8: Review and revise City code governing site design’s interface with the public right-of-
way to incorporate safe design standards for all modes and to prioritize safety along the high
crash network. Example: current driveway/access management code (Chapter 7).
The City is already taking
a major step this year
to improve the safety
of its street design with
development and planned
adoption of updated
Street Design Guidelines
that recommend features
for new streets and
retrofits to existing ones.
April 10, 2019, Work Session – Item 1
33
EUGENE VISION ZERO
Two-year actions
SD-9: Work with ODOT to lower speed limits on the Vision Zero High Crash Network,
accompany speed limit changes with street design changes and enforcement, when possible.
SD-10: Support legislation to allow local City control to designate speed limits.
Five-year actions
SD-11: Build a database of information on street design features to enable systemic safety
analysis.
SD-12: Perform systemic safety analysis to determine street factors associated with crash
types for each mode.
SD-13: Conduct safety reviews of the transportation network in school areas. Develop
education and engineering recommendations to improve safety for all modes of school
travel. Agencies will work together to ensure site planning for schools incorporates traffic
safety review prior to siting/opening new, reconstructed or relocated school(s).
SD-14: Review and revise Fire & Emergency Medical Services call response procedures for
appropriate response vehicle to call type.
April 10, 2019, Work Session – Item 1
34
EUGENE VISION ZERO
Impairment
With the amount of microbrews, marijuana and illicit drugs available in Eugene, driving, biking
or walking under the influence of alcohol or drugs is a temptation that some Eugenians
experience in their daily lives. Fatal and life-changing injury crashes that involve impairment
negatively impact far too many of our community members. Actions in this area include
educational activities, focused increase of enforcement, and institutional changes to make
enforcement more feasible.
The Lane Council of Governments (LCOG) has already convened a workgroup focused on
developing strategies that will reduce driving under the influence throughout our region. The
City of Eugene participates in this effort and will continue to partner with LCOG on many
actions in this area.
Key Implementers
• City of Eugene Police Department
• Lane Transit District
• LCOG Safe Lane Coalition
• Oregon Department of Transportation
• University of Oregon
• Alcohol serving establishments
• Marijuana dispensaries
• Taxi and Transportation Network Companies and their drivers
Two-year actions
I-1: Regularly deploy (year-round) high-visibility DUII enforcement in high-priority areas
on nights with higher concentrations of severe and fatal crashes and on days with major
community events. Pair enforcement with education.
I-2: Create and routinely deliver collaborative driving, walking, and bicycling under the
influence social marketing campaign(s). Time campaign and media slots with holidays
or major celebrations that may spur impaired driving, biking and/or walking. Include
enforcement effort notification in campaigns.
I-3: Collaborate and build partnerships with transit, taxi companies, transportation network
companies (TNCs) like Uber or Lyft, Oregon Liquor Control Commission, bar owners and
dispensaries to reduce driving under the influence, especially targeting hot spot locations.
Five-year actions
I-4: Increase the number of police officers trained as Drug Recognition Experts.
I-5: Support statewide efforts to reform DUII standards related to Blood Alcohol Content,
arrest and adjudication process, and repeat offenders.
April 10, 2019, Work Session – Item 1
35
EUGENE VISION ZERO
Dangerous Behaviors
Actions in this area focus on influencing the behavior and attitudes of people driving, walking
and biking in Eugene. Combined, these actions address failure to yield, reckless and careless
driving, speeding and distraction. Public communications about dangerous behaviors will
focus on creating a culture of safety, one where we are all responsible for our own and each
other’s safety on Eugene’s streets.
The City is already addressing additional dangerous behaviors through helmet education and
giveaways for vulnerable users, and participation in the SafeKids car seat program.
Key Implementers
• City of Eugene Department of Fire and
Emergency Medical Services
• City of Eugene Police Department
• City of Eugene Department of Public Works
• Courts
• Lane Transit District
• Oregon Department of Transportation
• SafeKids Coalition
• LCOG Safe Lane Coalition
In 2017, the legislature made legal
the use of red light cameras for
speed enforcement. The City of
Eugene currently does not have
any red light cameras. Legislation
regarding expansion of rights to
install fixed, automated speed
safety cameras is expected in the
2019 long legislative session.
April 10, 2019, Work Session – Item 1
36
EUGENE VISION ZERO
Two-year actions
DB-1: Increase awareness of Vision Zero.
DB-2: Deploy speed reader trailers to increase awareness of speeding and slow vehicle speeds.
DB-3: Install automated enforcement cameras for red light violations on the Vision Zero
High Crash Network using a data-driven process Direct revenue generated by traffic citations
directly back to the City’s Vision Zero Program.
DB-4: Focus traffic enforcement on the Vision Zero High Crash Network and on behaviors
contributing to fatal and serious injury crashes (impaired driving, speeding, failure to yield,
aggressive driving, and distracted driving).
DB-5: Develop and implement a social marketing campaign that identifies dangerous
behaviors. Include messaging that communicates personal and shared responsibility to keep
our community safe.
DB-6: Support legislation to allow the use of fixed stand-alone, unstaffed speed safety
cameras on the Vision Zero High Crash Network and Intersections in Eugene.
DB-7: Require training on traffic safety and Vision Zero values for all City employees
receiving fleet driving permissions. Move toward requirement for defensive driving class.
DB-8: Develop and implement a marketing campaign(s) that promotes defensive skills all
road users can learn to increase safety including, but not limited to, 1) increase knowledge
of defensive driving and biking skills that teach people how to anticipate other road users’
potential movements and 2) increase visibility for people walking and biking. Support with
education and distribution of safety equipment such as sunglasses, lights and reflectors.
Five-year actions
DB-9: Increase number of Full Time Equivalent (FTE) of Eugene Police Department Patrol
Operations Division so that officers have discretionary time to enforce traffic safety.
DB-10: Increase FTE in order to hire an Injury Prevention Specialist with training in traffic
safety for the Fire & Emergency Medical Services Department.
DB-11: Provide transportation options and safety information to residents with suspended
licenses at the City of Eugene Community Court and traffic court.
DB-12: Purchase speed reader trailers designed for deployment on arterial streets.
April 10, 2019, Work Session – Item 1
37
EUGENE VISION ZERO
Engagement and Accountability
Engagement and Accountability is an action
area critical to reducing fatal and life-
changing injury crashes in Eugene. The City
cannot achieve Vision Zero on its own—it will
take a community to eliminate all fatalities
and life-changing injuries on our streets.
A key part of our work toward Zero will be
engaging with the community to ensure that
we are aware of our community’s concerns,
tapping into their best ideas, and working
with them to implement these strategies,
leading to our greatest chance of success.
To this end, we are working to secure long-term funding to support both the City and
community groups working together to improve traffic safety through education, engineering
and creative outreach. We are also committed to partnering with other organizations,
including ODOT, our health and emergency services personnel, and our partners in the
educational system to establish strong relationships, which will enable us to work together to
incorporate safety in our culture at every opportunity.
Vision Zero will and must continue to be in the public eye for us all to take our part in the
shared responsibility of making Eugene’s streets safer. Actions in this area will continue to
communicate the importance of getting to zero deaths and life-changing injuries and will
keep Vision Zero visible in the community.
We will also hold ourselves accountable for our goals, as reflected by the performance
measures at the end of this plan. We pledge to update the public on the progress toward our
goals via an annual report, providing our residents with information about how things are
improving, what is coming next, our overall progress toward Zero, and key opportunities to
become involved. We look forward to this journey toward Zero together, as a community.
Actions in this area will keep the Vision Zero effort visible to City staff and the community.
They will also enable direct community engagement in making Eugene’s streets safer.
The City already integrates safety messaging into many public events and campaigns
related to transportation, and this will continue, now linked to the Vision Zero program. New
initiatives like the Oregon Friendly Driver program also demonstrate our existing and on-
going commitment to changing the culture of safety in Eugene.
Key Implementers
• City of Eugene Department of Fire and
Emergency Medical Services
• City of Eugene Police Department (EPD)
• City of Eugene Department of Public Works
• Eugene 4J and Bethel School Districts
• University of Oregon, Lane Community
College and Northwest Christian University
• LCOG Safe Lane Coalition
• PeaceHealth
April 10, 2019, Work Session – Item 1
38
EUGENE VISION ZERO
Two-year actions
EA-1: Create an internal Vision Zero team that meets to review traffic crash data, equity data,
and traffic safety performance. Task team members with presenting this data at appropriate
meetings (monthly Public Works, Police, and other City meetings).
EA-2: Institutionalize conducting before and after studies of Vision Zero Actions.
EA-3: Develop and provide Vision Zero messaging on an ongoing basis to be delivered at City
public, neighborhood group, stakeholder group meetings as well as City media interviews.
EA-4: Work with local colleges/universities to create and implement a new walking, biking,
driving and transit riding safety campaign for students.
EA-5: Provide targeted outreach and training when adding pedestrian or bicycle facilities to
teach street users how to navigate a newly constructed facility.
EA-6: Convene a Vision Zero advisory body comprising Task Force and TAC members on a
routine basis during the implementation phase.
EA-7: Increase permanent FTE in the Public Works Department to implement Vision Zero.
EA-15: Develop and publish a Communities of Concern map(s) to guide investments.
Five-year actions
EA-8: Coordinate with EMS/trauma center data to understand locations and magnitude of
underreporting of crashes.
EA-9: Develop a Street Ambassador program that empowers neighborhoods to develop
safety programs, including using the existing City neighborhood grants program, as well as
opening the opportunity to affordable housing communities.
EA-10: Work with ODOT Transportation Safety Division and/or school districts to increase
access to driver education for new and young drivers.
EA-11: Work with ODOT to revise crash reporting standards to better inform data analysis.
Work with Eugene Police Department to implement new data collection methods.
EA-12: Develop processes and funding opportunities to support the participation of
community-based organizations in the development and implementation of Vision Zero-
related efforts.
EA-13: Reinstate multimodal high school level transportation safety education programs
that includes bicycle and pedestrian safety curriculum as well as transportation options
information.
EA-14: Provide bike/walk safety education to most K-8 students during their time with Eugene
4J and Bethel school districts through the Safe Routes to School Program.
EA-16: Establish a sustainable funding source for Vision Zero infrastructure projects,
education efforts and program management. April 10, 2019, Work Session – Item 1
39
EUGENE VISION ZERO
Measuring Our Progress
Tracking our progress over time is critical to understanding if we’re on pace to meet our
goals, and to helping us pinpoint what we can do better in the future. In this vein, we worked
with the Task Force and Technical Advisory Committee to develop key performance metrics
for our strategies and actions. We also drew from best practices in performance measures
and other key Vision Zero resources to make sure we were holding ourselves to high, yet
realistic standards. Along with our partners, we will monitor our progress and produce an
annual report for the public.
Our overall goal is to reach zero fatalities and life-changing injuries by 2035. To measure
progress toward this goal, we will monitor the number of people killed or seriously injured on
the transportation system. On the way to our 2035 goal, we will aim to decrease deaths and
life-changing injuries by 25 percent by 2023 and 50 percent by 2028, using a rolling average.
An update to the Vision Zero Action Plan will begin in 2023 as we near completion of the two-
and five-year goals laid out in this plan.
The following tables demonstrate how we propose to measure our progress toward each of
the actions, in support of our overall goal.
April 10, 2019, Work Session – Item 1
40
EUGENE VISION ZERO
APPENDIX
Performance
Measures
April 10, 2019, Work Session – Item 1
41
EUGENE VISION ZERO
Action Area: Street Design
Action Time-
frame Lead Support Performance Measure
Reduce potential for conflicts between users
SD-1
Build capital safety infrastructure
improvements along the Vision
Zero High Crash Network each year.
Example: Construction of a median
island with additional enhancements to
create a safer crossing for pedestrians
and/or bicyclists on a wide street.
Two-year Public Works
Annually, number and total cost of
capital safety improvements built a)
along corridor segments and b) at
intersections in the Vision Zero High
Crash Network
SD-2
Implement signal phasing and
operational changes for the High Crash
Intersections each year. Example:
Implement signal timing and phasing
modifications or upgrades to reduce
crashes and improve safety.
Two-year Public Works
Annually, number of phasing and
operational changes implemented
a) along the Vision Zero High Crash
Network and b) at Vision Zero High
Crash intersections
SD-3
Use assessment of demonstration or
pilot projects as proof of concept for
safety infrastructure changes on the
Vision Zero high crash streets and
intersections.
Two-year Public Works
Annually, whether demonstration
or pilot projects were used as proof
of concept for safety infrastructure
changes along the Vision Zero Crash
Streets and High Crash Intersections
SD-4
Prioritize street maintenance (surface
and striping) on the Vision Zero high
crash streets and intersections.
Two-year Public Works
Annually, percentage of total street
maintenance that was completed along
the Vision Zero High Crash Network
SD-5 Prioritize sidewalk infill, inspection, and
maintenance of sidewalks on the High
Crash Streets for People Walking.
Two-year Public Works
Annually, linear feet of sidewalk infill
constructed, number of sidewalk
inspections and number of sidewalk
repairs on the High Crash Streets for
People Walking
SD-6
Review resurfacing and restriping
maintenance projects with the safety of
all users in mind.
Two-year City of Eugene,
Public Works
Lane County
Public Works
Percentage of resurfacing and
restriping projects that address safety
of all users
SD-7
Integrate Vision Zero into the City’s
development review checklist to ensure
that public rights-of-way are being
designed for the most vulnerable users
of our streets.
Two-year
Public Works,
Planning &
Development
Whether Vision Zero was integrated into
the City’s development review checklist
The following performance measures were created to help us understand our progress toward eliminating fatalities
and life-changing injuries in Eugene. There are many actions we need to take over the next few years to help Eugene
reach Zero. Measuring our progress regarding those actions (via output measures looking at what we've done), as
well as how the needle is moving toward zero (via outcome measures looking at the results of our actions) will help
us understand our progress toward the overall goal, as well as provide insight into what is working well and what
needs more support along the way.
April 10, 2019, Work Session – Item 1
42
EUGENE VISION ZERO
Action Time-
frame Lead Support Performance Measure
SD-8
Review and revise City code governing
site design’s interface with the public
right-of-way to incorporate safe design
standards for all modes and to prioritize
safety along the high crash network.
Example: current driveway/access
management code (Chapter 7).
Two-year
Public Works,
Planning &
Development
a) Whether City code was revised to
incorporate safe design standards for
all modes; and b) whether safety was
explicitly prioritized in proximity to the
Vision Zero High Crash Network
Slow vehicle speeds
SD-9
Work with ODOT to lower speed limits
on the Vision Zero High Crash Network,
accompany speed limit changes with
street design changes and enforcement,
when possible.
Two-year Public Works ODOT,
EPD
Annually, amount of high-crash
segments with reduced speed limits,
that received street design changes
and/or enforcement
SD-10 Support legislation to allow local City
control to designate speed limits.Two-year
City of Eugene,
LCOG Safe Lane
Coalition
Whether the City of Eugene included
local control to establish speed limits as
a legislative priority
Improve data collection and analysis
SD-11
Build a database of information on
street design features to enable
systemic safety analysis.
Five-year Public Works Whether a systemic safety database
was built
SD-12
Perform systemic safety analysis to
determine street factors associated
with crash types for each mode.
Five-year Public Works Whether a systemic safety analysis was
performed
SD-13
Conduct safety reviews of the
transportation network in school areas.
Develop education and engineering
recommendations to improve safety for
all modes of school travel. Agencies will
work together to ensure site planning
for schools incorporates traffic safety
review prior to siting/opening new,
reconstructed or relocated school(s).
Five-year
School Districts,
Social Service
Providers,
Public Works
UO
Annually, number of school area
transportation networks that have
received a safety review within the last
five years
SD-14
Review and revise Fire & Emergency
Medical Services call response
procedures for appropriate response
vehicle to call type.
Five-year Fire & EMS EPD
Whether call response procedures for
appropriate response vehicle to call type
were reviewed and changed in order to
help reach Vision Zero
April 10, 2019, Work Session – Item 1
43
EUGENE VISION ZERO
Action Area: Impairment
Action Time-
frame Lead Support Performance Measure
Reduce driving, walking, and bicycling under the influence
I-1
Regularly deploy (year-round) high-
visibility DUII enforcement in high-
priority areas on nights with higher
concentrations of severe and fatal
crashes and on days with major
community events. Pair enforcement
with education.
Two-year EPD
UO, LCOG,
Public
Health
1) Annually, percentage of a) nights with
higher concentrations of severe and
fatal crashes and b) days with major
community events with high-visibility
DUII enforcement events in high-priority
areas;
2) Annually, percentage of DUII
enforcement events paired with
education;
3) Annually, number of DUII citations per
10,000 population
4) Biennially, whether EPD received DUII
grant funding to support high-visibility
programs
I-2
Create and routinely deliver
collaborative driving, walking, and
bicycling under the influence social
marketing campaign(s). Time campaign
and media slots with holidays or major
celebrations that may spur impaired
driving, biking and/or walking. Include
enforcement effort notification in
campaigns.
Two-year LCOG Safe Lane
Coalition, UO
1) Annually, a) number of driving
under the influence social marketing
campaigns delivered, b) percentage of
campaigns that were timed to coincide
with holidays or major celebrations, and
c) percentage of campaigns including
enforcement effort notifications;
2) Number of visits to social media
website and associated pages
I-3
Collaborate and build partnerships
with transit, taxi companies,
transportation network companies
(TNCs) like Uber or Lyft, Oregon Liquor
Control Commission, bar owners and
dispensaries to reduce driving under the
influence, especially targeting hot spot
locations.
Two-year
LCOG Safe
Lane Coalition,
EPD, local
businesses, UO
1. Whether partnerships were built with
a) transit, b) taxi companies, c) TNCs,
d) bar owners, and e) dispensaries with
a focus on reducing driving under the
influence, particularly in target locations
Annually, percentage of hot spot
locations successfully targeted within
the prior three years via partnerships
with transit, taxi companies, TNCs, bar
owners, and dispensaries for reducing
driving under the influence
I-4 Increase the number of police officers
trained as Drug Recognition Experts.Five-year EPD Annually, number of police officers
trained as DRE.
I-5
Support statewide efforts to reform
DUII standards related to Blood Alcohol
Content, arrest and adjudication
process, and repeat offenders.
Five-year LCOG Safe Lane
Coalition
Whether LCOG supported statewide
efforts to reform DUII standards related
to a) BAC, b) arrest and adjudication
process, and c) repeat offenders
April 10, 2019, Work Session – Item 1
44
EUGENE VISION ZERO
Action Area: Dangerous Behaviors
Action Time-
frame Lead Support Performance Measure
Slow vehicle speeds
DB-1 Increase awareness of Vision Zero.Two-year Public Works EPD, BEST,
LCOG
Biennially, percentage of Eugene
residents who take a “traffic safety
pledge” and agree to drive without
distraction, speeding, or intoxication
DB-2
Deploy speed reader trailers to increase
awareness of speeding and slow vehicle
speeds.
Two-year EPD Public Works
1) Annually, percentage of hours when
signs are deployed. 2) Whether recorded
speeds decrease over duration of a
given deployment
DB-9
Increase number of Full Time Equivalent
(FTE) of Eugene Police Department
Patrol Operations Division so that
officers have discretionary time to
enforce traffic safety.
Five-year EPD
Annually, 1) number of FTE of the
Eugene Patrol Operations Division, 2)
ratio of patrol operations dedicated/
undedicated time spent on traffic
stops, 3) number of FTE of the Eugene
Police Department Traffic Enforcement
Unit (TEU) and 4) ratio of dedicated/
undedicated TEU time spent on traffic
enforcement
DB-12 Purchase speed reader trailers designed
for deployment on arterial streets.Five-year EPD,
Public Works
Number of arterial speed reader boards
purchased
Reduce potential for conflicts between users
DB-3
Install automated enforcement cameras
for red light violations on the Vision Zero
High Crash Network using a data-driven
process. Direct revenue generated by
traffic citations directly back to the
City’s Vision Zero Program.
Two-year Public Works EPD
1) Annually, percentage of intersections
on the Vision Zero High Crash Network
identified as having a high number of
crashes related to disregarding a traffic
signal with automated enforcement
cameras for red light violations
2) Annually, number of injury crashes
occurring at a) each high crash
intersection, b) within a quarter-mile
radius, stratified by whether or not
automated enforcement is present
DB-4
Focus traffic enforcement on the
Vision Zero High Crash Network and
on behaviors contributing to fatal and
serious injury crashes (impaired driving,
speeding, failure to yield, aggressive
driving, and distracted driving).
Two-year EPD
Annually, 1) Percentage of HCN streets
receiving regular traffic enforcement;
2) percentage of tickets pertaining
to behaviors contributing to fatal and
serious injury crashes (speeding, failure
to yield, aggressive driving) versus less
serious infractions, both a) overall and
b) specifically in the HCN; 3) Percentage
of campaigns including enforcement
effort notification
April 10, 2019, Work Session – Item 1
45
EUGENE VISION ZERO
Action Time-
frame Lead Support Performance Measure
Encourage safer behavior among drivers, pedestrians, and bicyclists
DB-5
Develop and implement a social
marketing campaign that identifies
dangerous behaviors. Include
messaging that communicates personal
and shared responsibility to keep our
community safe.
Two-year LCOG Safe Lane
Coalition
1) Whether a social marketing campaign
that identifies dangerous behaviors was
a) developed, and b) implemented; 2)
whether messaging that communicates
personal and shared responsibility to
keep community safe was included
DB-6
Support legislation to allow the use
of fixed stand-alone, unstaffed speed
safety cameras on the Vision Zero High
Crash Network and Intersections in
Eugene.
Two-year Public Works EPD
Whether City of Eugene supported
legislation to allow the use of fixed
automated enforcement cameras for
speed violations in Eugene
Support an institutional commitment to Vision Zero
DB-7
Require training on traffic safety and
Vision Zero values for all City employees
receiving fleet driving permissions.
Move toward requirement for defensive
driving class.
Two-year Public Works
1) Whether training on traffic safety and
Vision Zero values for all City employees
receiving fleet driving permissions
became a requirement; 2) whether
participation in a defensive driving class
became a requirement
Annually, 1) percentage of City
employees with fleet driving
permissions trained on traffic safety
and Vision Zero values in the last five
years; 2) percentage of City employees
with fleet driving permissions who have
participated in a defensive driving class
in the last five years
DB-8
Develop and implement a marketing
campaign(s) that promotes defensive
skills all road users can learn to increase
safety including, but not limited to, 1)
increase knowledge of defensive driving
and biking skills that teach people how
to anticipate other road users’ potential
movements and 2) increase visibility
for people walking and biking. Support
with education and distribution of safety
equipment such as sunglasses, lights
and reflectors.
Two-year Public Works EPD
1) Whether a marketing campaign
that promotes defensive skills for all
road users was a) developed, and b)
implemented; 2) whether support was
provided in the form of distributed
safety equipment
DB-10
Increase FTE in order to hire an Injury
Prevention Specialist with training in
traffic safety for the Fire & Emergency
Medical Services Department
Five-year Fire & EMS Whether an injury prevention specialist
was hired for Fire and EMS
DB-11
Provide transportation options and
safety information to residents with
suspended licenses and at City of
Eugene Community Court and traffic
court.
Five-year Courts, LTD,
DMV
Whether information on transportation
options was provided a) to residents
with suspended licenses, b) at City of
Eugene Community Court, and c) at
traffic court
April 10, 2019, Work Session – Item 1
46
EUGENE VISION ZERO
Engagement and Accountability
Action Time-frame Lead Support Performance Measure
Improve data collection and analysis
EA-1
Create an internal Vision Zero team that
meets to review traffic crash data, equity
data, and traffic safety performance.
Task team members with presenting this
data at appropriate meetings (monthly
PW, Police, and other City agency
meetings).
Two-year Public Works,
EPD
1) Number of internal Vision Zero
team meetings occurring to review
traffic crash data, equity data, and
traffic safety performance; 2) number
of meetings where team members
presented this data (monthly PW, Police,
and other City agency meetings)
EA-2 Institutionalize conducting before and
after studies of Vision Zero Actions.Two-year Public Works
Percentage of before and after studies
of Vision Zero Actions institutionalized,
including identification of information
necessary to analyze effectiveness of
actions
EA-8
Coordinate with EMS/trauma center data
to understand locations and magnitude
of underreporting of crashes.
Five-year
Public Works,
Fire & EMS,
PeaceHealth
EPD Whether coordination with EMS/trauma
center data was completed
Encourage safer behavior among drivers, pedestrians, and bicyclists
EA-3
Develop and provide Vision Zero
messaging on an ongoing basis to be
delivered at City public, neighborhood
group and stakeholder group meetings,
as well as City media interviews.
Two-year Public Works
Annually, number of City a) public, b)
neighborhood group, and c) stakeholder
group meetings where Vision Zero
messaging was delivered
EA-4
Work with local colleges/universities to
create and implement a new walking,
biking, driving and transit riding safety
campaign for students.
Two-year
U of O, Lane CC,
NW Christian
University
Whether the City worked with local
colleges/universities to a) create and b)
implement a new walking, biking, driving
and transit riding safety campaign for
students
EA-5
Provide targeted outreach and training
when adding pedestrian or bicycle
facilities to teach street users how to
navigate the newly constructed facility.
Two-year Public Works
Whether targeted outreach and training
was provided to street users to teach
them how to navigate new pedestrian
and bicycle facilities
EA-9
Develop a Street Ambassador program
that empowers neighborhoods to
develop safety programs, including
using the existing City neighborhood
grants program, as well as opening
the opportunity to affordable housing
communities.
Five-year Public Works
CIty
Manager's
Office
1) Whether a Street Ambassador
program that promotes traffic safety
in neighborhoods and along high crash
corridors was developed; Annually,
number of a) neighborhood and b) high
crash corridor traffic safety events run
by the volunteer Street Ambassador
program
EA-10
Work with ODOT Transportation Safety
Division and/or school districts to
increase access to driver education for
new and young drivers.
Five-year LCOG Safe Lane
Coalition, DMV ODOT
Annually, percentage of new and young
drivers who participated in a driver
education program
April 10, 2019, Work Session – Item 1
47
EUGENE VISION ZERO
Action Time-
frame Lead Support Performance Measure
EA-11
Work with ODOT to revise crash reporting
standards to better inform data analysis.
Work with EPD to implement new data
collection methods.
Five-year Public Works,
EPD ODOT
1) Whether crash reporting standards
were revised to better capture data
necessary for data analysis; 2) Whether
EPD implemented new data collection
methods
EA-12
Develop processes and funding
opportunities to support the participation
of community-based organizations in
the development and implementation of
Vision Zero-related efforts.
Five-year Public Works
Number of community leaders and
organizations supported to participate
in Vision Zero-related efforts
EA-13
Reinstate multimodal high school
level transportation safety education
programs that include bicycle and
pedestrian safety curriculum as well as
transportation options information.
Five-year
Fire & EMS, Lane
County, School
districts, EPD
Whether high school level
transportation safety education
programs were revived
EA-14
Provide bike/walk safety education to
most K-8 students during their time with
Eugene 4J and Bethel school districts
through the Safe Routes to School
Program.
Five-year
Eugene 4J and
Bethel School
Districts
Point2Point
at LTD, City
of Eugene
Recreation
Percentage of schools providing bike/
walk education
Support an institutional commitment to Vision Zero
EA-6
Convene a Vision Zero advisory body
comprising Task Force and TAC
members on a routine basis during the
implementation phase.
Two-year Public Works Annually, number of Vision Zero
advisory body meetings
EA-7
Increase permanent FTE in the Public
Works Department to implement Vision
Zero.
Two-year Public Works
Whether there is an increase in
permanent FTE in Public Works to focus
on Vision Zero implementation
EA-15 Develop and publish a Communities of
Concern map(s) to guide investments Two-year Public Works Whether a Communities of Concern
Map was developed and published
EA-16
Establish a sustainable funding
source for Vision Zero infrastructure
projects, education efforts and program
management.
Five-year Public Works,
EPD, Fire & EMS
Annually, number of dollars allocated
toward a) Vision Zero infrastructure
projects, b) education efforts, and c)
program management
April 10, 2019, Work Session – Item 1
www.eugene-or.gov/VisionZeroApril 10, 2019, Work Session – Item 1
April 10, 2019, Work Session – Item 2
EUGENE AGENCY BOARD
AGENDA ITEM SUMMARY Work Session and Action: Riverfront Park and Plaza Funding Requests and Potential Future Riverfront Urban Renewal Investments Meeting Date: April 10, 2019 Agenda Item Number: 2 Department: Planning and Development Staff Contact: Michael Kinnison Public Works Emily Proudfoot
www.eugene-or.gov Contact Telephone Number: 541-682-5500; 541-682-4915
ISSUE STATEMENT This work session will have two parts. First, staff will ask the Agency Board to take action on two items related to the Downtown Riverfront: funding for the three-acre linear park and for the one-acre urban plaza. Second, staff will seek Agency Board input on other potential future investment opportunities within the Riverfront Urban Renewal District and a process for prioritizing projects.
BACKGROUND
Part 1: At the March 11, 2019 work session, staff presented detailed information on the Downtown Riverfront Park design process and how it fulfills the community’s vision, as brought forth during the community engagement process. For numerous reasons, the Park and Plaza are complex projects:
• Historical/industrial aspects of the site;
• Geotechnical and environmental restrictions (working within a brownfield site);
• Preconstruction work required primarily related to utilities relocation, lessening the riverbank’s steep slope, and riparian enhancement; and
• Creation of a layered landscape of urban and natural spaces that responds to extensive community input.
Downtown Riverfront Park (three acres) An inviting and accessible public park along the Willamette River has long been envisioned as a critical component to creating a new riverfront neighborhood district in downtown Eugene. A key element of the Eugene Water & Electric Board Riverfront Master Plan, the park will serve as an anchor amenity for the Downtown Riverfront redevelopment and an important riverfront connection and recreation asset for the community as a whole. After adoption of the Master Plan, EWEB committed to donate three acres of property to the City of Eugene for a park along the riverfront in exchange for a dedication of funds for park development in the future. To that end, in January of 2018, the City hired a consultant team led by Walker Macy Landscape Architects to re-engage the public in a Downtown Riverfront Park design process to reaffirm the design values and refine the park design further. Over the course of several focus group meetings,
April 10, 2019, Work Session – Item 2
large public meetings, tours and three surveys, the City engaged over 3,000 people in the discussion of what the Park should be. Staff and project consultants heard clearly that the community wanted an urban riverfront experience that acknowledges history, cares for the environment, brings people to the river, and provides an inclusive City-wide destination for everyone. Last year, the City officially took ownership of the Park site from EWEB and finalized the concept design. Key design features include:
• Extensive riparian habitat enhancement;
• Construction of a new shared use riverbank path as a multi-modal pathway separating wheeled and pedestrian path users;
• Viewpoints reaching out over the river bank providing views up and down the river as it bends north;
• Integrated interpretive elements addressing themes of energy, ecology, industry and culture on the site;
• Vibrant landscape design and native planting landscapes;
• Public art, including a pavilion that is both art and a setting for various artforms; and
• Site lighting, benches and other park furniture. In order to effectively meet the schedule for park opening by 2021, project construction has been broken into two phases both of which will be completed before the park opens. The first phase concentrates on riparian enhancements and moving of utilities away from the river bank this summer; the second phase follows with construction of all new riverfront park amenities listed above and is scheduled to be completed by 2021. The concept design for the park is in Attachment A. More information can be found at the Downtown Riverfront Park website (https://www.eugene-or.gov/3917/Downtown-Riverfront-Park). The estimated construction budget for the Park is $14 million. The draft FY 2020 – 2025 Capital Improvement Program as recommended by the Budget Committee includes $5.5 million funding secured from a combination of parks system development charges, transportation SDCs, the 2018 Parks and Recreation Bond, and the 2017 Street Bond in the first two years to fund park development. An additional $3.5 million was previously appropriated for this project. The Park currently has a $5 million gap.
Downtown Riverfront Park Plaza (one acre) The one-acre Park Plaza is in the heart of the Downtown Riverfront redevelopment and envisioned as an urban park amenity. Preliminary features include an interactive fountain, nature playground, viewing hill and open plaza space for programmed events. This project is anticipated to be constructed in a future phase of development following the three-acre Park project. The draft FY 2020 – 2025 Capital Improvement Program as recommended by the Budget Committee includes $3 million in initial funding identified from Riverfront Urban Renewal in the second year. The FY20 Unfunded Needs Assessment will include an additional $1 million. This equates to an initial request of $4 million of Riverfront Urban Renewal funds, a portion of which will pay for the Plaza’s share of the costs of infrastructure assessed through the Local
April 10, 2019, Work Session – Item 2
Improvement District. Staff will return to City Council/Agency Board with more details on Plaza design and cost once they are known.
District Financial Capacity The Riverfront District spending limit (“maximum indebtedness”) is $34.8 million. “Maximum indebtedness” is a spending cap of tax increment revenue over the life of the district. The spending limit that currently remains uncommitted is estimated to be $12.3 million. However, current projections show that the District may not collect enough tax increment revenue through FY24 to realize the full amount of maximum indebtedness. It is estimated the District will collect enough tax increment revenue through FY24 to fund approximately $10.3 million of new expenditures on top of those that are already committed. In addition to tax increment revenue, the District also has program revenue, which are dollars from non-property tax sources, such as land sales and rental income. Program revenue is tracked separately from tax increment revenue because program revenue can be used for different purposes, such as providing funding for River Loans, and expenditures of program revenue are not included in maximum indebtedness. Current projections show that the District will collect enough program revenue through FY24 to fund approximately $7.8 million of new expenditures after setting aside $1 million for River Loans. Including both tax increment and program revenue, it is estimated the District will have approximately $18.1 million in total financial capacity to fund new expenditures through FY24. Please note the District does not currently have this amount on hand. Rather, this is an estimate of existing District resources plus projected revenue through FY24. Estimated Capacity Through FY24 Uncommitted tax increment revenue $10.3M Available program revenue $ 7.8M Capacity for additional expenditures $18.1M Immediate Projects for Consideration Park gap $ 5.0M Plaza initial request $ 4.0M Immediate Projects for consideration on 4/10 $ 9.0M Potential funds available for future projects* $ 9.1M *if the Agency Board approves the immediate projects Section 700 of the Riverfront Urban Renewal Plan requires that the Agency Board approve all projects, other than loans, in excess of $250,000. This is in addition to the Agency Board’s budget review and approval process.
Riverfront Urban Renewal Advisory Committee The River Guides met on March 21 to discuss the proposed use of Urban Renewal funds to fill the $5 million gap for the Park and for the initial request of $4 million for the Plaza. The River Guides recommended support for the use of Urban Renewal funds in the amount of $5 million for the
April 10, 2019, Work Session – Item 2
park (5:0) and support to set aside Urban Renewal funds up to $4 million for the plaza for future development (4:1). A list of the River Guides members is in Attachment B.
Next Steps If the Agency Board passes a motion to fund the $5 million gap for the Park and to provide the initial $4 million for the Plaza, the City Manager will put forth a motion to the Budget Committee for consideration to add these appropriations to the FY20 Recommended Budget.
Part 2: Other Riverfront Urban Renewal Investment Opportunities There are a number of other potential investment opportunities within the Riverfront District. Agency Board input is sought on the projects listed below to help prioritize the use of remaining Riverfront Urban Renewal funds and to clarify a desired process for Agency Board consideration of future investments. Additional information on each project and a map of the District is in Attachment C. Potential future investments include:
• Adaptive Reuse of the Steam Plant
• Affordable Housing – Lot 10A of Downtown Riverfront Redevelopment
• Parking
• EWEB Headquarters
• Willamette to Willamette Implementation
• Shared Use Path East of the Frohnmayer Bridge
• Mill Race Partnership
• Baker Center
• Greyhound Block
• City ¼-Block on SE corner of 8th & Pearl
• Broadway and Hilyard Remnant
• Franklin Boulevard
PREVIOUS COUNCIL DIRECTION July 9, 2018, Work Session
Agency Board authorized the Agency Director to approve a disposition and development agreement consistent with the terms included in Attachment B [of that AIS, which included City's construction and management of the publicly owned, 1-acre plaza (in addition to 3-acre Riverfront Park)]. In addition, the Agency Board directed the Agency Director to negotiate for additional greenspace and, if more green space is possible, return to Agency with revised terms. [Following that direction, an additional 5,000 square feet of green space was added to the plaza.] July 18, 2018 City Council Meeting
City Council moved to adopt the resolution adopting “Picture. Plan. Play. A Vision and Implementation Plan for Eugene’s Parks and Recreation System.”
April 10, 2019, Work Session – Item 2
AGENCY BOARD OPTIONS 1. Authorize the use of $5 million of urban renewal funds for the Park and $4 million for the Plaza. 2. Authorize alternative amounts of urban renewal funds for the Park and the Plaza. 3. Do not authorize the use of urban renewal funds for the Park or Plaza.
AGENCY DIRECTOR’S RECOMMENDATION The Agency Director recommends option 1: authorize the use of $5 million of urban renewal funds for the Park and $4 million for the Plaza.
SUGGESTED MOTION Move to authorize the use of $5 million of Riverfront Urban Renewal funds for the Park and $4 million for the Plaza.
ATTACHMENTS A. Concept Design for the Downtown Riverfront Park B. River Guides Member List C. Other Investment Opportunities in and a Map of the Riverfront Urban Renewal District
FOR MORE INFORMATION Staff Contact: Michael Kinnison Telephone: 541-682-5500 Staff E-Mail: mkinnison@eugene-or.gov Staff Contact: Emily Proudfoot Telephone: 541-682-4915 Staff E-Mail: eproudfoot@eugene-or.gov
LEGEND
01/18/2019
DOWNTOWN RIVERFRONT PARK
CONCRETE
PLAZA
WOOD DECK
MEADOW / POLLINATOR PRAIRIE
ECO-LAWN
UPLAND
STORMWATER
SEATWALL
EXISTING TREES TO REMAIN
RIPARIAN
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OVERLOOK
MULTI-MODAL PATH
FUTURE PARK PLAZA
WATERFRONT SEATING
WOOD DECKING
PUBLIC ART PAVILION
KAYAK ACCESS
IMPROVED DEFAZIO CONNECTION
EWEB
HEAD QUARTERS
ALTON BAKER PARK
STEAM
PLANT
5
T
H
S
T
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ATTACHMENT B
River Guides Member List
• Julie Daniel
• Nigel Francisco
• Harris Hoffman
• John Iglesias
• Victoria Nguyen
• Matt Roberts
• Karen Williams
April 10, 2019, Work Session – Item 2
ATTACHMENT C
Other Investment Opportunities in and a Map of
the Riverfront Urban Renewal District There are a number of other investment opportunities within the Riverfront District. Section A below has Downtown Riverfront related projects either in the planning phase (affordable housing, Steam Plant) or that represent an existing need (parking) that are anticipated to need public financial support. Section B below has opportunities elsewhere in the Riverfront District. There are no specific requests of Agency funds for any of the opportunities listed below and it is unknown at this time what the financial need will be for any of these projects. A. Downtown Riverfront Projects
Adaptive Reuse of the Steam Plant: The Steam Plant was constructed in phases between 1931 and 1950 to house steam boilers and turbines. The multi-story masonry and steel-framed building supplied steam to downtown properties until it was decommissioned in 2012. EWEB spent approximately $1 million in remediation and demolition of the boilers and pipes that contained asbestos. Historic renovation and adaptive reuse of this structure may require financial assistance to transform it into a destination on the riverfront, as envisioned by the public engagement process and documented in the EWEB Riverfront Master Plan.
In April 2018, the Agency Board approved a process and criteria to select a developer for redevelopment of the Steam Plant. In August, the City invited a local team led by Mark Miksis, of deChase Miksis, and Mark Frohnmayer, of Arcimoto, to prepare a full proposal for the redevelopment of the Steam Plant. The team is in the process of assessing the building’s potential, bringing in architects, engineers and other experts and beginning to explore a financing strategy, and has recently completed public engagement. More information can be found at the Steam Plant webpage (https://www.eugene-or.gov/3875/Downtown-Riverfront-Steam-Plant). Following public engagement, the Riverfront Urban Renewal District advisory committee, River Guides, will evaluate the proposal using the Agency Board-approved criteria and make a recommendation to the Agency Director and Board. The Agency Board is scheduled to review the proposal on April 8 and will be asked to take action on whether or not to authorize the Agency Director to move forward and negotiate deal points with the team. Should the Board authorize negotiation, there would be a subsequent work session in early summer on the deal points.
Affordable Housing – Lot 10A: The Agency Board approved terms for selling lot 10A to WDA at fair market value for development of no fewer than 75 units of affordable housing at or below 60% of the area median income. WDA is partnering with Bridge Housing and is currently developing a financial model for the project. Like all affordable housing projects there will be a financing gap that requires outside investment to be viable.
April 10, 2019, Work Session – Item 2
Parking: The east end of downtown has seen significant redevelopment in recent years, including the Wayne L. Morse U.S. Courthouse, Northwest Community Credit Union, Sam Bond’s Brewing in the Foundry Building, and the Hub apartment building. Activities in this area have already overtaxed available parking. The WDA concept plan has tuck under parking to serve the needs of the private redevelopment and on street parking is anticipated to serve the needs of accessing public amenities, such as the Park. Parking that currently serves Credit Union employees will be replaced with improvements for the Quiet Zone and to access the Downtown Riverfront at 8th and Hilyard; the Steam Plant parcel is not likely of sufficient in size to accommodate parking needs for its future redevelopment. In addition to a parking study, public/private partnership opportunities may need to be identified to address this critical issue, both for the Downtown Riverfront as well as nearby redevelopment sites.
EWEB Headquarters: On November 13, 2018, Council directed the City Manager to exercise the City’s authority under E.C. 2.196 for the purpose of negotiating to acquire, for non-City Hall purposes, the property included in EWEB’s November 7, 2018, notice of surplus declaration. Staff will be scheduling an executive session for Council to discuss the building for the near future. The building is strategically located adjacent to the Downtown Riverfront redevelopment and its future use will play an important role in contributing to the activity and vibrancy of the area. B. Opportunities Elsewhere in the Riverfront District This initial list of District opportunities are either in the early planning stage or simply have potential for possible future investments and have not been completely investigated or vetted. The list is not intended to be inclusive of all future opportunities and there may be currently unforeseen projects that reveal themselves during the life of the District. Specific capital investments may require City Council/Agency Board action in the future and will be presented at the appropriate time.
Willamette to Willamette Plan: With the long-held goal of transforming 8th Avenue into a place of civic importance and an inviting and walkable connection to the river, staff are working to support private and public redevelopment to bring value and activity to this area. The Downtown Plan identifies 8th Avenue as a Great Street, between Willamette Street and the Willamette River. In 2006, infrastructure improvements along 8th were put in place to provide a walkable connection across Mill Street. Since the Downtown Plan’s approval, new projects have supported the efforts for walkable, dense, mixed-use development on the east end of downtown, including the Downtown Riverfront redevelopment, the Wayne Morse Federal Courthouse, the Park Blocks, Whole Foods, and the various smaller private investments in the Courthouse District. Staff are exploring the process of reintroducing two-way traffic on 8th Avenue, in addition to other design changes to create a street that is comfortable for walking and biking between downtown and the river.
Shared Use Path East of the Frohnmayer Bridge: In order to continue the shared use path connection east of the Frohnmayer Bridge, there is a potential funding need for improving the on-street connections (Millrace Drive & Garden Avenue). Due to high
April 10, 2019, Work Session – Item 2
anticipated costs and constraints on constructability, the section of the path east of the Frohnmayer Bridge has been removed from the Transportation System Plan. Instead, the City will focus on making the on-street connections (improved sidewalks and bikeways) better for walking and biking.
Mill Race Partnership: With the development of the Knight Science Campus, the University of Oregon has focused on enhancing a portion of the historic waterway. The University’s current plan will focus on bank restoration, erosion prevention, and enhancing water quality and habitat for fish, amphibians, and birds. The Agency has an opportunity to support and expand this work.
Baker Center: The Baker Center, located on a half block at the corner of High and Broadway, is currently owned and utilized by the University of Oregon. Historically, the building housed The Register Guard. The Downtown Plan identifies this site as a Development Opportunity Area due to its Broadway location proximity to the Downtown Riverfront site and The Shedd Institute. An EmX station is conveniently located adjacent to the site.
Greyhound Block: Greyhound recently relocated services to downtown Springfield, and the property was sold to another private entity. Located at the corner of 10th Avenue and Pearl Street, this site includes a quarter block of surface parking, a quarter block of existing commercial, and proximity to EmX stations in the heart of downtown Eugene. This site is directly adjacent to two Development Opportunity Areas in The Downtown Plan.
City ¼-Block on the southeast corner of 8th & Pearl: The City owns and manages a surface lot at the southeast corner of 8th Avenue and Pearl Street. The Downtown Plan identifies this block as a Development Opportunity Area. As development occurs around the site (the County Courthouse directly across the street and the Town Square and City Hall less than one block away) there will be opportunity to reimagine this parking lot into a use that meets broader community goals.
Broadway & Hilyard Remnant: Following Council direction, the City completed an RFP process to find a buyer for the City owned remnant to provide a distinctive urban vision to generate positive activity in this urban downtown setting and complement recent investment in the Courthouse District. Albeit small, the property is prominently located on a key urban corner in close proximity to the southern entrance to the Downtown Riverfront development making it a redevelopment opportunity. A proposal has been selected and deal points are being developed. Adjacent property owners are being consulted to gauge interest in selling before deal points are finalized and presented to Council. Consolidating adjacent property would provide better options for redevelopment of this corner.
Franklin Boulevard: In early 2019, the City began the Franklin Boulevard Transformation Process that will lead to a new street design for Franklin Boulevard from Alder Street to I-5. Key objectives of this project are to accommodate more frequent EmX service along Franklin, to design a street that better supports the compact mixed use development
April 10, 2019, Work Session – Item 2
envisioned in the Walnut Station Specific Area Plan, and to create a safer and more comfortable environment for people walking both along and across Franklin. City staff are collaborating closely with staff from Lane Transit District and the University of Oregon. Constructing this project will likely require a federal grant and a source of local funding will be required to match any federal grants.
Riverfront Urban Renewal District Map
April 10, 2019, Work Session – Item 2