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HomeMy WebLinkAbout05/29/19 City Council Agenda Packet - Work Session EUGENE CITY COUNCIL AGENDA May 29, 2019 ΐΑȀΏΏ ¯ȁ¬ȁ#)49 #/5.#), 7/2+ 3%33)/. ( ±±¨² ( ««Ǿ ΐΑΔ % ²³ ΗAvenue th %´¦¤­¤Ǿ /±¤¦®­ 97401 -¤¤³¨­¦ ®¥ - ¸ 29Ǿ ΑΏΐΘǿ (¤± (®­®± - ¸®± ,´¢¸ 6¨­¨²Presiding Councilors "¤³³¸ 4 ¸«®±Ǿ 0±¤sident %¬¨«¸ 3¤¬¯«¤Ǿ 6¨¢¤ 0±¤²¨£¤­³ -¨ª¤ #« ±ª '±¤¦ %µ ­² #§±¨² 0±¸®± #« ¨±¤ 3¸±¤³³ *¤­­¨¥¤± 9¤§ !« ­ :¤«¤­ª  ΐΑȀΏΏ ¯ȁ¬ȁ%5'%.% #)49 #/5.#),7/2+ 3%33)/. 1.EXECUTI6% 3%33)/. 0´±²´ ­³ ³® /23 ΐΘΑȁΕΕΏȨΑȩȨ¤ȩ  ­£ /23 ΐΘΑȁΕΕΏ ȨΑȩȨ¥ȩ 2. 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M ¸ 29Ǿ ΑΏΐΘǾ 7®±ª 3¤²²¨®­ ECC UGENE ITY OUNCIL AIS GENDA TEM UMMARY 7®±ª 3¤²²¨®­Ȁ 2¤µ¨¤¶ ®¥ ΑΏΐΗ )¬¯«¤¬¤­³ ³¨®­ ®¥ "®­£ -¤ ²´±¤ ³® &¨· 3³±¤¤³²  ­£ ΑΏΐΘ 0 µ¤¬¤­³ - ­ ¦¤¬¤­³ 2¤¯®±³ -¤¤³¨­¦ $ ³¤Ȁ - ¸ ΑΘǾ ΑΏΐΘ !¦¤­£  )³¤¬ .´¬¡¤±Ȁ 2 Department: 0´¡«¨¢ 7®±ª² 3³ ¥¥ #®­³ ¢³Ȁ *¤­¨¥¤± 7¨««¤± www.eugene-or.gov #®­³ ¢³ 4¤«¤¯§®­¤ .´¬¡¤±Ȁ 541-682-6036 )335% 34!4%-%.4 3³ ¥¥ ¶¨«« ¯±¤²¤­³ ³§¤ ¢¨³¨¹¤­ 3³±¤¤³ 2¤¯ ¨± 2¤µ¨¤¶ 0 ­¤« ΑΏΐΗ !­­´ « 2¤¯®±³ ³® ³§¤ #¨³¸ #®´­¢¨«ȁ 4§¨² ±¤¯®±³ ¨² ®­¤ ®¥ ³¶® £®¢´¬¤­³² ¯±¤¯ ±¤£ ¨­ ¢®¬¯«¨ ­¢¤ ¶¨³§ ³§¤ #¨³¸ #®´­¢¨« ±¤²®«´³¨®­ ¯« ¢¨­¦ -¤ ²´±¤ ΑΏ-ΐΘΖǾ ³§¤ ΑΏΐΑ ¡®­£ ¬¤ ²´±¤ ³® ¥¨· ²³±¤¤³²Ǿ ®­ ³§¤ ¡ ««®³ȁ )­  ££¨³¨®­ ³® ³§¤ 3³±¤¤³ 2¤¯ ¨± 2¤µ¨¤¶ 0 ­¤«Ȍ²  ­­´ « ±¤¯®±³Ǿ ³§¤ ¨­£¤¯¤­£¤­³  ¢¢®´­³ ­³Ȍ² ±¤¯®±³ ¡¸ )²«¤± #0! ¨²  «²® ¨­¢«´£¤£ȁ 3³ ¥¥ ¶¨««  «²® ¯±¤²¤­³ ³§¤ ΑΏΐ9 0 µ¤¬¤­³ - ­ ¦¤¬¤­³ 2¤¯®±³ȁ BACKGROUND &®««®¶¨­¦ ¢®­²¨£¤± ¡«¤ ²³´£¸  ­£ £¨²¢´²²¨®­Ǿ ¨­¢«´£¨­¦ ¥®±¬¨­¦   #®´­¢¨« #®¬¬¨³³¤¤ ®­ Transportatio­ &´­£¨­¦  ­£ ¢®­µ¤­¨­¦  ­  £ §®¢ ¢¨³¨¹¤­ 3³±¤¤³ - ¨­³¤­ ­¢¤ 4 ²ª &®±¢¤Ǿ C®´­¢¨« ®­ *´«¸ ΑΗǾ ΑΏΏΗǾ  ¯¯±®µ¤£ 2¤²®«´³¨®­ ΓΘΔΒǾ ¢ ««¨­¦   ¢¨³¸ ¤«¤¢³¨®­ ®­   ¬¤ ²´±¤  ´³§®±¨¹¨­¦ ³§¤ ¨²²´ ­¢¤ ®¥ ͡ΒΔȁΘ ¬¨««¨®­ ®¥ ¦¤­¤± « ®¡«¨¦ ³¨®­ ¡®­£² ³® ¥´­£ ²³±¤¤³ ¯±¤²¤±µ ³¨®­ ¯±®©¤¢³²ȁ %´¦¤­¤ µ®³¤±² ®­ .®µ¤¬¡¤± ΓǾ ΑΏΏΗǾ  ¯¯±®µ¤£ -¤ ²´±¤ ΑΏ-ΐΓΔǾ ³§¤ ΑΏΏΗ ¡®­£ ¬¤ ²´±¤ ³® ¥¨· ²³±¤¤³²ȁ "¤¦¨­­¨­¦ ¨­ !¯±¨« ΑΏΐΏ  ­£ ¢®­³¨­´¨­¦ ³§±®´¦§ &¤¡±´ ±¸ ΑΏΐΓǾ ¢®´­¢¨« ±¤¢¤¨µ¤£  ­­´ « ±¤¯®±³² ¥±®¬ ³§¤ 3³±¤¤³ 2¤¯ ¨± 2¤µ¨¤¶ 0 ­¤«  ­£ ³§¤ ¨­£¤¯¤­£¤­³  ¢¢®´­³ ­³ ±¤¦ ±£¨­¦ ¨¬¯«¤¬¤­³ ³¨®­ ®¥ ³§¤ ΑΏΏΗ ¡®­£ ¬¤ ²´±¤ȁ /­ *´«¸ ΘǾ ΑΏΐΑǾ ¢®´­¢¨«  ¯¯±®µ¤£ 2¤²®«´³¨®­ ΔΏΕΒǾ ¢ ««¨­¦   ¢¨³¸ ¤«¤¢³¨®­ ®­   ¬¤ ²´±¤  ´³§®±¨¹¨­¦ ³§¤ ¨²²´ ­¢¤ ®¥ ͡ΓΒ ¬¨««¨®­ ®¥ ¦¤­¤± « ®¡«¨¦ ³¨®­ ¡®­£² ³® ¥´­£ ²³±¤¤³ ¯±¤²¤±µ ³¨®­ ¯±®©¤¢³²Ǿ  ­£ ¡¨¢¸¢«¤  ­£ ¯¤£¤²³±¨ ­ ¯±®©¤¢³²ȁ )­ .®µ¤¬¡¤± ΑΏΐΑǾ %´¦¤­¤ µ®³¤±² ®µ¤±¶§¤«¬¨­¦«¸  ¯¯±®µ¤£ Measure 20-197 ³§ ³ ¢®­³¨­´¤d ³§¤ #¨³¸Ȍ² ±® £ ±¤¯ ¨± ¯±®¦± ¬ ¥®±  ­®³§¤± ¥¨µ¤ ¸¤ ±²ȁ The 2012 ¡®­£ ¬¤ ²´±¤ ¢®¬¬¨³³¤£ ³® ¥¨·ing ΖΕ more stree³²  ­£ ¯±®µ¨£¤d  ­  µ¤± ¦¤ ®¥ ͡ΔΐΕǾΏΏΏ ¯¤± ¸¤ ± ¥®± ¡¨¢¸¢«¤  ­£¯¤£¤²³±¨ ­ ¯±®©¤¢³²ȁ4§¤ ¡®­£ ¬¤ ²´±¤ tookef¥¤¢³ ¨­ ΑΏΐΓ  ­£ ¢®­³¨­´¤£the bond-funded ¯ µ¤¬¤­³ ¯±¤²¤±µ ³¨®­ ¯±®¦± ¬ ³§ ³ ¶ ² ¥¨±²³  ¯¯±®µ¤£ ¡¸ µ®³¤±² ¨­ ΑΏΏΗȁ 4§¤ ΑΏΐΑ ¡®­£ ¬¤ ²´±¤ ³® ¥¨· ²³±¤¤³² ¢®­³¨­´¤£ ³§¤ ±¤°´¨±¤¬¤­³² ±¤« ³¤£ ³®  ¢¢®´­³ ¡¨«¨³¸ ¨­¢«´£¤£ ¨­ ³§¤ ΑΏΏΘ ¬¤ ²´±¤ȁ 4§¤ #¨³¸ #®´­¢¨« ±¤²®«´³¨®­  ­£ ³§¤ ¨­¥®±¬ ³¨®­ ¯±®µ¨£¤£ ³® µ®³¤±² specified: • )­ ®±£¤± ³® ¯±®¬®³¤  ¢¢®´­³ ¡¨«¨³¸ ¨­ ³§¤ ´²¤ ®¥ ¡®­£ ¯±®¢¤¤£²Ǿ ³§¤ #¨³¸ - ­ ¦¤± ¶¨«« ¢®­³± ¢³ ¶¨³§  ­ ®´³²¨£¤  ´£¨³®± ³® ¯±¤¯ ±¤  ­  ­­´ « ¶±¨³³¤­ ±¤¯®±³ ®­ ³§¤ ´²¤ ®¥ ³§¤ ¡®­£ - ¸ ΑΘǾ ΑΏΐΘǾ 7®±ª 3¤²²¨®­ – )³¤¬ Α ¯±®¢¤¤£²ȁ 4§¤  ´£¨³®± ¶¨««  ²¢¤±³ ¨­  ­£ ±¤¯®±³ ®­ ¶§¤³§¤± ³§¤ ¡®­£ ¯±®¢¤¤£² ¶¤±¤ ´²¤£ fo± ³§¤  ´³§®±¨¹¤£ ¯´±¯®²¤²  ­£ ¨­ ¢®¬¯«¨ ­¢¤ ¶¨³§ ³§¤ ±¤²³±¨¢³¨®­² ²¤³ ¥®±³§  ¡®µ¤ȁ 4§¤ #¨³¸ - ­ ¦¤± ¶¨«« ¯±®µ¨£¤ ³§¤ ±¤¯®±³ ³® ³§¤ #®´­¢¨«  ­£ ¬ ª¤ ³§¤ ±¤¯®±³ ¯´¡«¨¢«¸  µ ¨« ¡«¤ȁ Ȩ2¤²®«´³¨®­ ΔΏΕΒǾ 3¤¢³¨®­ (ȩ • 4® ¥´±³§¤± ¯±®¬®³¤  ¢¢®´­³ ¡¨«¨³¸  ­£ ¢¨³¨¹¤­ ¨­µ®«µ¤¬¤­³ ¨­ ²³±¤¤³ ¯±¤²¤±µ ³¨®­ ¯±®©¤¢³²Ǿ ³§¤ #¨³¸ - ­ ¦¤± ¶¨«« ¢®­µ¤­¤ ³§¤ ¢¨³¨¹¤­ ²³±¤¤³ ±¤¯ ¨± ±¤µ¨¤¶ ¯ ­¤«ȁ 4§¤ ¢¨³¨¹¤­ ²³±¤¤³ ±¤¯ ¨± ±¤µ¨¤¶ ¯ ­¤« ¶¨«« ¯±¤¯ ±¤  ­  ­­´ « ±¤¯®±³Ǿ ²¤¯ ± ³¤  ­£ £¨²³¨­¢³ ¥±®¬ ³§¤ ±¤¯®±³ ¯±¤¯ ±¤£ ¡¸ ³§¤ ®´³²¨£¤  ´£¨³®±Ǿ £®¢´¬¤­³¨­¦ ³§¤ #¨³¸Ȍ² ´²¤ ®¥ ³§¤ ¡®­£ ¯±®¢¤¤£²  ­£ ­®³¨­¦ ¶§¤³§¤± ³§¤ ¡®­£ ¯±®¢¤¤£² ¶¤±¤ ´²¤£ ¨­ ¢®¬¯«¨ ­¢¤ ¶¨³§ ³§¤ ³¤±¬² ®¥ ³§¨² 2¤²®«´³¨®­ȁ 4§¤ #¨³¸ - ­ ¦¤± ¶¨«« ¯±®µ¨£¤ ³§¤ SRRP’s ±¤¯®±³ ³® ³§¤ #®´­¢¨«  ­£ ¬ ª¤ ³§¤ ±¤¯®±³ ¯´¡«¨¢«¸  µ ¨« ¡«¤ȁ Ȩ2¤²®«´³¨®­ ΔΏΕΒǾ 3¤¢³¨®­ )ȩ 02%6)/53 #/5.#), DIRECTION !³ ³§¤ - ±¢§ ΐΓǾ ΑΏΐΗ, #¨³¸ #®´­¢¨« 7®±ª 3¤²²¨®­Ǿ #¨³¸ #®´­¢¨«  ¯¯±®µ¤£  ££¨­¦ ²¨·  ££¨³¨®­ « ²³±¤¤³² ³® ³§¤ «¨²³ ®¥ ¡®­£ ¥´­£¤£ ²³±¤¤³²ȁ #/5.#), OPTIONS 4§¨² ¶®±ª ²¤²²¨®­ ¨² ¨­¥®±¬ ³¨®­ « ±¤¦ ±£¨­¦ ³§¤ 3220  ­£ 0-3 2¤¯®±³²ǿ ­®  ¢³¨®­ ¨² ±¤°´¤²³¤£ȁ #)49 -!.!'%2Ȍ3 RECOMMENDATION 4§¨² ¶®±ª ²¤²²¨®­ ¨² ¨­¥®±¬ ³¨®­ «ǿ ­®  ¢³¨®­ ¨² ±¤°´¤²³¤£ȁ 35''%34%$ -/4)/. 4§¨² ¶®±ª ²¤²²¨®­ ¨² ¨­¥®±¬ ³¨®­ «ǿ ­®  ¢³¨®­ ¨² ±¤°´¤²³¤£ȁ ATTACHMENTS A. #¨³¨¹¤­ 3³±¤¤³ 2¤¯ ¨± 2¤µ¨¤¶ 0 ­¤« ΑΏΐΗ 2¤¯®±³Ǿ ¨­¢«´£¨­¦ !´£¨³®±Ȍ² 2¤¯®±³ B. ΑΏΐΘ 0 µ¤¬¤­³ - ­ ¦¤¬¤­³ 2¤¯®±³ &/2 -/2% ).&/2-!4)/. 3³ ¥¥ #®­³ ¢³Ȁ *¤­¨¥¤± 7¨««¤±Ǿ 0±¨­¢¨¯ « #¨µ¨« %­¦¨­¤¤± 4¤«¤¯§®­¤Ȁ 541-682-6036 3³ ¥¥ %-Mail:JWiller@eugene-or.us - ¸ ΑΘǾ ΑΏΐΘǾ 7®±ª 3¤²²¨®­ – )³¤¬ Α Memorandum Basedonthislimitedreviewandallmaterialspresentedtous,weunanimouslyconcludethatthe bondproceedswereusedfortheauthorizedpurposesandincompliancewiththelimitationsand restrictionsoutlinedinCouncilResolution5063. Progress CurrentConditions VisionZeroȟ ActiveTransportation CostSavingsȟ CollaboratingwithPartnersandLeveragingBondFundsȟ May 29, 2019, Work Session - Item 2 CommunicatingwithCitizensandBusinesses ClimateRecoveryGoals o o UnderstandingtheProcessforSelectingProjects RecognizingtheContinuedEconomicValueofStreetBondProjects BottomLine SRRPMembers: May 29, 2019, Work Session - Item 2 Djuj{fo!Tusffu!Sfqbjs!Sfwjfx!Qbofm!! 3129!Sfqpsu! Jnqmfnfoubujpo!Vqebuf!gps!Nfbtvsf!31.2:8!Cpoet!up!Gjy!Tusffut! ! ! ! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! 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Jo!3111-!uif!dbqjubm!cvehfu!ejeo“u!jodmvef!gvoejoh!gps!qsftfswbujpo!pg!uif!tusffu!tztufn/!Bu!uibu! ujnf!ju!xbt!ftujnbufe!uifsf!xbt!%64!njmmjpo!jo!offefe!tusffu!sfqbjst/!Uif!Djuz!dsfbufe!uif! Qbwfnfou!Qsftfswbujpo!Qsphsbn!jo!3114-!vujmj{joh!b!sfdfoumz.bqqspwfe!mpdbm!hbt!uby!up!gvoe!uif! xpsl/!Eftqjuf!uif!tvqqmfnfoubm!gvoejoh!uif!bnpvou!pg!offefe!tusffu!sfqbjst!hsfx!up!%282! njmmjpo!jo!3119/! Wpufst!sfdphoj{fe!boe!voefstuppe!uif!mppnjoh!jttvft/!Jo!3119!uifz!bqqspwfe!b!gjwf.zfbs-!%46/:! njmmjpo!spbe!cpoe/!Uif!nfbtvsf!qspnjtfe!up!gjy!43!tusffut!boe!dpnnjuufe!gvoet!gps!pgg.tusffu! cjlf!qbui!jnqspwfnfout/!Cfdbvtf!pg!fdpopnjd!gbdupst!boe!nfbtvsfe!tqfoejoh-!tubgg!xfsf!bcmf! up!vujmj{f!vovtfe!gvoejoh!gspn!uif!cpoe!nfbtvsf!up!sfqbjs!bopuifs!21!tusffut/! Wpufst!bqqspwfe!b!tfdpoe!gjwf.zfbs!spbe!cpoe!nfbtvsf!jo!3123/!Tubgg!ibwf!vujmj{fe!uif!%54! njmmjpo!up!gjy!87!tusffut!boe!gvoe!ep{fot!pg!jnqspwfnfout!gps!qfpqmf!xbmljoh!boe!cjljoh/! Cfdbvtf!pg!dpoujovfe!gbwpsbcmf!cjet!boe!sftpvsdfgvm!tqfoejoh-!dptu!qspkfdujpot!tipxfe! beejujpobm!gvoet!bwbjmbcmf!up!podf! bhbjo!jodmvef!beejujpobm!tusffu! sfqbjst/!Tubgg!xjmm!cf!bcmf!up!gvoe! bo!beejujpobm!gjwf!tusffut!jo!312:! vtjoh!uif!sfnbjojoh!npofz!gspn! uif!3123!cpoe/! Bt!Fvhfof!fncbslt!po!uif!uijse! gjwf.zfbs!cpoe!nfbtvsf-!uif! bnpvou!pg!offefe!tusffu!sfqbjst!jt! opx!ftujnbufe!bu!%79/5!njmmjpo-!b! tjhojgjdbou!efdsfbtf!gspn!3119/! Tubgg!xjmm!dpoujovf!mppl!up!nbyjnj{f! boe!mfwfsbhf!gvoejoh!gspn!uif!spbe! cpoe!nfbtvsf-!tusjwjoh!up!qspevdf! ijhi.rvbmjuz!xpsl!boe!dpnqmfuf! Qbwjoh!po!Dbsnfm!Bwfovf! tusffut!gps!qfpqmf!jo!Fvhfof/!!!! !! !! !! 3129!Sfqpsu!up!uif!TSSQ!!Qbhf!7!! May 29, 2019, Work Session - Item 2 ! ! ! 3129!Sfqpsu!up!uif!TSSQ!!Qbhf!8!! May 29, 2019, Work Session - Item 2 ! ! Gvoejoh!Tubuvt!boe!Gpsfdbtu! Jo!3123-!qspkfdu!dptut!xfsf!ftujnbufe!gps!fbdi!tusffu!gps!uif!qvsqptf!pg!tfmfdujoh!tusffut!up!cf! jodmvefe!jo!uif!cpoe!nfbtvsf/!Uiftf!dptu!ftujnbuft!xfsf!cbtfe!po!uif!pwfsbmm!tvsgbdf!dpoejujpo! pg!fbdi!tusffu!bt!eftdsjcfe!jo!uif!Djuz“t!Qbwfnfou!Nbobhfnfou!Tztufn/!B!voju!dptu!xbt!bttjhofe! up!fbdi!tusffu!cbtfe!po!xifuifs!uif!tusffu!sfibcjmjubujpo!usfbunfou!xbt!bttvnfe!up!cf!b! sfdpotusvdu!ps!bo!pwfsmbz/!Bqqspyjnbufmz!29!npouit!qsjps!up!dpotusvdujpo-!npsf!efubjmfe!qbwfnfou! uftujoh!jt!dpoevdufe!up!efufsnjof!tqfdjgjd!usfbunfout!up!fbdi!tusffu!cbtfe!po!uif!fyjtujoh! qbwfnfou!tusvduvsf-!tvchsbef!tpjm!dpoejujpot!boe!usbggjd!mpbejoh/!Bduvbm!sfibcjmjubujpo!usfbunfout! nbz!cf!ejggfsfou!uibo!uif!psjhjobm!bttvnqujpot-!sfrvjsjoh!npsf-!mftt!ps!b!dpncjobujpo!pg! sfibcjmjubujpo!ufdiojrvft/! Gps!uif!tusffut!tdifevmfe!gps!3129!dpotusvdujpo-!uif!3123!ftujnbufe!dptu!xjui!jogmbujpo!xbt! %:-679-111/!Bt!pg!Kbovbsz!4-!312:-!bmuipvhi!opu!bmm!qspkfdu!dpousbdut!ibwf!cffo!dmptfe!pvu-!uif! qspkfdufe!bduvbm!dptu!gps!uif!3129!cpoe!qspkfdut!jt!%8-219-111<!b!ofu!ejggfsfodf!pg!%3-571-111! cfmpx!uif!dptut!qspkfdufe!jo!3123/!!Xjmmbnfuuf!Tusffu!xbt!tdifevmfe!gps!dpotusvdujpo!jo!3129!cvu! cfdbvtf!pg!uif!tj{f!boe!dpnqmfyjuz!pg!uif!qbsujbmmz!gfefsbmmz!gvoefe!qspkfdu!ju!ibt!cffo!bqqspwfe! gps!312:!dpotusvdujpo/!!! Xf!ibwf!dpoujovfe!up!tff!b!tufbez!jodsfbtf!jo!dpotusvdujpo!dptut!cvu!opu!up!uif!efhsff!uibu!xf! psjhjobmmz!qspkfdufe!sftvmujoh!jo!b!mbshf!sfnbjojoh!cbmbodf/!!Bt!opufe!bcpwf-!jo!3129!Djuz!Dpvodjm! bqqspwfe!gjwf!beejujpobm!tusffut!up!cf!sfqbjsfe!xjui!sfnbjojoh!cpoe!gvoet-!bmm!pg!xijdi!xjmm!cf! dpotusvdufe!jo!312:/! Efubjmt!po!bo!boovbm!qspkfdu.cz.qspkfdu!cbtjt!bsf!qspwjefe!jo!uif!gpmmpxjoh!qbhft!boe!tvnnbsj{fe! jo!Bqqfoejy!B/!!Ftujnbufe!dptut!gps!uif!gjwf!beejujpobm!312:!tusffut!ibwf!bmtp!cffo!beefe!up! Bqqfoejy!B/! Uif!3123!cpoe!nfbtvsf!bmtp!bmmpdbufe!bo!bwfsbhf!pg!%627-111!gps!qfeftusjbo!boe!cjdzdmf! jnqspwfnfout!fbdi!zfbs/!Jo!3129-!uif!qspkfdu!fyqfoejuvsft!po!bmm!qfeftusjbo!boe!cjdzdmf! jnqspwfnfout!gvoefe!cz!uif!cpoe!xfsf!ftujnbufe!bu!%2:5-111/!Bddpvoujoh!gps!fyqfoejuvsft!up! ebuf-!bqqspyjnbufmz!%61-111!jt!bwbjmbcmf!gps!vtf!po!uif!beejujpobm!gjwf!tusffut!bqqspwfe!gps! dpotusvdujpo!jo!312:/! ! ! 3129!Sfqpsu!up!uif!TSSQ!!Qbhf!9!! May 29, 2019, Work Session - Item 2 ! ! 3129!Cpoe!Dpotusvdujpo!Qspkfdut! Uif!gpmmpxjoh!qbhft!bsf!sfqpsut!po!joejwjevbm!qspkfdut/!Uif!upubm!dptut!gps!fbdi!qspkfdu!mjtufe!bsf! ftujnbufe!bt!opu!bmm!pg!uif!3129!dpotusvdujpo.sfmbufe!dptut!ibwf!cffo!gjobmj{fe!bt!pg!Kbovbsz!4-! 312:/! ! ! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!Dpnqmfufe!3128!Qbwjoh!po!Kfggfstpo!Tusffu ! ! ! ! ! ! ! ! ! ! 3129!Sfqpsu!up!uif!TSSQ!!Qbhf!:!! May 29, 2019, Work Session - Item 2 ! ! ! UI 8QQ! !MBDF!BWJOH Qspkfdu!Eftdsjqujpo;!Uijt!qspkfdu!dpotjtufe!pg!sfibcjmjubujpo!pg!b!tusffu!jo!uif!Xftu!Fvhfof! Dpnnvojuz!Pshboj{bujpo!ofjhicpsippe!jo!Dpvodjm!Xbse!9;! uiui !8!Qmbdf!gspn!Cbjmfz!Ijmm!Spbe!up!uif!8!Bwf!)Ixz!::*! ¸ Usfbunfou!Nfuipepmphz;!! ui !8!Qmbdf!xbt!sfdpotusvdufe!cz!sfnpwjoh!uif!fyjtujoh!btqibmu!qbwfnfou-!sfdpoejujpojoh! ¸ uif!fyjtujoh!bhhsfhbuf!cbtf!vtjoh!jo!qmbdf!sfdzdmfe!njmmjoht!bt!uif!cbtf!dpvstf-!boe! ui sfqbwjoh!xjui!9!jodift!pg!btqibmu/!Uif!joufstfdujpo!pg!8!Qmbdf!boe!Tfofdb!Tusffu!xbt! sfibcjmjubufe!cz!sfnpwjoh!boe!sfqmbdjoh!5!jodift!pg!uif!fyjtujoh!qbwfnfou/! Dptut;!Upubm!qspkfdu!dptut-!gspn!bmm!gvoejoh!tpvsdft-!bsf!ftujnbufe!bu!%3-269-695/! Qsfmjnjobsz!Ftujnbuf!cbtfe!po!Qbwfnfou!! Nbobhfnfou!Tztufn!)QNT*!Tvsgbdf!Fwbmvbujpo!>%4-528-478! %2-858-478! Upubm!Qspkfdufe0Bduvbm!Qbwjoh!Cpoe!Gvoet!Vtfe!> %2-77:-744! Ejggfsfodf!>!! Beejujpobm!Tpvsdft!pg!Gvoejoh;!Tupsnxbufs!vujmjuz!gvoet-!xbtufxbufs!vujmjuz!gvoet-!FXFC!gvoet-! Tjhobm!Jnqspwfnfou!gvoet! Cjdzdmjoh!boe!Qfeftusjbo!Jnqspwfnfou!gvoet!xfsf!vtfe!gps!uif!beejujpo!pg!cjlf!mboft/! ! Qspkfdu!Qipup;! ! Dpnqmfufe!Qbwjoh!po!8ui!Qmbdf!!!!!!!!!! 3129!Sfqpsu!up!uif!TSSQ!!Qbhf!21!! May 29, 2019, Work Session - Item 2 ! ! UI 41BNTQ! !WFOVF!BOE!JMM!USFFU!BWJOH Qspkfdu!Eftdsjqujpo;!Uijt!qspkfdu!dpotjtufe!pg!sfibcjmjubujpo!pg!uxp!tusffut!jo!uif!Tpvuifbtu! Ofjhicpst!ofjhicpsippe!jo!Dpvodjm!Xbse!3;! ui !41!Bwfovf!gspn!Xjmmbnfuuf!Tusffu!up!Gfssz!Tusffu! ¸ uiui !Njmm!Tusffu!gspn!41!Bwfovf!)Opsui*!up!41!Bwfovf!)Tpvui*! ¸ Usfbunfou!Nfuipepmphz;!! ui !41!Bwfovf!boe!Njmm!Tusffu!xfsf!sfdpotusvdufe!vtjoh!uif!GES!qspdftt!up!dpotusvdu!23! ¸ jodift!pg!JDUC!boe!xfsf!qbwfe!xjui!5!jodift!pg!btqibmu/!! Dptut;!Upubm!qspkfdu!dptut-!gspn!bmm!gvoejoh!tpvsdft-!bsf!ftujnbufe!bu!%:35-366/! ! Qsfmjnjobsz!Ftujnbuf!cbtfe!po!Qbwfnfou! Nbobhfnfou!Tztufn!)QNT*!Tvsgbdf!Fwbmvbujpo!>%597-111! %856-:59! Upubm!Qspkfdufe0Bduvbm!Qbwjoh!Cpoe!Gvoet!Vtfe!> .%36:-:59! Ejggfsfodf!>!! Evsjoh!eftjho!ju!xbt!gpvoe!uibu!uif!fyjtujoh!spbexbz!dpvme!opu!cf!sfibcjmjubufe!boe!sfrvjsfe! sfdpotusvdujpo!sftvmujoh!jo!b!tjhojgjdbou!dptu!pwfssvo/!! Beejujpobm!Tpvsdft!pg!Gvoejoh;!Tupsnxbufs!boe!Xbtufxbufs!vujmjuz!gvoet-!FXFC!gvoet! ! Qspkfdu!Qipup;! ! ! Dpnqmfufe!41ui!Bwf!Qbwjoh 3129!Sfqpsu!up!uif!TSSQ!!Qbhf!22!! May 29, 2019, Work Session - Item 2 ! ! ! !!!!!!!!!!! HTQ! BSGJFME!USFFU!BWJOH Qspkfdu!Eftdsjqujpo;!Uijt!qspkfdu!dpotjtufe!pg!sfibcjmjubujpo!pg!b!tusffu!jo!uif!Usbjotpoh! Ofjhicpst!Ofjhicpsippe!jo!Dpvodjm!Xbse!8;!! ui !Hbsgjfme!Tusffu!gspn!Spptfwfmu!Cpvmfwbse!up!7!Bwfovf! ¸ Usfbunfou!Nfuipepmphz;!! !Hbsgjfme!Tusffu!xbt!sfibcjmjubufe!cz!sfnpwjoh!uif!fyjtujoh!btqibmu-!sfdpoejujpojoh!uif! ¸ fyjtujoh!bhhsfhbuf!cbtf!nbufsjbm-!boe!sfqbwjoh!xjui!9!jodift!pg!btqibmu/! !Uif!qspkfdu!jodmvefe!uif!jnqspwfnfout!bu!5!sbjmspbe!dspttjoht/! ¸ Dptut;!Upubm!qspkfdu!dptut-!gspn!bmm!gvoejoh!tpvsdft-!bsf!ftujnbufe!bu!%2-456-4:4/! ! Qsfmjnjobsz!Ftujnbuf!cbtfe!po!Qbwfnfou! Nbobhfnfou!Tztufn!)QNT*!Tvsgbdf!Fwbmvbujpo! %2-9:2-111! >! Upubm!Qspkfdufe0Bduvbm!Qbwjoh!Cpoe!Gvoet!%2-225-:5:! Vtfe!>! %887-162! Ejggfsfodf!>! ! Beejujpobm!Tpvsdft!pg!Gvoejoh;!Tupsnxbufs!boe!Xbtufxbufs!vujmjuz!gvoet-!FXFC!gvoet-!Qvcmjd! Xpslt!Nbjoufobodf!pqfsbujpot!gvoet! Qspkfdu!Qipup;! ! Dpnqmfufe!Qbwjoh!po!Hbsgjfme!Tusffu!! 3129!Sfqpsu!up!uif!TSSQ!!Qbhf!23!! May 29, 2019, Work Session - Item 2 ! ! MB-MM-QM-SX-U BSLTQVS!WFOVF!BSLTQVS!PPQ!JQFS!BOF!PMBOE!BZ!VMJQ! T-DBQ! USFFU!BOE!BSNFM!WFOVF!BWJOH Qspkfdu!Eftdsjqujpo;!Uijt!qspkfdu!dpotjtufe!pg!sfibcjmjubujpo!pg!tjy!tusffut!jo!uif!Dbm!Zpvoh! Ofjhicpsippe!Bttpdjbujpo!ofjhicpsippe!jo!Dpvodjm!Xbse!6/! !Mbsltqvs!Bwfovf!gspn!Opslfo{jf!Spbe!up!751!gffu!Xftu!pg!Opslfo{jf!Spbe! ¸ !Mbsltqvs!Mppq!gspn!Opslfo{jf!Spbe!)Opsui*!up!Opslfo{jf!Spbe!)Tpvui*! ¸ !Qjqfs!Mbof!gspn!Dibtb!Tusffu!up!Gjs!Bdsft!Esjwf!)Jodmvejoh!DET*! ¸ !Spmboe!Xbz!gspn!Pblxbz!Spbe!up!Dbm!Zpvoh!Spbe! ¸ !Uvmjq!Tusffu!gspn!Dsftdfou!Bwfovf!up!Ipmmz!Bwfovf! ¸ !Dbsnfm!Bwfovf!gspn!Njoeb!Esjwf!up!511!gffu!Tpvui!pg!Njoeb!Esjwf! ¸ Usfbunfou!Nfuipepmphz;!! !Mbsltqvs!Bwfovf-!Mbsltqvs!Mppq-!Qjqfs!Mbof-!Spmboe!Xbz-!Uvmjq!Tusffu-!boe!Dbsnfm! ¸ Bwfovf!xfsf!sfdpotusvdufe!vujmj{joh!uif!GES!qspdftt!bu!b!efqui!pg!25!jodift!boe!xfsf! sfqbwfe!xjui!b!5!jodi!btqibmu!qbwfnfou!tvsgbdf/!! Dptut;!Upubm!qspkfdu!dptut-!gspn!bmm!gvoejoh!tpvsdft-!bsf!ftujnbufe!bu!%2-157-435/! ! Qsfmjnjobsz!Ftujnbuf!cbtfe!po!Qbwfnfou!Nbobhfnfou! Tztufn!)QNT*!Tvsgbdf!Fwbmvbujpo!>!%2-155-111! Upubm!Qspkfdufe0Bduvbm!Cpoe!Gvoet!%:71-176! Vtfe!>! %94-:46! Ejggfsfodf!>!! Beejujpobm!Tpvsdft!pg!Gvoejoh;!Tupsnxbufs!boe!Xbtufxbufs!vujmjuz!gvoet!! Qspkfdu!Qipupt;! ! Dpnqmfufe!Qbwjoh!po!Mbsltqvs!Bwf!! 3129!Sfqpsu!up!uif!TSSQ!!Qbhf!24!! May 29, 2019, Work Session - Item 2 ! ! XE-TX-CX-DT- PPETJEF!SJWF!IBSPO!BZ!VGG!BZ!PSZEPO!USFFU!BOE! GXQ! PSSFTUFS!BZ!BWJOH Qspkfdu!Eftdsjqujpo;!Uijt!qspkfdu!dpotjtufe!pg!sfibcjmjubujpo!pg!gjwf!tusffut!jo!uif!Dbm!Zpvoh! Ofjhicpsippe!Bttpdjbujpo!ofjhicpsippe!jo!Dpvodjm!Xbse!5;!! !Xppetjef!Esjwf!gspn!Dbm!Zpvoh!Spbe!up!Tibspo!Xbz! ¸ !Tibspo!Xbz!gspn!Dpcvsh!Spbe!up!Fbtu!Tjef!pg!2134!Tibspo!Xbz!Esjwfxbz!! ¸ !Cvgg!Xbz!gspn!Xppetjef!Esjwf!up!Gpssftufs!Xbz! ¸ !Dpsepo!Tusffu!gspn!Gpssftufs!Xbz!up!Uboez!Uvso!! ¸ !Gpssftufs!Xbz!gspn!Dpcvsh!Spbe!up!Xftu!Tjef!pg!2144!Gpssftufs!Xbz!Esjwfxbz! ¸ Usfbunfou!Nfuipepmphz;!! !Xppetjef!Esjwf-!Tibspo!Xbz-!Cvgg!Xbz-!Dpszepo!Tusffu-!boe!Gpssftufs!Xbz!xfsf! ¸ sfdpotusvdufe!vtjoh!uif!GES!qspdftt!boe!xfsf!sfqbwfe!xjui!5!jodift!pg!btqibmu!qbwfnfou! tvsgbdf/!! Dptut;!Upubm!qspkfdu!dptut-!gspn!bmm!gvoejoh!tpvsdft-!bsf!ftujnbufe!bu!%2-377-277/! Qsfmjnjobsz!Ftujnbuf!cbtfe!po!Qbwfnfou!! Nbobhfnfou!Tztufn!)QNT*!Tvsgbdf!%2-378-111! Fwbmvbujpo!> Upubm!Qspkfdufe0Bduvbm!Qbwjoh!Cpoe!%2-238-78:! Gvoet!Vtfe!>! %24:-432! Ejggfsfodf!>! ! Beejujpobm!Tpvsdft!pg!Gvoejoh;!Tupsnxbufs!boe!Xbtufxbufs!vujmjuz!gvoet-!FXFC!gvoet/! Qspkfdu!Qipupt;!! ! Dpnqmfufe!Qbwjoh!po!Xppetjef!Esjwf! 3129!Sfqpsu!up!uif!TSSQ!!Qbhf!25!! May 29, 2019, Work Session - Item 2 ! ! XBE! FTU!NB\[PO!SJWF Qspkfdu!Eftdsjqujpo;!Uijt!qspkfdu!sfdpotusvdufe!b!tusffu!jo!uif!Tpvuifbtu!Ofjhicpst! ofjhicpsippe!jo!Dpvodjm!Xbse!3;! !Xftu!Bnb{po!Esjwf!gspn!Ijmzbse!Tusffu!up!Gpy!Ipmmpx!Spbe! ¸ Usfbunfou!Nfuipepmphz;!!! !Xftu!Bnb{po!Esjwf!xbt!sfdpotusvdufe!vtjoh!uif!GES!qspdftt!boe!sfqbwfe!xjui!:!jodift! ¸ pg!btqibmu!qbwfnfou!tvsgbdf/!! Dptut;!Upubm!qspkfdu!dptut-!gspn!bmm!gvoejoh!tpvsdft-!bsf!ftujnbufe!bu!%2-629-:81/! ! Qsfmjnjobsz!Ftujnbuf!cbtfe!po!Qbwfnfou! 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May 29, 2019, Work Session - Item 2 d P Appendix B a Attachment BAtthmnt B i ace i e u v R e rC o b R u r R dg R d g r b W o Eugene Street Preservation Projects C t N y a l a i r I - 5 s u d n I g r u b o C Wi Project Map for 2012 Bond Measure to Fix Streets Beac onDr Cobu rg Bo ttom L oop r r BD eac onD c i n A Ln e c S R i v e r R H Spring Cr eekDr w y 9 9 N n n y L b ro o k D r L ynnbroo kDr o L R iverLo aop 2 n 1 R o c Rp a iv erLo p2o Es Enid Rd t e L r r D e Irv ington Dr rv i Irving tonDr Wilk esD r Airpo rt Rd B lackfoo tAv e N Barsto wtAve S r H t h h w t w y n i e 9 c d 9 a R N y E r xH e p k Rive rLo rop1 c e o s r s wC a R y P i v r ae ir r d d Irvin R Cled ard LakeR dContyFm ur aRd Ir vingRd Hu nsaker Ln R g r u b o Ayre s Rd C y Bel ety pHw lie anl P yt di n a R wd R andyPHR apeBe ltlin eHwy e a t g Sa e S ilverLn D e m yr v rN A r o r e d T G R N e G d r eene A cv or p LeA R Ge rst Rd 69 dn t e se Cres pacenc tAved k s r R e oe M vaxw ellRCr d g N Ar 43 i Ru k a nz rb d y P ao a p r e PB C e l Dtl i n Hoe wa rdAve H N w e y k C a h L Go oD Badpa rges rDrta u rr d e R a sn B arge r Drl ad y n Sd P a R yp d re R r B e e Goodpl wastureI slant dRd l yi n o e l H wlwy d NJep pe 23 sen o A Hc Rres MRd inda Dr HeH n 50 y e e v y i 45 o w i Az am or Ln 29 h H t lna k W r eNParkaeh Av e l t i alk W ni Brl el P o 61 G da o t e lz AvaDieRd lon St 22 R RN pN o e an i d v C 51 Bogart Pn e 46 ra yl R 48 sC d d I nd e 76 Ca elY aval oung YoungRd R r e 30 RA u t d M arsh ald 65 lAves l R a d e i 64 p fe R i 63 r dB 26 ailey Ln p Hy oW 49 aPark Ave s a wo F 41 B l yw el G 52 i tk 9 g 9a 38 eea Nl 3773 lO 35 l i N I - 5 DV e o v ra r RoAValle yaly t rR h n r i w v e e e rD Dr Ts 6068 t u E 54 y N oy x w 27 n p la r Rd r eH S a s W st w n a e Elmira y Rd yd r d a OakR Rmon t Wa lt g G r o oseveu Blvd d 56 bN o R eC v C nR oo s e Adve t eltB n lv d t Nr ysy RS o l oC ul u bw e sb a ttR r e Hrcd e nI ee- 1 42 e0I- ab105 dn BH d n t Diey m 31 lw R e tS N a lSy g a h nda 9i c N r 2 B9Ce ve e Ar tW W1s 1 B N C n et S en eel p Bu v e dlvd WbherKingJrB aSl1stAvetinLut rMar ntd R e Rr P S ia S d f a ndAv e r ynVy r Sw asroG dernAv e W 2Ki 4 se n lG S F a WL eShelton M c tmE 3rdAvo e R 58 u r 3 r pH 55 h ea y r er Bi l v 1 ds W B5th Ave E 4thAv eP W 33 k tw W5t hAv 5 e 7 y tS n o et CW h 6 th BlvStAve d 7 n d A n r S to yW eBot eS d l thPlg l v W7th Av ne 6th dAve ee i et i Wf 6 7f fh KS r 53 os ce 34 a h Ja P M Gg W W E dd yt d 1R 1thS Ave d Bro aw Wa R11thA ve n td R li W 11 elthA ve S 25 i Wa k11thA ve 9 s lc e H w e 71 n F e r ti yeta r rW n i 8 11thAv ek W1 3thPl AveeKin S Cel VB il v d BW13th Ave ae y wa W t13thAv e 75 t v i Bi e oS l O l l C t i S Ot W 13thA v S a n WS d r 44 r ee 10 t P d l a tr g AF t SA a l t W 18th Ar veI - 5 S 47 a t e y S W18 nt Avt 12 t as WS 18thA ve rS t t n ieE18t nhAv Le ry l sb o Bn E i19th dsAv 11 ke m wr n a E 19th Ave ae Hi e f i f r t e F J S tt 13 d R l loSn i l H y eo- l i w5 aKev ingt n Avec B e n it t V L WS illow Cree k Rd y 1466 ie 39 t t t C S W24 th Ave eE 24thAv re eA e m d 70 W 25thAl v a RS A l z a oi H nb 62 y ePm l 28 u k l a w o B C T 67 15 W 27t h Ave i W 28t mhA Wve 28thA v e 3274 b e r W e A m 2 9th Av a 57 z o n P k w R y t e l E 30h A v 17 l pil imH G 18 16 d v l E 33 rdAve B t e v A S d r g 3 3 e E n i t r nHy aewp or Le S E t 72 t a l3 l SA iS 0 g t d ah d W l 40 t A e a ra DES yWe n l t ti s o r A A H D m p m 19 L a aa t z s a z o W3 9thAveh n o S nD nD N rr r u B e e a E 40thd Av r 59 y R B 20 w w H o 24 l l n E43 rd Ave a e r 36 v o Blanton Rd t x L o S A F 3rd d 4 l E a n d E o R4 D 6 l 21 l it h H A v Legend y e ed l i R a Bw D o t l l i l S l oa r e H d x t R Go Bond Projects o e lFd l a i m W City Streets h t e B c City Limits M F o x Lor aneH Hwy o Eugene UGB l l o w 000.25.51Miles l a r d R Produced by City of Eugene PW Eng Info Team, June 2012 (Ref# 1205-1676) d May 29, 2019, Work Session - Item 2 See accompanying index for specific project information ağƦϔ{ƷƩĻĻƷbğƒĻ\[źƒźƷƭ BESTLNADKINSST 45IONEAVE 46JACOBSDRHWY99NFAIRFIELDAVE 8THAVE18THAVE 47JEFFERSONST 48JUHLSTNSADDR1424SOUTHEND ECHOHOLLOWRDELIZABETHST 49KNOOPAVE 50LARKSPURAVENORKENZIERD640FEETWESTOFNORKENZIERD NORKENZIERD(N)NORKENZIERD(S) 51LARKSPURLOOP 52LEIGHSTNORTHENDWESTERNDR 5THAVE13THAVE 53LINCOLNST 54LYDICKWAYTOMAHAWKLNHARLOWRD 1STAVE8THAVE 55MADISONST 56MAHLONAVEGARDENWAYHONEYSUCKLELN 30THAVE(NORTH)30THAVE(SOUTH) 57MILLST 58MONROEST1STAVEBLAIRBLVD FIRLAND43RDAVE 59NORTHSHASTALOOP 60PIONEERCTPIONEERPIKENORTHEND CHASASTFIRACRESDR(INCLCULDESAC) 61PIPERLN 24THAVE29THAVE 62POTTERST OAKWAYRDCALYOUNGRD 63ROLANDWAY 64SATRESTBAILEYLNWESTERNDR COBURGRDESDRWY1023 65SHARONWAY 66SPRINGBLVDFAIRMOUNTBLVDCAPITALDR WARRENSTWINTERCREEKDR 67TIMBERLINEDR 68TOMAHAWKLNHARLOWRD580'NORTHOFHARLOWRD CRESCENTAVEHOLLYAVE 69TULIPST 70VANNESSST23RDAVE27THAVE 8THAVE13THAVE 71WASHINGTONST 72ESHILYARDSSFOXHOLLOW WESTAMAZONDR CALVINSTWESTEND/MONROEMIDDLESCHOOL 73WESTERNDR 74WILLAMETTEST24THAVE29THAVE 10THAVE13THAVE 75WILLAMETTEST 76WOODSIDEDRCALYOUNGRDSHARONWAY May 29, 2019, Work Session - Item 2 tƩƚƆĻĭƷ\[źƭƷŅƚƩЋЉЊЋ.ƚƓķaĻğƭǒƩĻƷƚCźǣ{ƷƩĻĻƷƭ ağƦϔ{ƷƩĻĻƷbğƒĻ\[źƒźƷƭ WASHINGTONSTVANBURENST 101STAVE BLAIRBLVDWESTEND 201STAVE BLAIRBLVDGARFIELDST 302NDAVE BERTELSENRDWESTEND 405THAVE BERTELSENRDCOMMERCIALST 506THAVE BERTELSENRDOSCARST 607THAVE 7THAVE/HWY99BAILEYHILLRD 707THPL WASHINGTONSTGARFIELDST 813THAVE BERTELSENRDCOMMERCEST 913THAVE FAIRMOUNTBLVDAGATEST 1015THAVE 11FAIRMOUNTBLVDAGATEST 17THAVE FILLMORESTCHAMBERSST 1219THAVE FRIENDLYSTPOLKST 1322NDAVE HAWKINSLNBRITTANYST 1425THAVE COLUMBIASTSPRINGBLVD 1527THAVE SPRINGOVERPASSAGATEST 1630THAVE MILLST(WEST)FERRYST(EAST) 1730THAVE MILLSTWILLAMETTEST 1830THAVE WILLAMETTEST100'EASTOFDENSMORERD 1939THAVE HILYARDSTDONALDST 2040THAVE NSHASTADILLARDRD 2143RDAVE ECHOHOLLOWRDJUHLST 22AVALONST WILLAKENZIERDKENTWOODDR 23BESTLN 39THAVEWILLAMETTEST 24BRAEBURNDR MILLSTPEARLST 25BROADWAY WOODSIDEDRFORRESTERWAY 26BUFFWAY WESTERNDRHARLOWRD 27CALVINST SPRINGBLVD50'NOFCRESTADERUTAST 28CAPITALDR 29MINDADR400'SOUTHOFMINDADR CARMELAVE AVALONSTJUHLST 30CASCADEDR MLK,JRBLVD(EAST)MLK,JRBLVD/CLUBRD 31CENTENNIALLP 28THAVE29THAVE 32CITYVIEWST SSFERRYSTBRIDGE50'SOFEWEBON/OFFRAMP 33COBURGRD 5THAVESOUTHEND 34COMMERCIALST FORRESTERWAYTANDYTURN 35CORYDONST HILYARDSTDILLARDRD 36EASTAMAZONDR KNOOPAVEROYALAVE 37ELIZABETHST WSHWY99ROYALAVE 38FAIRFIELDAVE 19THAVE24THAVE 39FILLMOREST SPRINGBLVDAGATEST 40FIRLANDBLVD COBURGRDWSDRWY1033 41FORRESTERWAY ROOSEVELT6THAVE 42GARFIELDST GOODPASTUREISRD(EASTINTERSECTION)GOODPASTUREISRD 43GOODPASTURELOOP (WESTINTERSECTION) 44 INTERIORSTNORTHENDOFCULDESACSOUTHENDOFIMPROVEDSECTION May 29, 2019, Work Session - Item 2 May 29, 2019, Work Session - Item 2 p p p p p p May 29, 2019, Work Session - Item 2 May 29, 2019, Work Session - Item 2 BqqfoejyE INDEPENDENT ACCOUNTANT’S REPORT ON APPLYING AGREED-UPON PROCEDURES To Jon Ruiz, City Manager City of Eugene Eugene, Oregon We have performed the procedures enumerated below, which were agreed to by the City of Eugene (“City”), solely to assist you in connection with the determination of whether expenditure of the 2012 general obligation bond funds approved for issuance through voter’s approval of Ballot Measure 20-197 were expended in accordance with the purposes and limitations outlined in City Council Resolution No. 5063; namely that such expenditures were: a) used only for costs related to street preservation projects, fund bicycle and pedestrian projects and payment of bond issuance costs and not to expand the motor vehicle capacity of the street system; and, b) limited to projects included in Exhibit A to the Resolution unless upon completion of all of the projects listed in Exhibit A the Council adds other street preservation projects to the list in order to utilize unspent bond proceeds. Management is responsible for the accounting records pertaining to the use of the bond proceeds. This agreed-upon procedures engagement was conducted in accordance with attestation standards established by the American Institute of Certified Public Accountants. The sufficiency of these procedures is solely the responsibility of those parties specified in this report. Consequently, we make no representation regarding the sufficiency of the procedures described below either for the purpose for which this report has been requested or for any other purpose. The City provided the following documents and information in connection with our agreed-upon procedures testing: An Excel spreadsheet detailing all charges allocated and/or invoices received by the City for expenditures related to the use of the bond proceeds Copies of Resolution No. 5063 and Ballot Measure 20-197 Copies of bids and contracts issued by the City for any projects to be completed using the bond proceeds Copies of supporting documentation including, but not limited to, invoices, cancelled checks, payroll records, certifications of payments and bank statements; and Copies of the City’s general ledger detail for the bond fund accounts. The procedures we performed and the related findings are as follows: (1)Expenditure testing. From January 1, 2018 through December 31, 2018, total expenditures for the projects funded by the 2012 bond proceeds were $7,130,935 per the City’s general ledger. We tested $4,534,930 or 63.60% of those expenditures. All tested expenditures were supported by appropriate documentation such as vendor invoices, certifications of payment, payroll records, signed contracts, and photographs of the work in progress. All tested expenditures were recorded in the proper account, fund and period and were spent on street projects included in Exhibit A of City Council Resolution No. 5063 or other street preservation projects approved by City Council, as permitted under Resolution 5063. No exceptions were noted. RSM US Alliance member firms are separate and independent businesses and legal entities that are responsible for their own acts and omissions, and each are separate and independent from RSM US LLP. RSM US LLP is the U.S. member firm of RSM May 29, 2019, Work Session - Item 2 International, a global network of independent audit, tax, and consulting firms. Members of RSM US Alliance have access to RSM International resources through RSM US LLP but are not member firms of RSM International. City of Eugene Page 2 Street Bonds - agreed-upon procedures (2)We reviewed bids and contracts related to two of five new construction projects during 2018. The bidding and contracting process for the two projects complied with the City’s procurement policies and procedures. (3)We recalculated the amount of unspent bond proceeds and compared that amount to the actual amount of bond proceeds remaining. The following is a summary of the 2012 bond proceeds and project expenditures from inception of the Street Bond project to December 31, 2018: FromFromFromFromFrom Issuance to1/1/20151/1/20161/1/20171/1/2018 12/31/201412/31/201512/31/201612/31/201712/31/2018Total Bond proceeds8,500,000$ 6,289,700 6,280,000 36,509,700$ 6,690,0008,750,000 6,355,849 7,130,935 36,697,289 Project expenditures 8 ,445,638 6,378,1488,386,719 As of December 31, 2018, the City had $200,000 outstanding on the line of credit facility. From January 1, 2018 through December 31, 2018, the City received $6,280,000 in bond proceeds and was charged interest of $14,305; the City repaid $7,094,305 during the same period. At December 31, 2018, the City had $6,490,300 in authorized borrowing remaining on the bonds ($43,000,000 authorized less $36,509,700 in proceeds received to date). Based on our limited testing, we noted that the City followed the purpose and limitation of the City Council Resolution 5063. We were not engaged to and did not conduct an audit, the objective of which would be the expression of an opinion on the financial records. Accordingly, we do not express such an opinion. Had we performed additional procedures, other matters might have come to our attention that would have been reported to you. This report is intended solely for the information and use of the City Manager of the City of Eugene, and is not intended to be and should not be used by anyone other than the City Manager. Isler CPA Eugene, Oregon February 4, 2019 May 29, 2019, Work Session - Item 2 !44!#(-%.4 B 2019 PAVEMENT MANAGEMENT REPORT An Update on Asphalt Pavement Conditions and Programs (2018 Rating & Inventory Data) : Prepared by Public Works Maintenance Surface Technical Team 1820 Roosevelt Blvd. Eugene, OR 97402 May 29, 2019, Work Session - Item B Cover Photos (top left clockwise): GO BONDS, Maintenance Surface Operations Staff, Map of City of Eugene Paved Streets circa 1957, Concrete Panel Replacement. May 29, 2019, Work Session - Item B EXECUTIVE SUMMARY The annual Pavement Management Report is generated toprovide updated information and data including improved streets,unimproved streets and off-street shared-use paths. This report provides surface descriptions and associated mileage, reviews current treatment programs and costs, and projects future treatment needs based on several funding scenarios. The transportation system is a significant public asset which requires continued maintenance and management.The asset is described in lane miles and/or centerline miles. Currently, Public Works manages 1371lane miles (553centerline miles) of streets and approximately 46 centerline miles of off-street shared-use paths within the City limits. This report includes a breakdown of the street transportation system in terms of pavement type, level of improvement, and functional classification. Street, improved alley, and off-street shared-use path condition data iscollected by Public Works Maintenance staff through on-site inspections. Utilizing this data, a Pavement Condition Index (PCI) score is generated. Formulas and methodology within the software help establish resourceful treatment recommendations and identify the financial implications of various response strategies. The Pavement Management System (PMS) also provides a detailed street inventory and condition trends using street condition data collected since 1987. A local gas tax was established in 2003 for a Pavement Preservation Program (PPP) because street repair funding was not adequate to keep pace with rehabilitation needs.Even with the local gas tax in place, it was reported in 2007, the anticipated backlog for rehabilitation needs would reach more than $282 million by 2016 (2007 Pavement Management Report). In 2008,a $35.9 million five- year bond measure was approved by voters, andan additional five-year bond for $43 million was approved by voters in 2012. The 2017 Bond measure ($51.2 M) addresses 91 street projects with 5 million going toward pedestrian and bicycle infrastructure improvements. With these funding sources,more than 204streets in Eugene have been or are identified to be repaired by 2023.The revenues from the local gas tax and the bond measures have helped reduce the backlog of street repair projects over the last 16 years. The current calculated backlog for repairs on improved asphalt streets at the end of 2018 is $68.4million, in2017 the reported backlog was $79.8 million. In addition to funding from the current street repair bond ending in 2023 and rising constructions costs, other factors contribute to current and future backlogs: Since the beginning of the Pavement Preservation Program (PPP) in 2002 the primary focus for preservation has been arterial and collector streets.These formerly rehabilitated streets are now showing signs of deterioration beyond what can be addressed using standard maintenance practices. It is anticipated that costs will continue to increase at a steady rate. Changes in costs for construction materials and labor will affect long-term backlog estimates. 1 May 29, 2019, Work Session - Item B EXECUTIVE SUMMARY () continued New construction techniques such as in-place recycling (also known as in-place cement treated base, ICTB) which strengthens existing roadbed materials for reuse and lowers impacts to the environment have been successfully used in place of conventional reconstruction techniques and resulted in additional cost savings. In 2018,Public Works hireda third party consultant to review pavement data,confirming accuracy. The backlog estimate does not take into account the repair needs for concrete streets, unimproved streets, sidewalks, off-street shared-used paths, or other elements of the transportation system. The report utilizes three funding scenarios to project treatment needs and costs over a 10-year period. The analyses uses bi-annually updated costs provided by Public Works Engineering,whichare adjusted to include a 2 percent inflation factor. Following is a summary of the analyses: Based on the projected funding (Table 3,pg. 14), a $192 million backlog is projected in 10 years. Last year the projected backlog was $182million. In 2023bond funding will end, decreasing pavement preservation from an average of $11.9million to $3.2 million. Based on current and projected funding of $3.2 million, an additional $6.4 million is needed annually to prevent arterial and collector streets from falling into the reconstruct range and to eliminate the reconstruct backlog for arterial and collector streets in 10 years. In addition to the above mentioned need,$4.6million annually is also needed to prevent residential streets from falling into the reconstruct category, and to eliminate the residential reconstruct backlog in10 years. 2 May 29, 2019, Work Session - Item B SCOPE OF REPORT This report is comprised of four primary sections: Street Inventory: The street inventory is discussed, including improvement status and functional classification definitions. : Pavement Management System (PMS)Abrief history and description of the Pavement Management System used by the City,the selection process and conversion to Paver system is discussed. Included in this section are: the rating methodology, pavement inspection frequency, pavement conditions described by the Pavement Condition Index (PCI), and specific distress definitions and the resulting reports. Pavement Preservation Program (PPP): The Pavement Preservation Program is highlighted in this report, including Maintenance and Engineering division roles, treatment types and estimated unit costs, project prioritization, sustainable construction, current treatment costs,projected funding, historical and projected funding graphs, unimproved streets, and off-street shared-use paths. Projects: This section includes completed and future project lists and maps, including a map of the projects identified in the 2017bond measure. The City of Eugene has jurisdictional responsibility for many types and classifications of transportation facilities. Many factors such as age, development type, traffic loads, use, and future transportation needs affect the maintenance and rehabilitation planning for the system. The section inventory component of the PMS allows a reporting of both centerline miles (intersection to intersection) and lane miles of each section of the system. While commonly used in reporting distance, centerline miles do not relate equally across streets of different widths or number of lanes. For this report, comparisons typically are shown both in centerline and 12 foot-wide lane miles unless otherwise noted. Improvement Status For purposes of establishing budget allocations and rehabilitation priorities, and performing maintenance activities based on established maintenance policies, the City ofEugene divides the street inventory into two distinct categories: Improved Streetsare streets which are engineered for structural adequacy, have storm drainage facilities which include curbs and gutters, and have either an asphalt concrete (AC) or a Portland cement concrete (PCC) surface. Improved streets are either fully improved at the time of development, or were improved through a local improvement district (LID) and paid for in part by the abutting property owners. In some cases, a street may have been fully improved while under state or county jurisdiction and then surrendered to the City. Improved streets receive the highest level of ongoing maintenance and are eligible for rehabilitation funding through Eugene's Capital Improvement Program (CIP) and (PPP). 3 May 29, 2019, Work Session - Item B Unimproved Streets are streets with soil, gravel, or asphalt mat surfaces, have not been structurally designed,and no curbs orgutters. Typically, an unimproved street must be fully improved through a LID, and funded in part by the abutting property owners before a higher level of service will be provided ( maintenance service). These streets receive a low level of ongoing maintenance,limited primarily to emergency pothole patching (three inches or greater in depth),and minimal roadside ditch maintenance.To address the deterioration of these streets,Public Works is currently allocating $375,000 annually from the Road Fund for the Enhanced Street Repair Program. Since 2008, 119 unimproved streets,totaling 48lane miles,have been resurfaced as a temporary treatment. In addition, several unimproved streets have been upgraded to engineered street standards through assessment projects. The following table (Table 1) categorizes em in centerline miles and 12-foot lane-miles by pavement type and by functional class. Table 1 Miles and Lane Miles of Street System by Classification and Pavement Type *Note: 2018 ODOT Right-of-Way transfers not included. 4 May 29, 2019, Work Session - Item B Functional Classifications The quantity and associated vehicle weight of traffic using streets is a critical factor affecting the rate at which pavement and roadbeds deteriorate. Eugene divides streets into five categories called functional classifications (FC),each representing a different volume and type of vehicular usage. The Paver terminology for functional classification/section rankis identified as follows: Major Arterial (FC-1) - (A):Major Arterials are usually four or more lanes and generally connect various parts of the region with one anotheoutside worldThey serve as major access routes to regional destinations such as downtowns, universities, airports, and similar major focal points within the urban area. Major Arterials typically carry an average of more than 20,000 vehicles per day. Major Arterials receive high priority maintenance. Minor Arterial (FC 2) - (B):Minor Arterials are typically two or three lanes. These streets provide the next level of urban connectivity below major arterials. In most cases,their main role tends to be serving intra-city mobility.Minor Arterials carry between 7,500 and 20,000 vehicles per day. Minor Arterials receive priority maintenance. Major Collector (FC-3) - (C):Major Collectors can be found in residential, commercial,and industrial areas.They typically carry between 2,500 and 7,500 vehicles per day. Major Collectors have a higher priority for maintenance than local streets. Neighborhood Collector (FC-4) - (D):Neighborhood Collectors are found only in residential neighborhoods and provide a high degree of access to individual properties in a neighborhood. They typically carry between 1,500 and 2,500 vehicles per day. Local (FC-5 - (E): Local streets provide access to individual properties along the roadway.They are narrow, slow-speed, and low-volume service facilities. They typically carry fewer than 1,500 vehicles per day and receive low priority maintenance. Local streets are also referred to as Residential streets. The following graph (Fig.1) illustrates both centerline miles and lane miles by improvement type and functional classes. 1400 1300 1200 Mileage by Functional Class -Improved and Unimproved 1100 1000 900 800 700 600 500 400 300 200 100 0 Major ArterialMinor ArterialMajor Colls.Neigh. Colls.LocalTotal Improved 12' lane miles 73233104697851263 Unimproved 12' lane miles 035891107 Improved centerline miles 20693527337488 Unimproved centerline miles02245765 Figure 1 Mileage by Functional Class Improved and Unimproved 5 May 29, 2019, Work Session - Item B PAVEMENT MANAGEMENT SYSTEM Public Works has used Paver since 2013as its pavement management system. Pavement Management System(PMS) programsanalyzecollected rating data and process the data to provide reportson the current and projected conditions of the street system.In addition,the programisused to evaluate the effectiveness of planning and funding priorities andprovides guidance in the decision-making process.A primary goal, through judicious maintenance,is to prevent pavement failuresin the most efficient means based on selected parameters. Pavement Inspection Frequency Two predominant work efforts required to maintain the PMS are; updating the street inventory, and performing the annual inspection of surface conditions. City streets are divided into sections based on their Functional Classification (FC), pavement type, and geometricdesign. Sections are the basic unit for evaluating streets and surface conditions. A sections is defined as a portion of a street with a beginning and ending description. Changes in geometric features are used as a guide for determining sections. Examples of geometric differences are the surface type, section width, surface age, and extent of past rehabilitations.Public Works currently manages over 6100 street sections. Field inspections are conducted by pavement raters who walk each street section evaluating the pavement surface for signs of distress. Arterial and collector streets are inspected annually, residential streets are inspected on a three-year cycle,and off-street shared-use path and improved alley inspections are completed on a two-year cycle. This year, staff inspected 171 miles of arterial and collector streets,117miles of local streets in the West Eugene and Downtown areas,plus 14miles of improved alleys throughout the city. Pavement Condition Index (PCI), Deduct Values, and Distresses Pavement distresses are dependent on pavement type and are rated by severity and extent. Paver provides a numerical value (PCI) calculated internally based on deduct values for the distresses rated per street section. A street with a PCI of 100 represents a new or recently rehabilitated street. This PCI value is the basis used to analyze the surface treatment needs. Distress data are collected using Tablets and then uploaded to the pavement management software. Paver method rates severities and all their extents for up to 20 different distresses.As the condition of a streetssurface begins to deteriorate,the PCI decreases. Asphalt distresses typically observed are alligatoring, longitudinal and transverse cracks, rutting, and raveling. Distresses in concrete streets typically observed and rated include cracks per panel, raveling, joint spalling, faulting, and crack sealing. Descriptions of some common distresses are shown below: 6 May 29, 2019, Work Session - Item B Alligator Cracking:When the asphalt begins to crack in all direction it is called alligator cracking. Longitudinal Cracking/Transverse Cracking:These are cracks that run parallel to the roadway centerline (longitudinal) and perpendicular to the roadway center line (transverse).These distresses usually divide the piece into different sections and which are caused by repeated traffic loading. The low-severity cracks are not considered serious to the overall function and safety of the road. Medium to high-severity cracks are usually caused by heavy traffic loads and environmental factors and can become very serious distresses.The picture below shows longitudinal cracking. Rutting:When the traffic of the street becomes heavy for long periods of times the asphalt begins to sink into the wheel path of the vehicles causing a rut. When there is a rut it is usually along the length of the road and is one to two feet wide and there are almost always two ruts, one for each wheel path of the vehicle. The severity of the rut is to more than 7 May 29, 2019, Work Session - Item B Joint Spalling:Spalling is the deterioration of the edges of a concrete slab within twofeet (0.6m) of the joint. The edges get chipped off concrete slabs causing spalling. Spalling is caused by heavy traffic loads and environmental factors. Raveling:The roads, mainly asphalt, over time become worn out and rough not smooth as when they were first put in, often due to age and the effects of UV rays. Raveling measures the severity of the roughness and coarseness of the top layer of the street. Faulting:Faulting is the difference in elevation across the slab. One side may be leaning up more over the other side. Causes are soft foundations, heavy traffic, poor construction, and environmental damage. 8 May 29, 2019, Work Session - Item B How Pavement Management System Information is Used The primary purpose of maintaining a PMS is to collect and analyze information relating to street system condition and deterioration trends. With this vital information,public works managers ensure the most cost-effective maintenance or rehabilitation strategies are identified and performed at the optimum time. Each year the PMS is used to generate several reports requested by other agencies as well as statistical data requested within our own agency. The following is a sample of reports produced with PMS data: Pavement Preservation Project List Crack Seal Program Five-Year Surface List five-year moratorium for street cutting ODOT Oregon Mileage Report City of Eugene Public Infrastructure Table Annual Insurance Marketing Report Transportation Service Profile HB2017 - Keep Oregon Moving PAVEMENT PRESERVATION PROGRAM Street preservationand rehabilitation, capital improvements, off-street shared-use path projects, and maintenance efforts make up Pavement Preservation Program (PPP). Additionally, Public Works budgets funding for Maintenance Operations torepair portions of the unimproved street system through the Enhanced Street Repair Program. Both PW Maintenance and PW Engineering divisions have important roles within the PPP. PW Maintenance Roles Public Works Maintenance Surface Technical team conducts the pavement rating, budget and street life analysis, resulting in a list of proposedprojects provided to Engineering for field testing and final grouping. Operations staff provides preventative maintenance of all City streets (including concrete streets) and off-street shared-use paths. Preventative maintenance extends the life of the transportation asset andis of highest priority. Improved asphalt streets receive the highest level of maintenance. Preventative maintenance helps PCI from dropping into a more costly treatment category. 9 May 29, 2019, Work Session - Item B PW Engineering Roles Public Works Engineering receives projects proposed for preservation from the Maintenance Division three years in advance of planned construction. Engineering performs field investigations to confirm treatment needs and reviews historic data on construction and maintenance of streets. Streets are then prioritized for detailed pavement testing and design recommendations based on the available funding and the assessed condition of the streets. Pavement testing and design reports identify whether a street needs to be reconstructed or rehabilitated (overlaid) and the range of treatment options available. If a street requires a full reconstruct,it is typically deferred until funding is identified. Public Works Engineering is responsible for capital project management including design, stakeholder coordination and communication, contract administration, and construction management. Public Works Maintenance receives updated construction costs from Engineering and utilizes this data for analysis and reporting of projected backlogs. Reports are based on a system-wide approach, not at the project level performed by Engineering. Treatment Types Treatments reflected in the backlog analysis are limited to three types: slurry seal, overlay,and reconstruct. Slurry Seal:The slurry seal option allows for a cost-effective treatment to seal the surface and restore the skid resistance of local streets, which do not carry high traffic loads. This treatment is not used on streets which require strengthening or reconstruction. Typical slurry seal costs include street cleaning, removal of vegetation, minor base repairs (dig-outs), sealing of cracks, and application of an emulsified asphalt-aggregate mixture to the entire paved surface. Associated costs include replacement of striping and pavement markings, and other work needed to return the street to normal operation. Overlay:Typical overlay rehabilitation costs include milling of existing pavement to a moderate depth to remove existing cracking and increase the strength of the structural section. Isolated areas of severely distressed pavement are removed and replaced including a new aggregate base. Associated costs include replacement of striping and pavement markings, adjustment of manholes, and other work needed to return the street to normal operation. Reconstruct:Typical street reconstruction costs include removal of the existing pavement and base structural section and replacement with a new structural section which will meet a 20-year design life. Isolated areas of curb and gutter are replaced where they would not be suitable to contain new paving or have severe drainage problems. The following table (Table 2) identifies the estimated costs for the various treatment types including costs to upgrade curb ramps to comply with The American with Disabilities Act (ADA).The slurry seal treatment is exempt from ADA requirements. Construction costs are updated on a bi-annual basis. 10 May 29, 2019, Work Session - Item B Table 2 Lane Mile Cost by Treatment and Functional Class The following graph (Fig.2)identifies the trigger points (PCI) for each treatment based on Functional Class. Figure 2 PCI Treatment Range by Functional Class 11 May 29, 2019, Work Session - Item B Project Prioritization Methodology Selecting streets or street sectionsfor treatment is done through a process involving analysis, testing, and staff experience. Using the data produced by Paver, and combining this information with estimated revenues allows staff to approximate backlogs and group potential street sections for consideration for treatment under the Pavement Preservation Program. As a means of optimizing funding, stbasis. Rather, Public Worksmain objective is to keep street sections from slipping into reconstruct, a more costly category, see . By overlaying a street before it significantly deteriorates, 15to 20 years of useful life can be added, resulting in substantial cost savings. Once a street has deteriorated to the point that it must be reconstructed,the opportunity for an overlay is lost.As a result, streets that are categorized as overlay projects receive the highest priority for corrective treatment.Street Bond Measures have been the exception, additional criteria such as citizen input and equitable geographic distribution of projects throughout the community are also considered. Sustainable Construction Since 2008, Eugene has been inthe forefront of sustainable construction and paving practices, some of which include paving with warm mix asphalt (WMA), using reclaimed asphalt pavement (RAP),and full depth reclamation (FDR). Production of warm mix asphalt solution for the environment with noticeably reduced energy consumption and greenhouse gas emissions. Exposure to fuel emissions, fumes, and odors are reduced for asphalt producers, construction workers,and the public. Benefits of paving with WMA are the ability to extend the paving season in colder weather,longer haul distances, and better road performance. Warm mix asphalt is identical to conventional hot mix asphalt, except that through a special mixing process itis produced at a temperature approximately 50 to 100 degrees cooler than conventional hot mix asphalt. This mixing process for asphalthas many benefits, it aids in compaction during paving, helps prevent premature aging, andslowsthe aging process of asphalt. In Eugene, all asphalt producers have retrofitted their plants to produce warm mix asphalt. Council set goals in 2011 for waste reduction byrequiring that the volume of material placed in landfills be reduced. In addition to using WMA, Public Works conducted twopilot projects specifying that reclaimed asphalt shingles (RAS) be used as a binder in the asphalt mix, thereby keeping this material from entering the waste stream. The City continues to use warm mix asphalt and in-place recycling techniques to improve the quality, environmental footprint, and cost efficiency of the street bond projects. Key terms in sustainable construction practices: In-Place Recycling: A process in which a large piece of equipment called a reclaimer pulverizes and mixes the existing base rock and a portion of subgrade soils with dry cement and water to create a cement-treated base. This process greatly reduces the use of virgin materials and trucking that are needed using conventional remove-and-replace construction techniques. 12 May 29, 2019, Work Session - Item B Full Depth Reclamation: When applicable, partial or full-depth reclamation (FDR) is used as a cost and time-saving alternative to traditional reconstruction. Associated costs include replacement of striping and pavement markings, adjustment of manholes, and other work needed to return the street to normal operation. Crack Seal: Placing specialized materials into cracks in unique configurations to keep water and other matter out of the crack and the underlying pavement layers. Crack sealing can be used for two different reasons in pavement maintenance. One is a treatment to seal the cracks in order to prevent moisture intrusion into the pavement. The other is preparatory work for other treatments, such as overlays, and slurry seals. Reclaimed Asphalt Pavement (RAP):The term given to removed and/or reprocessed pavement materials containing asphalt and aggregates. These materials are generated when asphalt pavements are removed for reconstruction, resurfacing, or to obtain access to buried utilities. When properly crushed and screened, RAP consists of high-quality, well-graded aggregates coated by asphalt cement that can be reused as a substitute for a portion of virgin materials in asphalt and aggregate base. Recycled Asphalt Shingles (RAS):A primary reason for the high potential value of recycled shingles is that they contain ingredients that hot mix asphalt (HMA) producers purchase to Asphalt shingles also contain a fibrous mat made from organic felt (cellulose) or fiberglass that can also be valuable as fiber in some asphalt paving mixes. Current Treatment Costs This chart (Fig.3) provides detail of the current cost for treatment of the entire improved system excluding concrete streets at the end of the 2018rating period. The total estimated treatment cost backlog at the end of 2018 is $68.4million down from $79.8million reportedin 2017. $80,000,000 Treatment Costs By Functional Class 2018 Year End $60,000,000 $40,000,000 $20,000,000 $0 Major ArtMinor ArtCollNeigh. CollLocalTotal Slurry $0$0$0$0$9,324,000$9,324,000 Overlay $2,094,000$6,991,000$230,000$717,000$37,205,000$47,237,000 Reconst $0$1,046,000$1,463,000$1,156,000$8,243,000$11,908,000 Total $2,094,000$8,037,000$1,693,000$1,873,000$54,772,000$68,469,000 Figure 3 Treatment Costs By Functional Class 13 May 29, 2019, Work Session - Item B Projected Funding for Pavement Preservation Program FY17through FY24 From the inception of the Pavement Preservation Program (PPP),Eugene has been faced with the challenge of securing adequate, sustainable funding for this program. There are several sources that contribute funding for pavement rehabilitation and reconstruction projects. The primary source of ongoing revenue is the Cis ), which is currently levied at 5 cents per gallon. The reimbursement component of Transportation System Development Charges (SDCs) have historically generated close to $800,000 per year for PPP projects, but have dropped significantly. The cumulative effect of these factors is that PPP annual revenues, which were once projected at $4.2 million annually, are now projected to level out at approximately $3.2million. Projected Funding Sources Pavement Preservation Projects FY17 through FY24 Fiscal YearLocal Gas TaxSDCBondOtherTotal Funding Note 1Note 2Note 3Note 4 FY17 (actual)$3,081,192$600,251$8,600,000$44,962$12,326,405 FY18 (actual)$3,135,901$636,858$8,900,000$48,671$12,721,430 FY19 (est)$3,300,000$562,000$6,220,000$60,000$10,142,000 FY20 (est)$3,100,000$98,000$9,755,000$49,000$13,002,000 FY21 (est)$3,100,000$80,500$9,430,000$49,000$12,659,500 FY22 (est)$3,100,000$80,500$9,720,000$49,000$12,949,500 FY23 (est)$3,100,000$80,500$9,620,000$49,000$12,849,500 FY24 (est)$3,100,000$80,500$9,990,000$49,000$13,219,500 Notes: 1) Local Motor Vehicle Fuel Tax (gas tax) revenues are assumed at the 5-cent level throughout the forecast period. 2) SDC reimbursement revenue is projected to maintain low level of activity through the forecasted period. 3) November 2017 voters passed a 3rd 5 year bond. November 2012 voters passed a second five year bond measure starting FY15. 4) "Other" revenue generally includes investment interest, permit fees and other miscellaneous resources. The estimate year's does not include reimbursements from other agency. This does not include the Jurisdictional transfer funds for Hwy 99. Table 3 Projected Funduing Sources PPP FY17-FY24 14 May 29, 2019, Work Session - Item B Historical and Projected Funding Outcomes Based on current funding, a ten year analysis (2018-2028) has been performed using a PMS software program. The program evaluates the deterioration of each section based on individual PCI ratings. Itthen projects when to apply the necessary treatment at the appropriate time. When possible, the program recommends a less expensive treatment earlier in the degradation curve to prevent the street from falling into an overlay or reconstruct range. In the following four graphs (Figs. 4,5,6,7) this projected evaluation includes historical data to present a more comprehensive view of the street system. The graphs show the impact of past and current funding over a 20-year period (2008 to 2028). Each graph indicates the percentageof streets that fall within a specific treatment range (reconstruct, overlay and no treatment). Plotting the percentages of streets within a treatment range over time visually demonstrates the overall condition of streets within that class. This is useful when deciding how to allocate funds in future years. Historical and Projected Funding Impacts to Arterial Streets 100% 90% 80% 70% 60% 2017 bond measureends 2023 50% 40% 30% 20% 10% 0% 200820092010201120122013201420152016201720182019202020212022202320242025202620272028 No TreatmentOverlayReconstruct Figure 4 Historical and Projected Funding Impacts to Arterial Streets Arterial streets have been a major focus of the PPPsince 2002; as a result,the percentage of arterial streets within the reconstruct treatment range has steadily declined. Roughly 39 lane- miles are planned for treatment through the 2017 Bond Measure. When the Bond Measure ends in 2023, we see an increase in the overlay range due to streets beginning to deteriorate beyond regular maintenance activities. The projected funding of $3.2 million isinadequate to prevent overlays at the bottom end of the range from falling into the reconstruct category. The increased cost for reconstruct treatments as well as a decrease in projected funding furthers the potential for overlays falling into the reconstruct category. 15 May 29, 2019, Work Session - Item B Figure 5 Historical and Projected Funding Impacts to Collector Streets As a result of completed projects, reconstruction and overlay treatment needs have also decreased since 2008. However, analysis indicates overlay treatment needs are increasing such that by 2028 we will be approaching the overlay treatment needs that were required in 2008. Analysis also indicates a slight increase in reconstruct needs of approximately 11 lane miles after four centerline miles are treated with funds from 2017 bond funding. The previously treated streets in the arterial system will begin to show deterioration beyond regular maintenance activites. 16 May 29, 2019, Work Session - Item B Historical and Projected Funding Impacts to Residential Streets 100% 90% 80% 70% 2017 bond 60% measure ends 2023 50% 40% 30% 20% 10% 0% 200820092010201120122013201420152016201720182019202020212022202320242025202620272028 No TreatmentOverlayReconstruct Figure 6 Historical and Projected Funding Impacts to Residential Streets To date, the primary treatment for residential streets has been slurry seals, which are included in the no treatment category, 207lane miles (89centerline miles). Slurry seal treatment may increase the life by five to seven years, and increasethe PCI, typically elevating it out of an overlay range Following this time period,these same streets will typically fall into the mid to low end overlay treatment category. Residential (Local) streets make up 75percent of the total street system backlog in 10 years.To date,residential streets have not been adequately funded for preservation. Between the three bond measures, approximately 31 centerline miles have or will receive repairother than a slurry seal treatment, less than 10 percent of the residential street system. The percentage of streets within the overlay treatment range continues to increase along with an increase of reconstruct treatments. Looking back, the percentage of residential streets within the no-treatment range has been dropping and is projected to continue so that by 2028,over 45percent of residential streets will require treatment which is 57 percent of the $191 million dollar backlog cost in ten years. 17 May 29, 2019, Work Session - Item B Figure 7 Historical and Projected Funding Inpacts to Total Street System Thegraph (Fig.7) ofthe combined arterial, collector and residential streets reflects the recommended treatment needs for the overall street system and indicates the insufficient funding for residential streets.e streets requiring both reconstruction and overlay treatments increase. The projected $191 million backlog in 10 years represents a majority of streets in the high-end overlay ranges. Arterial, collector,and residential streets benefitting from past rehabilitations often only require minimal work such as a thin-lift overlay. This treatment is much lower cost than overlay costs used for the current analyses. 18 May 29, 2019, Work Session - Item B Concrete Improved Street System Of the 555 centerline miles of streets 36 centerline miles (89 lane miles) are concrete. In 2015 staff were able to refine concrete street inventory data so condition inspections could be completed. Unlike asphalt streets, concrete streets require panel counts plus an average width and length of the panel for the calculation of PCIs. Concrete sections are best evaluated when defined as a city block. Historical concrete designs for typical city blocks contained 66 panels, three columns of panels within a block length,or 33 panels with twocolumns. Concrete streets,like bike paths,are built for alife of 50 or more years before requiring complete reconstruction. Deterioration of concrete streets occurs within individual panels with many panels not requiring repair. Due to these unique factors for concrete streets, analyses which predict future needs of this system tend to be less accurate than asphalt surfaces. However,like unimproved streets and bike paths,we can provide a current condition of this system. Past repair of these streets wasprovided primarily by City maintenance crews which consisted of panel replacements for the most deteriorated panels. Historical construction data indicates that 60 percent of concrete streets in Eugene are over 70 years in age. Based on past maintenance repairs these streets over time may have had a majority of panels replaced. By the end of the 2017 Bond Measure (2023), approximately 17 lane miles (six centerline miles) of concrete streets will have been rehabilitated from past and current funding sources. Through the new bond measure,an estimated $5 million will be spent on approximately seven lane miles of concrete streets. % of Concrete System by Functional Class 25.00 20.00 15.00 Arterials Collectors Locals 10.00 5.00 0.00 FailedSeriousVery PoorPoorFairSatisfactoryGood Figure 8 Percentage of Concrete System by Functional Class 19 May 29, 2019, Work Session - Item B Figure 9 Map of Concrete Streets 20 May 29, 2019, Work Session - Item B Unimproved Street System ransportation system consists of 555 centerline miles of improved and unimproved streets. The unimproved portion of this total includes 53 centerline miles (91 lane miles) of asphalt and bituminous surface streets. The intent of this section is to describe the overall condition of unimproved asphalt streets, highlight potential treatment needs, display associated rehabilitation costs, and indicate the projected backlog repair cost for addressing the street classification. It is important to note that any treatment short of being brought up to full urban street standards should be considered temporary. The estimated cost to improve this classification to meet the urban street standards is approximately $60 million. In addition, the following backlog figure is separate from the improved street backlog figure. Based on 2018 rating data of the unimproved street system,there is a backlog of temporary repair projects, totaling an estimated $3.2million, up from $3.10million reported in 2017.The following charts and graphs indicate that 70percent of the system falls into a no treatment category, up from 68percent reported in 2017.Approximately 124unimproved streets have benefited from full or partial treatment since 2008, though eleven percent of the system falls into tospend $375,000annually to address a portion of these streets when funding allows. 2018 Unimproved Asphalt Street Condition and Rehabilitation Report (2018 Rating Data) Rehabilitation PCILane Miles% of SystemConditionUnit Cost/SQFT *Treatment ** Cost 0-100.30.3%Poor$63,490$3.50FDR 11-203.53.9%Poor$610,913$2.75FDR or 2"AC 21-306.57.3%Poor$724,600$1.751.5"-2" AC 31-406.57.3%Fair$720,237$1.751.5"-2" AC 41-505.25.9%Fair$580,263$1.751.5"-2" AC 51-601.71.9%Fair$184,396$1.751.5"-2" AC 61-652.83.2%Fair$314,496$1.751.5"-2" AC 66-703.03.4%Good$0$0.00No Treatment 71-805.46.1%Good$0$0.00No Treatment 81-858.69.7%Good$0$0.00No Treatment 86-9011.112.5%Excellent$0$0.00No Treatment 91-10038.7%Excellent$0$0.00No Treatment 34.5 Total $3,198,395 ** Example Rehabilitation * Unit cost based treatments. Actual 89.2100.00% on recent project treatment would costs need further analysis. Table 4 Unimproved Asphalt Street Condition and Rehabilitation 21 May 29, 2019, Work Session - Item B The following graphs (Fig.10, 11) are a visual representation of the information provided in (Table 4), above. Lane Miles of Unimproved Streets by Condition 50.00 45.00 40.00 35.00 2012 30.00 2014 25.00 2016 20.00 2018 15.00 10.00 5.00 0.00 PoorFairGoodExcellent Figure 10 Lane Miles of Unimproved Streets by Condition Percentage of Unimproved Streets by Condition 60 50 40 2012 2014 30 2016 2018 20 10 0 PoorFairGoodExcellent Figure 11 Percentage of Unimproved Streets by Condition 22 May 29, 2019, Work Session - Item B Off-StreetShared-Use Paths Shared-use paths are utilizedby a variety of non-motorized users including; pedestrians, cyclists, skaters, and runners. Shared-use paths are typically wider than an average sidewalk and paved with asphalt or concrete. There are approximately 46 miles of shared-use paths within UGB, all of which are scheduled to be rated in 2019. In 2017, staff rated 45miles of shared-use paths. In 2015 approximately 30 miles of shared-use paths were in a PCI condition of 90 or above, however, this number dropped to 23 miles in 2017. The City standards for shared-use paths require a concrete structure no less than six inches deep and 12 feet wide. Paths designed, constructed or reconstructed to current standards are expected to have a 50-year life. Of the $51.2 million 2017 bond, $5 million will go toward safety improvements for pedestrian and bicycle infrastructure. Figure 12 Map of Off-Street Shared Use Paths 23 May 29, 2019, Work Session - Item B The following graphs (Fig 13,14) show the division of surface types and widths within the system as of 2018. Off-Street Shared-Use Path Surface Type: Off-Street Shared-Use Path Existing Widths: Less Than Asphalt 12' 33% 12' or 32% Greater Concrete 68% 67% Less Than 12'12' or Greater AsphaltConcrete Figure 13 Path Type Percentage Figure 14 Path Widths Percentage The following graph (Fig.15) shows the path condition in 2018for the system. Miles of Off-Street Shared-Use Paths by Condition (Last rated in 2017) 50.00 45.00 40.00 35.00 Poor 0-50 PCI 30.00 26.1 Fair 51-69 PCI 25.00 Good 70-89 PCI 20.00 Excellent 90-100 PCI 16.0 15.00 10.00 4.0 5.00 0.3 0.00 Figure 15 Miles of Paths by Condition 24 May 29, 2019, Work Session - Item B Shared-use path projects have been historically funded by state and federal grants and more recently by voter-approved bond measures. There is currently no long-term funding identified specifically for shared-use paths. The following is a list of completed and current projects, including shared-use paths funded by the bond measures. Fiscal Name Year Funding Fern Ridge Chambers - City View 2004 STP-U Garden Way Bike Path 2005 STP-U Monroe Bikeway 2006 STP-U N Bank Path Club Rd 3000'W 2006 STP-U Transportation Enhancement West Bank Trail 2007 (TE) Funds Delta Ponds Bridge 2007 Various Federal and Local Funds Amazon: SEHS - 31st Bike Path 2009 PBM Fern Ridge Path Rehab/Westmoreland Connector 2010 PBM South Bank Path Rehab 2011 PBM West Bank Trail Extension 2011 STP-U/TE Fern Ridge: Chambers - Arthur 2012 ODOT Rapid Readiness Funds W Bank: Greenway - Copping 2012 PBM Amazon/Willamette River Path Connectors 2012 State Urban Trail Funds North Bank Path: DeFazio Bridge to Leisure Ln. 2012 STP-U Fern Ridge: Terry - Greenhill 2013 STP-U/TE South Bank Path - Riverplay to DeFazio Bridge 2013 PBM South Bank Path - Knickerbocker Bridge to Franklin Blvd 2015 N/A Fern Ridge Path - Commerce to Connector Path 2016 LGT Jessen Multi-Use Path BeltLine Hwy to Ohio St. 2018 TE I-5 @ Beltline Interchange 2015 Other West Bank Path Maurie Jacobs to Copping 2019 POS/PBM Table 5 List of Shared-Use Path Projects Project Funding Abbreviations PBM Paving Bond Measure LGT Local Gas Tax/SDC/Other STP-U Surface Transportation Funds-Urban (Federal) TE Transportation Enhancement (Federal) POS Parks Bond Measure 25 May 29, 2019, Work Session - Item B Scheduled Street Projects for 2019 2019 Project Name and Limits Lane Miles Funding 3rd AVE (High to Pearl) 0.19 PBM 5th AVE (Chambers to Grant) 0.14 PBM 11th AVE (Tyinn to Bailey Hill) 3.02 PBM 19th AVE (Hilyard to Agate) 1.73 PBM 19th AVE (Jefferson to Tyler) 1.29 PBM Alder ST (24th Ave to 27th Ave) 0.85 PBM Balfour ST (North End to Terresa) 0.15 PBM Barger DR (100' E Of Altimon to Primrose) 3.26 PBM Bedford WAY (Oakway to Fairoaks Dr) 0.33 PBM Brookside DR (Brae Burn (North) to SS 999) 0.85 PBM Brookside DR (Brae Burn (South) to NS Montara Wy) 0.51 PBM Coburg RD (County Farm Rd to N Game Farm Rd) 3.60 LGT Elanco + 1 CDS AVE (Norkenzie Rd to North CDS) 0.27 PBM Fair Oaks DR (Oakway Rd to Fairway Lp) 0.80 PBM Jerry ST (Richard to Royal) 0.12 PBM Lariat DR (Oakway Rd to Lariat Dr) 1.24 PBM Lariat Meadows DR (Lariat to East End) 0.40 PBM Lariat Mesa (Lariat to East End) 0.16 PBM Lawrence ST (Drwy 36 to 6th Ave) 1.13 PBM Louis ST (Hawthorne to Drwy 715) 0.50 PBM Mill ST (2nd Ave to 4th Ave) 0.40 PBM Montreal AVE (Balfour to Calgary) 0.25 PBM Olive ST (5th Ave to 6th Ave) 0.23 PBM Quebec ST (Calgary to Elanco) 0.35 PBM Richard AVE (Hwy 99N to Fairfield) 0.48 PBM Sundance + 1 CDS ST (Sundial to East End) 0.32 PBM Terresa AVE (Gilham to Montreal) 0.37 PBM Villard ST (Franklin to Drwy 1460) 0.49 PBM Willamette ST (23rd Ave to 29th Ave) 0.67 PBM Table 6 2019 Street Projects Project Funding Abbreviations PBM Paving Bond Measure LGT Local Gas Tax 26 May 29, 2019, Work Session - Item B The following map (Fig.16) illustrates the Pavement Projects scheduled for 2019. Figure 16Map of 2019 Street Projects 27 May 29, 2019, Work Session - Item B The following map (Fig.18) illustrates Pavement Preservation Projects since inception of the program 2002 - 2018. Figure 18 Projects Since PPP Inception 28 May 29, 2019, Work Session - Item B The following map (Fig.19) illustrates the Enhanced Street Repair Program 2008-2018. Figure 19 Enhanced Street Repair Program 29 May 29, 2019, Work Session - Item B The following map (Fig.20) illustrates Pavement Preservation Projects and Enhanced Street Repair Program since inception of the programs 2002 2018. Figure 20 All Projects Since Inception 30 May 29, 2019, Work Session - Item B Figure 21 2017 Bond Projects 31 May 29, 2019, Work Session - Item B Project List (Table 7)for 2017 Bond Measure to Fix Streets MAP # Street NameFromTo 103RD AVENUEHIGH STPEARL ST 204TH AVENUECOBURG RDPEARL ST 305TH AVENUECHAMBERS STGRANT ST 408TH AVENUECHAMBERS STMONROE ST 508TH AVENUEWILLAMETTE STMILL ST 608TH AVENUEGARFIELD STCHAMBERS ST 711TH AVENUECHARNELTON STCHAMBERS ST 811TH AVENUECHAMBERS STGRANT ST 911TH AVENUETYINN STBERTELSEN RD 1017TH AVENUEHILYARD STOAK ST 1119TH AVENUEWILLAMETTE STHIGH ST 1219TH AVENUEHILYARD STFAIRMOUNT BLVD 1320TH AVENUEWILLAMETTE STOAK ST 1424TH AVENUEHARRIS STAGATE ST 1546TH AVENUEFOX HOLLOW RDDONALD ST 16AGATE STREETN 163 BLACK OAK RDFIRLAND ST 17ALDER STREET30TH AVE32ND AVE 18ALDER STREET24TH AVE27TH AVE 19AMAZON PARKWAY19TH AVE2693 S OF E 24TH 20ARROWSMITH STREETTERRY ST11TH AVE 21BAILEY HILL ROAD5TH AVE11TH AVE 22BAILEY LANEBOGART LNLUELLA ST 23BALFOUR STREETTERRA AVENORTH END 24BEDFORD WAYOAKWAY RDFAIR OAKS DR 25BREWER AVENUEBREWER AVENUESOUTH END 26BROADWAYMILL ST11TH AVE 27BROOKSIDE DRIVEBRAE BURN DR (NORTH) ADDR 999 28BROOKSIDE DRIVEBRAE BURN DR (SOUTH) MONTARA WAY 29CALGARY STREETHOLLY AVEELANCO AVE 30CANDLELIGHT DRIVEAVALONROYAL 31CARMEL AVENUEGILHAM RDNORWOOD ST 32CARMEL AVENUEDIANE STGILHAM RD 33CATALINA STREETJUHL STWILLHI ST 34CHAMBERS STREET11TH AVE13TH AVE 35CHAMBERS STREET18TH AVE24TH AVE 36CHARNELTON STREET4TH AVE6TH AVE 37CHASE STREET + CDS500' NORTH OF MARSHALLNORTH END 38CLAREY STREETBEAN ST1071' S OF BEAN ST 39COBURG ROADFERRY STREET BRIDGEOAKWAY RD 40CONCORD STREETBERNTZEN RDJACOBS DR 41CRCENT AVENUENORKENZIE RDADDRS 1670 42ECHO HOLLOW CDSWEST END (CDS) (880-960)ECHO HOLLOW RD 43ELANCO AVENUE + 1 CDS (NORTH)NORKENZIE RDEND OF NORTHERLY CDS 44FAIR OAKS DRIVEOAKWAY RDFAIRWAY LP 32 May 29, 2019, Work Session - Item B MAP # Street NameFromTo 45FAIRMOUNT BOULEVARD15TH AVECOLUMBIA ST 46FRANKLIN BOULEVARD EBWALNUT ST11TH AVE 47FRANKLIN BOULEVARD WBWALNUT ST11TH AVE 48FULLER AVENUEECHO HOLLOW RDJAY ST 49GARDEN AVENUEMOSS STWALNUT ST 50HAWTHORNE AVENUEWEST ENDFAIRFIELD AVE 51HILYARD STREETW AMAZON DR40TH AVE 52JESSEN DRIVEELIZABETH STHWY 99 53LAKEVIEW DRIVE207' E OF SARAH LNGILHAM RD 54LARIAT DRIVEOAKWAY RDLARIAT DR 55LARIAT MEADOWS DRIVELARIAT DREAST END 56LARIAT MESALARIAT DREAST END 57LAURELHURST DRIVE + 5 CDSMELROSE LPBARGER DR 58LAURELHURST DRIVE + SHEFFIELD CT CDSHARRIET AVEROYAL AVE 59LAVETA LANEBARGER DRSOUTH END 60LAWRENCE STREETDRWY 366TH AVE 61LEMMING AVENUETARPON STSHILO ST 62LINCOLN STREET13TH AVE22ND AVE 63LINNEA AVENUE + 1 CDSNORKENZIE RDTARPON ST 64MILL STREET16TH AVE18TH AVE 65MILL STREET2ND AVE4TH AVE 66MONTEREY AVENUENORKENZIE RDLARKSPUR AVE 67MONTREAL AVENUECALGARY STBALFOUR ST 68NORWOOD STREETMONTEREY STMARLOW ST 69OAK STREET7TH AVE20TH AVE 70OLIVE STREET5TH AVE6TH AVE 71PEARL STREETBROADWAY17TH AVE (AMAZON BRIDGE) 72POLK STREET18TH AVE28TH AVE 73POLK STREET67' N OF 6TH AVE72' S OF 7TH AVE 74PORTLAND ST29TH AVE31ST AVE 75PRIMROSE STREET + 1 CDSBARGER RD100' N OF PARKER PL (S) 76QUEBEC STREETCALGARY STELANCO ST 77RIVER ROADMAXWELL RDBELTLINE RD 78ROBIN AVENUE200' EAST OF RUSKIN ST396' EAST OF TANEY ST 79ROOSEVELT BLVDBELTLINEAPPROX 800' EAST OF BELTLINE 80ROYAL AVENUE CUL DE SACROYAL AVEN END CDS 81SPYGLASS DRIVECAL YOUNG RDLOOP AROUND BACK TO SPYGLASS DR 82STAGECOACH ROADCANDLELIGHT DRSURREY LN 83SUNDANCE STREETSUNDIAL RDEAST END 84SUNDANCE STREET CDSNORTH ENDSUNDANCE ST 85SURRY LANESTAGECOACHWELCOME WY 86TARPON STREET + CUL-DE-SACBREWER AVELEMMING AVE 87TERRA AVENUEMONTREAL AVEGILHAM RD 88TERRY STREETROYAL AVEROOSEVELT BLVD 89WALNUT STREETFRANKLIN BLVDGARDEN AVE 90WELCOME WAYCANDLELIGHT DRROYAL AVE 91WINDSOR CIRCLE EAST/WTWILSHIRE LNWILSHIRE LN Table 7List of 2017 Bond Projects 33 May 29, 2019, Work Session - Item B