The City held its annual Measure D public workshop with the Council’s Franchise/Public Infrastructure Subcommittee on the evening of February 4, 2025. City staff presented the Fiscal Year 2023-24 Measure D Five-Year Pavement Preservation Program. The current five-year rolling program now includes:

FY 2025-26
FY 2026-27
FY 2027-28
FY 2028-29
FY 2029-30

The Council’s Franchise/Public Infrastructure Subcommittee reviewed the five-year program and list of streets to resurface and rehabilitate for Fiscal Year 2025-26. After receiving the report and presentation from staff and hearing comments from the public, the Subcommittee recommended that City Council approve the proposed Measure D Five-Year Pavement Preservation Program and list of streets to resurface and rehabilitate for Fiscal Year 2025-26, to be constructed in spring and summer 2026.

On February 19, 2025, the Council by resolution approved the FY 2025-26 Pavement Preservation Project and adopted the FY 2025-26 Measure D Five-Year Pavement Preservation Program. The recommended repair strategies and treatments for the streets selected for the FY 2025-26 project again include the following proven surface treatments:

Crack Seal:
Placement of specialized asphalt emulsion into lateral and horizontal cracks that develop in asphalt as it ages. The crack seal prevents water from seeping into the streets structural section (base rock) and destroying the street’s structural integrity and strength from within. Crack sealing is often performed in anticipation or prior to micro-surfacing, chip seals, cape seals, or asphalt overlays. The combination of these treatments is less expensive than an overlay which typically requires edge grinding and may include crack sealing.

Slurry Seal:
A mixture of emulsified asphalt, water and sand. Slurry seals are used on roads with minimal cracking and are intended to replace the worn surface of roads in good condition. Slurry seals provide an important, cost-effective treatment to preserve newer streets. On heavier traveled streets, a Slurry Seal will extend the life of the street an additional five years.

Microsurfacing:
Microsurfacing is a surface treatment similar to slurry seal, and consists of a mixture of emulsified asphalt, water, fine aggregate, and mineral filler. Additionally, Microsurfacing emulsions are always polymer modified, which hold the crushed aggregate very well. Between the modified emulsion and the crushed aggregate, Microsurfacing can be placed in thicker layers than Slurry Seals making it more durable and can extend pavement life for another seven years on heavier traveled streets.

Cape Seal
A common surface treatment used on streets with significant cracking but a firm sub-base, Cape Seals provide a new wearing surface and can address more significant deterioration than either of the treatments individually. A Cape Seal is effectively a combination of two separate treatments, a Chip Seal and a Slurry Seal or Microsurfacing treatment as the final wearing course to allow for a smoother surface that is generally better for users such as cyclists. The Chip Seal is placed first, followed within a few days or weeks by a Slurry Seal or Microsurfacing treatment. This delay in the final Slurry Seal or Microsurfacing treatment enhances the binding of the chips with the asphalt through trafficking and minimizes loose chips from being dislodged through brooming and traffic embedding. Cape seal treatments can extend the life of a street for an additional 10 years.

Another alternative is Rubberized Cape Seal, which can increase resistance to pavement reflective cracking and reduce road noise, however at a higher cost.

Pavement Milling with Asphalt Overlay
Overlays are typically used on roadways with heavier and higher vehicle volumes, such as collectors and arterial streets. Prior to overlaying a street, base failure areas and major cracks must be repaired by Base Repairs (Dig Outs) and Crack Seal respectively. Pavement milling, or removal of existing asphalt prior to Overlay, is considered in areas with excessive street cross slopes or surface wear. The addition of a new layer of hot mix asphalt, or overlay, is generally over 2” thick.

Another alternative is Rubberized Hot Mix Asphalt, provides better flexibility and performance against reflective cracking, but is more expensive and less forgiving in pavement construction.

Cold-in-Place Recycling (CIR)
CIR is an in-place recycling technology that is a cost-effective alternative to traditional “Mill and Overlay” pavement treatments. The technology involves milling of existing asphalt, typically to a depth of 3 to 4 inches, pulverizing and processing the milled materials to a specified material size, adding asphalt emulsion, mixing and then placing and compacting the recycled material back onto to the roadway. This technique is effective at removing thermal and fatigue cracking and significantly reduces reflective cracking problems. A thin asphalt overlay is typically applied to the recycled pavement surface as a smooth wearing course.

The technology for CIR is becoming more common due to its cost effectiveness, recycling benefits, lower energy requirements and time efficiency. Cost efficiency is gained using existing pavement materials, less hauling and off hauling and time efficiency in placement. Longer pavement sections (generally at least 500,000 square feet of pavement area) that require deeper Mill and Overlays (typically at least 3 inches) are generally good candidates for CIR with potentially significant cost savings to conventional rehabilitation.

Street Reconstruction
The complete reconstruction of a street that has reached the end of its service life and can no longer be successfully maintained or rehabilitated. The work includes removing or grinding the street surface and structural section and replacing both with either reconditioned materials (Full Depth Reclamation, FDR) or new materials (Reconstruction).

FDR is a process that reconstructs failed pavements by recycling the existing roadway materials by pulverizing and “mining” old asphalt and aggregate base materials utilizing special equipment. The FDR method recycles the materials in-situ and can offer significant cost savings over conventional roadway reconstruction techniques. A wearing course of asphalt is then applied to the road surface. This method could be more problematic for older areas of Martinez (such as the downtown area) with shallow utilities, which could be damaged by this process that often involves removing up to one foot of old pavement and would require utility lowering/adjustment prior to this work being completed.

The City held its annual Measure D public workshop with the Council’s Franchise/Public Infrastructure Subcommittee on the evening of January 31, 2024. City staff presented the Fiscal Year 2023-24 Measure D Five-Year Pavement Preservation Program. The current five-year rolling program now includes:

FY 2024-25
FY 2025-26
FY 2026-27
FY 2027-28
FY 2028-29

The Council’s Franchise/Public Infrastructure Subcommittee reviewed the five-year program and list of streets to resurface and rehabilitate for Fiscal Year 2023-24. After receiving the report and presentation from staff and hearing comments from the public, the Subcommittee recommended that City Council approve the proposed Measure D Five-Year Pavement Preservation Program and list of streets to resurface and rehabilitate for Fiscal Year 2023-24, to be constructed in spring and summer 2024.

On February 21, 2024, the Council by resolution approved the FY 2024-25 Pavement Preservation Project and adopted the FY 2024-25 Measure D Five-Year Pavement Preservation Program. The recommended repair strategies and treatments for the streets selected for the FY 2024-25 project again include the following proven surface treatments:

Crack Seal:
Placement of specialized asphalt emulsion into lateral and horizontal cracks that develop in asphalt as it ages. The crack seal prevents water from seeping into the streets structural section (base rock) and destroying the street’s structural integrity and strength from within. Crack sealing is often performed in anticipation or prior to micro-surfacing, chip seals, cape seals, or asphalt overlays. The combination of these treatments is less expensive than an overlay which typically requires edge grinding and may include crack sealing.

Slurry Seal:
A mixture of emulsified asphalt, water and sand. Slurry seals are used on roads with minimal cracking and are intended to replace the worn surface of roads in good condition. Slurry seals provide an important, cost-effective treatment to preserve newer streets. On heavier traveled streets, a Slurry Seal will extend the life of the street an additional five years.

Microsurfacing:
Microsurfacing is a surface treatment similar to slurry seal, and consists of a mixture of emulsified asphalt, water, fine aggregate, and mineral filler. Additionally, Microsurfacing emulsions are always polymer modified, which hold the crushed aggregate very well. Between the modified emulsion and the crushed aggregate, Microsurfacing can be placed in thicker layers than Slurry Seals making it more durable and can extend pavement life for another seven years on heavier traveled streets.

Cape Seal
A common surface treatment used on streets with significant cracking but a firm sub-base, Cape Seals provide a new wearing surface and can address more significant deterioration than either of the treatments individually. A Cape Seal is effectively a combination of two separate treatments, a Chip Seal and a Slurry Seal or Microsurfacing treatment as the final wearing course to allow for a smoother surface that is generally better for users such as cyclists. The Chip Seal is placed first, followed within a few days or weeks by a Slurry Seal or Microsurfacing treatment. This delay in the final Slurry Seal or Microsurfacing treatment enhances the binding of the chips with the asphalt through trafficking and minimizes loose chips from being dislodged through brooming and traffic embedding. Cape seal treatments can extend the life of a street for an additional 10 years.

Another alternative is Rubberized Cape Seal, which can increase resistance to pavement reflective cracking and reduce road noise, however at a higher cost.

Pavement Milling with Asphalt Overlay
Overlays are typically used on roadways with heavier and higher vehicle volumes, such as collectors and arterial streets. Prior to overlaying a street, base failure areas and major cracks must be repaired by Base Repairs (Dig Outs) and Crack Seal respectively. Pavement milling, or removal of existing asphalt prior to Overlay, is considered in areas with excessive street cross slopes or surface wear. The addition of a new layer of hot mix asphalt, or overlay, is generally over 2” thick.

Another alternative is Rubberized Hot Mix Asphalt, provides better flexibility and performance against reflective cracking, but is more expensive and less forgiving in pavement construction.

Cold-in-Place Recycling (CIR)
CIR is an in-place recycling technology that is a cost-effective alternative to traditional “Mill and Overlay” pavement treatments. The technology involves milling of existing asphalt, typically to a depth of 3 to 4 inches, pulverizing and processing the milled materials to a specified material size, adding asphalt emulsion, mixing and then placing and compacting the recycled material back onto to the roadway. This technique is effective at removing thermal and fatigue cracking and significantly reduces reflective cracking problems. A thin asphalt overlay is typically applied to the recycled pavement surface as a smooth wearing course.

The technology for CIR is becoming more common due to its cost effectiveness, recycling benefits, lower energy requirements and time efficiency. Cost efficiency is gained using existing pavement materials, less hauling and off hauling and time efficiency in placement. Longer pavement sections (generally at least 500,000 square feet of pavement area) that require deeper Mill and Overlays (typically at least 3 inches) are generally good candidates for CIR with potentially significant cost savings to conventional rehabilitation.

Street Reconstruction
The complete reconstruction of a street that has reached the end of its service life and can no longer be successfully maintained or rehabilitated. The work includes removing or grinding the street surface and structural section and replacing both with either reconditioned materials (Full Depth Reclamation, FDR) or new materials (Reconstruction).

FDR is a process that reconstructs failed pavements by recycling the existing roadway materials by pulverizing and “mining” old asphalt and aggregate base materials utilizing special equipment. The FDR method recycles the materials in-situ and can offer significant cost savings over conventional roadway reconstruction techniques. A wearing course of asphalt is then applied to the road surface. This method could be more problematic for older areas of Martinez (such as the downtown area) with shallow utilities, which could be damaged by this process that often involves removing up to one foot of old pavement and would require utility lowering/adjustment prior to this work being completed.

The City held its annual Measure D public workshop with the Council’s Franchise/Public Infrastructure Subcommittee on the evening of January 30, 2023. City staff presented the Fiscal Year 2023-24 Measure D Five-Year Pavement Preservation Program. The current five-year rolling program now includes:

• FY 2023-24
• FY 2024-25
• FY 2025-26
• FY 2026-27
• FY 2027-28

The Council’s Franchise/Public Infrastructure Subcommittee reviewed the five-year program and list of streets to resurface and rehabilitate for Fiscal Year 2023-24. After receiving the report and presentation from staff and hearing comments from the public, the Subcommittee recommended that City Council approve the proposed Measure D Five-Year Pavement Preservation Program and list of streets to resurface and rehabilitated for Fiscal Year 2023-24, to be constructed in spring and summer 2024.

On February 15, 2023, the Council by resolution approved the FY 2023-24 Pavement Preservation Project and adopted the FY 2023-24 Measure D Five-Year Pavement Preservation Program. The recommended repair strategies and treatments for the streets selected for the FY 2023-24 project again include the following proven surface treatments:

Crack Seal:
Placement of specialized asphalt emulsion into lateral and horizontal cracks that develop in asphalt as it ages. The crack seal prevents water from seeping into the streets structural section (base rock) and destroying the street’s structural integrity and strength from within. Crack sealing is often performed in anticipation or prior to micro-surfacing, chip seals, cape seals, or asphalt overlays. The combination of these treatments is less expensive than an overlay which typically requires edge grinding and may include crack sealing.

Slurry Seal:
A mixture of emulsified asphalt, water and sand. Slurry seals are used on roads with minimal cracking and are intended to replace the worn surface of roads in good condition. Slurry seals provide an important, cost-effective treatment to preserve newer streets. On heavier traveled streets, a Slurry Seal will extend the life of the street an additional five years.

Microsurfacing:

Microsurfacing is a surface treatment similar to slurry seal, and consists of a mixture of emulsified asphalt, water, fine aggregate, and mineral filler.  Additionally, Microsurfacing emulsions are always polymer modified, which hold the crushed aggregate very well. Between the modified emulsion and the crushed aggregate, Microsurfacing can be placed in thicker layers than Slurry Seals making it more durable and can extend pavement life for another seven years on heavier traveled streets.

Cape Seal
A common surface treatment used on streets with significant cracking but a firm sub-base, Cape Seals provide a new wearing surface and can address more significant deterioration than either of the treatments individually. A Cape Seal is effectively a combination of two separate treatments, a Chip Seal and a Slurry Seal or Microsurfacing treatment as the final wearing course to allow for a smoother surface that is generally better for users such as cyclists. The Chip Seal is placed first, followed within a few days or weeks by a Slurry Seal or Microsurfacing treatment. This delay in the final Slurry Seal or Microsurfacing treatment enhances the binding of the chips with the asphalt through trafficking and minimizes loose chips from being dislodged through brooming and traffic embedding. Cape seal treatments can extend the life of a street for an additional 10 years.

Another alternative is Rubberized Cape Seal, which can increase resistance to pavement reflective cracking and reduce road noise, however at a higher cost.

Pavement Milling with Asphalt Overlay
Overlays are typically used on roadways with heavier and higher vehicle volumes, such as collectors and arterial streets. Prior to overlaying a street, base failure areas and major cracks must be repaired by Base Repairs (Dig Outs) and Crack Seal respectively. Pavement milling, or removal of existing asphalt prior to Overlay, is considered in areas with excessive street cross slopes or surface wear. The additional of new layer of hot mix asphalt, or overlay, is generally over 2” thick.

Another alternative is Rubberized Hot Mix Asphalt, provides better flexibility and performance against reflective cracking, but is more expensive and less forgiving in pavement construction.

Cold-in-Place Recycling (CIR)

CIR is an in-place recycling technology that is a cost-effective alternative to traditional “Mill and Overlay” pavement treatments. The technology involves milling of existing asphalt, typically to a depth of 3 to 4 inches, pulverizing and processing the milled materials to a specified material size, adding asphalt emulsion, mixing and then placing and compacting the recycled material back onto to the roadway. This technique is effective at removing thermal and fatigue cracking and significantly reduces reflective cracking problems. A thin asphalt overlay is typically applied to the recycled pavement surface as a smooth wearing course.

The technology for CIR is becoming more common due to its cost effectiveness, recycling benefits, lower energy requirements and time efficiency. Cost efficiency is gained using existing pavement materials, less hauling and off hauling and time efficiency in placement. Longer pavement sections (generally at least 500,000 square feet of pavement area) that require deeper Mill and Overlays (typically at least 3 inches) are generally good candidates for CIR with potentially significant cost savings to conventional rehabilitation.

Street Reconstruction
The complete reconstruction of a street that has reached the end of its service life and can no longer be successfully maintained or rehabilitated. The work includes removing or grinding the street surface and structural section and replacing both with either reconditioned materials (Full Depth Reclamation, FDR) or new materials (Reconstruction).

FDR is a process that reconstructs failed pavements by recycling the existing roadway materials by pulverizing and “mining” old asphalt and aggregate base materials utilizing special equipment. The FDR method recycles the materials in-situ and can offer significant cost savings over conventional roadway reconstruction techniques. A wearing course of asphalt is then applied to the road surface. This method could be more problematic for older areas of Martinez (such as the downtown area) with shallow utilities, which could be damaged by this process that often involves removing up to one foot of old pavement and would require utility lowering/adjustment prior to this work being completed.

The City held its annual Measure D public workshop with the Council’s Franchise/Public Infrastructure Subcommittee on the evening of January 26, 2021, with participation from numerous interested residents. City staff presented a sixth year to the currently adopted five year pavement preservation program as the FY 2020-21 project goes to construction and falls off of the current five year program. The current five year rolling program now includes:

• FY 2021-22
• FY 2022-23
• FY 2023-24
• FY 2024-25
• FY 2025-26

The Council’s Franchise/Public Infrastructure Subcommittee reviewed the five year program including the newly proposed FY 2025-26 project. The subcommittee also reviewed the adopted FY 2021-22 Pavement Preservation Project and after receiving comments from the public, recommended that City Council approve the proposed FY 2021-22 Pavement Preservation Project and adopt the proposed Fiscal Year 2025-2026 project into the five year program. On February 3, 2021, the Council by resolution approved the FY 2021-22 Pavement Preservation Project and adopted the FY 2025-26 project into the five year program. The recommended repair strategies and treatments for the streets selected for the FY 2021-22 project again include the following proven surface treatments:

Method 1: Crack Seal
Placement of specialized asphalt emulsion into lateral and horizontal cracks that develop in asphalt as it ages. The crack seal prevents water from seeping into the streets structural section (base rock) and destroying the street’s structural integrity and strength from within. Crack sealing is often performed prior to micro-surfacing, chip seals, or cape seals. The combination of these treatments is less expensive than an overlay which typically requires edge grinding and may include crack sealing.

Method 2: Micro Surface (Slurry Seal)
Seal coat the street surface with fine aggregate infused asphalt emulsion to preserve the wearing surface of the street and prolong the street’s service life.

Method 3: Rubberized Cape Seal
Repair minor localized defects in the street by milling and backfilling with new asphalt “plugs” then placing a layer of rubber infused asphalt emulsion on the street surface to seal cracks and weatherproof the surface while immediately covering the asphalt.

Method 4: Edge Grind with Asphalt Overlay
Repair localized defects in the street by milling and backfilling with new asphalt “plugs” then edge grinding at the gutter lip on both sides of the street and layering a new layer of asphalt (Typically 2” thick) over the surface of the street from edge to edge. Emulsion with pre-coated, rubberized, 3/8” aggregate chips and power rolling them into the hot asphalt emulsion. The new chipped street surface is power rolled and power swept numerous times to remove loose chips. The chipped surface is left to cure for up to fourteen days and then is coated with a micro surface seal coat to provide a smooth driving surface.

Method 5: Street Reconstruction
The complete reconstruction of a street that has reached the end of its service life and can no longer be successfully maintained or rehabilitated. The work includes removing or grinding the street surface and structural section and replacing both with either reconditioned materials (Full Depth Reclamation) or new materials (Reconstruction).

The FY 2021-22 Pavement Preservation Project will now begin the design process. The FY 2021-22 Pavement Preservation Project bid package should be completed and ready to bid in the second quarter of FY 2021-22.

The City held its annual Measure D public workshop with the Council’s Franchise/Public Infrastructure Subcommittee on the evening of January 22, 2020, with participation from numerous interested residents. City staff presented a five-year pavement preservation program to the subcommittee which included the following:

• FY 2020-21
• FY 2021-22
• FY 2022-23
• FY 2023-24
• FY 2024-25

Staff proposed this as a five year rolling program of pavement preservation work that will add a new fiscal year into the program as each annual pavement preservation project is completed.

After receiving the five-year pavement preservation program and receiving comments from the public, the Subcommittee recommended that City Council adopt the proposed five-year pavement preservation program and approve the recommended, year one, FY 2020-2021 Measure D Annual Pavement Preservation Project. On February 5, 2020, the Council by motion approved the Subcommittee’s recommendations to adopt the proposed five-year pavement preservation program and to approve the FY 2020-2021 Pavement Preservation Project. The recommended repair strategies and treatments for the streets selected for the FY 2020-2021 project include the following:

Method 1: Crack Seal
Placement of specialized asphalt emulsion into lateral and horizontal cracks that develop in asphalt as it ages. The crack seal prevents water from seeping into the streets structural section (base rock) and destroying the street’s structural integrity and strength from within. Crack sealing is often performed prior to micro-surfacing, chip seals, or cape seals. The combination of these treatments is less expensive than an overlay which typically requires edge grinding and may include crack sealing.

Method 2: Micro Surface (Slurry Seal)
Seal coat the street surface with fine aggregate infused asphalt emulsion to preserve the wearing surface of the street and prolong the street’s service life.

Method 3: Rubberized Cape Seal
Repair minor localized defects in the street by milling and backfilling with new asphalt “plugs” then placing a layer of rubber infused asphalt emulsion on the street surface to seal cracks and weatherproof the surface while immediately covering the asphalt.

Method 4: Edge Grind with Asphalt Overlay
Repair localized defects in the street by milling and backfilling with new asphalt “plugs” then edge grinding at the gutter lip on both sides of the street and layering a new layer of asphalt (Typically 2” thick) over the surface of the street from edge to edge. Emulsion with pre-coated, rubberized, 3/8” aggregate chips and power rolling them into the hot asphalt emulsion. The new chipped street surface is power rolled and power swept numerous times to remove loose chips. The chipped surface is left to cure for up to fourteen days and then is coated with a micro surface seal coat to provide a smooth driving surface.

Method 5: Street Reconstruction
The complete reconstruction of a street that has reached the end of its service life and can no longer be successfully maintained or rehabilitated. The work includes removing or grinding the street surface and structural section and replacing both with either reconditioned materials (Full Depth Reclamation) or new materials (Reconstruction).

The FY 2020-21 Pavement Preservation Project has been designed and the plans and specifications that make up the project bid package were approved by the Council on February 24, 2021 as well as the authorization for staff to bid the project. Staff expects to receive bids for this project on March 23, 2021. The project will be constructed in spring of 2021.

The City held a public workshop with the Council’s Franchise/Public Infrastructure Subcommittee on the evening of January 23, 2019, with participation from numerous interested residents. After hearing from the public, the Subcommittee recommended a list of priority neighborhoods to be included in the Fiscal Year 2019-20 Measure D Annual Pavement Management Program. On February 6, 2019, the Council by motion approved the Subcommittee’s recommendations for the 2019-20 Measure D priority street areas. The recommended repair strategy for these selected streets is the application of a cape seal that has proven to be effective in repairing, resurfacing and sealing paved streets. This repair strategy is performed by specialty contractors that typically do not perform surface preparation work (asphalt concrete dig out repairs). Therefore, asphalt concrete dig out repairs need to be accomplished by a separate contract in advance of this year’s cape seal project. At the February 6th meeting, the Council also authorized staff to advertise for bids for a 3-year on-call paving contract structured such that the paving work could be performed under multiple task orders over a 3-year period to allow the City flexibility in authorizing work and meeting budgetary constraints as Measure D funds are received by the City.

On April 17, 2019, the City Council adopted Resolution No. 52-19 accepting bids for the 2019-2021 On-Call Repair and Resurfacing of Certain Streets Project (C1064) and awarded the construction contract to McGuire and Hester in the amount of $2,573,971.50, authorizing Task Order No. 1 in the amount of $957,600.00 to McGuire and Hester for project work to be completed in 2019, and allocating $1,277,600.00 from Measure D unallocated reserves to this project. The 2019-2021 On-Call Repair and Resurfacing of Certain Streets Project (C1064) includes work at the following locations:

• Bid Schedule A - Arnold Drive (west of Morello)
• Bid Schedule B - Howe Road (Pine to Vista)
• Bid Schedule C - Midhill Road (Morello to Forsythia)
• Bid Schedule D - Muir Road (Morello to Glacier)
• Bid Schedule E – 3-inch Dig Outs for Cape Seal Project

Task Order 1 identified the Bid Schedule E 3-inch dig outs for the Cape Seal project as the initial priority. This work commenced in June 2019. Additional Task Orders will be authorized as Measure D funds are received and budgeted over the upcoming 2-year budget period.

On May 15, 2019, the City Council adopted a resolution accepting bids for the 2019-2020 Measure D Pavement Rehabilitation Project (C1065), awarded the construction contract to American Pavement Systems, Inc., of Modesto, in the amount of $2,096,512.45, and allocated $2,435,500.00 from Measure D un-allocated reserves to this project. The 2019-2020 Measure D Pavement Rehabilitation Project (C1065) includes the application of cape sealing on City Streets that are included on the approved 2019-20 Measure D Street List, as follows:

• Willow/Grandview Area
• Castro Area
• Hillside/Talbart Northwest Neighborhood Area
• Yale Street Area
• Morello Avenue Area North
• Morello Avenue Area Village Oaks
• Starflower Area
• Sweetwater Area
• Glacier Area
• Vine Hill/MacAlvey Area

The 2019-20 Measure D Approved Street List contains a detailed listing of the specific streets and associated work area diagrams for the paving areas. The City will provide periodic update as work progresses. If you don’t see your street on the list this year, please take note that the Public Workshop to discuss the next round of Measure D paving projects (for the 2020-21 Measure D Paving Program) will be held not later than the end of January 2020 in accordance with the City’s approved Street Selection Policy.

The City held a public workshop with the Council’s Franchise/Public Infrastructure Subcommittee on the evening of January 31, 2018, with participation from numerous interested residents. After hearing from the public, the Subcommittee recommended a list of priority neighborhoods to be included in the Fiscal Year 2018-19 Measure D Annual Pavement Management Program. On February 7, 2018, The Council approved the Subcommittee’s recommendation, subject to available funding, and directed staff to return to the Subcommittee with the list of streets once the preliminary plans and cost estimates were completed.

Staff returned to the Subcommittee on April 26, 2018, to receive their recommendation of the approved street list for the FY 2018-19 Measure D Annual Pavement Program and report that as of April 23, 2018, the City had received $2,827,000 in Measure D funding (note: as of July 31, 2018, the City will have received approximately $4 million in Measure D funding).

On May 16, 2018, the Council gave its approval for the following priority areas:

• Blue Ridge/Golden Hills Park area (Cape Seal)
• Brookside/Estudillo area (Cape Seal)
• Canyon Way and Castro Street south of D Street (Cape Seal)
• Hidden Valley area (2018 and 2019; Cape Seal)
• Hidden Lakes area (2018 and 2019; Cape Seal)
• Midhill/Figtree area (Cape Seal)
• Muir Estates (Cape Seal)
• Downtown District (Preventative Maintenance Slurry/Micro Seal/Crack Seal)

The Measure D Approved Street List contains a detailed listing of the specific streets and associated work area diagrams for the paving areas.