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While on the surface there appears to be some rationale to this argument, the fact remains that transportation SDCs must be analyzed for all new development and that the impacts of those new developments be held accountable for their share of the cost of increasing vehicular capacity of Arterial and Collector Streets they impact. This assessment is calculated based upon impacts to the system during the PM peak period, which is generally that period during which motorists experience the greatest amount of delay due to congestion. The important element for the city to consider here is that the transportation network around the Autzen Stadium facility, where the high school games are currently played, is a high capacity system which transports over 40,000 spectators to and from the events at that site six or seven times per year. A high school football game with 2,000 in attendance has little or no impact to that roadway system. The systems serving the other four sites are much more constrained and have capacity concerns in the vicinity of the school. In order to validate the assertion that the proposed options will have little or no impact to the public transportation system, we recommend that a Traffic Impact Analysis (TIA) be prepared for each site in both alternatives to demonstrate the traffic impacts within 1/2 mile of each site. The study should determine how much of the impact is projected in the PM peak period and analyze how the distribution will affect each nearby collector and/or arterial. The study or studies need to show the trip generation rates and trip distribution and, lacking an Institute of Traffic Engineers' (ITE) code to determine such values, an acceptable default would be the parking requirements cited in the Eugene Code. The study would then apply these numbers to current background traffic counts at the key intersections, and provide an analysis to show levels of service and storage requirements at those approaches. In recognition of WBGS' and District 4J's assertion that the gymnasium events already generate as much or more traffic than the football stadium(s), upon substantiation of such in the TIA, we could agree to waive the SDCs for the first proposal of four separate facilities. Our assessment and knowledge of the street network in vicinity of the Churchill/Kennedy site would suggest that second proposal for a single, large facility would have an impact on the three minor arterials (Bailey Hill Rd., Bertelsen Rd., and W. 18 Ave.) in the area, since they are primarily three lane two -way roadways which have experienced a tremendous amount of traffic volume growth within the past five years. In the case of the Churchill/Kennedy site, to illustrate the relationship of such an impact to the transportation SDC, a TIA could determine the impact in the following manner: One vehicle for each 4.4 stadium seats, as required per the parking requirements, constitutes 455 vehicles for a 2,000 seat stadium. Code allows this figure may be reduced by 25 %, or down to 342 vehicles. If the 342 vehicles use these roadways to attend events which commonly start at 7 PM, it is reasonable to assume that only a percentage of those will be on the system during the PM peak period. If it's determined that only 25% of the 342 vehicles have such an impact, then the total number of vehicles (new trips) estimated to be generated is 86. At the current SDC rate of $665.49 per trip the transportation SDC would be $57,232.14. Please note that the figures included here are for example only and may not accurately indicate the actual impact as determined by an independent TIA.