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.3.3 Traffic Signal Cost <br /> he City of Eugene keeps track of the total number of intersections with and without <br /> raffic signals currently in place for all streets in the Urban Growth Boundary (UGB). <br /> ecords are maintained to account for the portion of state highway system jurisdiction <br /> eparately from the City's local jurisdiction. Signalized intersections on state highways <br /> hich intersect with Eugene's arterial and collector streets each count as one-half of a <br /> ignal for purposes of SDC calculation. The total equivalent signals equal the total <br /> ignals under Eugene's jurisdiction plus one-half of the shared jurisdiction signals. <br /> ividing the total equivalent signals by the total number of lane miles of arterial and <br /> ollector streets (a figure derived from Eugene maintenance records after subtracting <br /> t rn lanes from the inventory), yields the total percent of signalized intersections per <br /> I ne mile. <br /> nce again, it was judged unlikely that the density of signalized intersections in the <br /> owntown area would be repeated in newly-developing parts of the City. Accordingly, <br /> t e number of signalized intersections per mile was reduced to reflect this factor. <br /> stimates for the average cost of signalization per intersection include administrative <br /> nd engineering costs. This estimated average cost is multiplied by the percent of <br /> ignalized intersections per lane mile to calculate a component cost per lane mile for <br /> t affic signals. This cost per lane mile for signalization is added to the cost per lane mile <br /> arterial and collector streets. <br /> 1 3.4 Bridges and Other Structure Costs <br /> It is likely that additional bridges will be constructed as development occurs. It is <br /> a sumed that bridges required for new development will be in proportion to existing <br /> d velopment, based on the City of Eugene's inventory of its bridge system, including <br /> F rry Street Bridge and overpass. <br /> S veral of the bridges are on local streets and are, therefore, not appropriately included <br /> i the cost calculation for arterial and collector streets. It was also judged unlikely that <br /> t e close spacing of bridges over the Mill Race and Amazon Channel in the vicinity of <br /> d wntown Eugene would be repeated in newly-developing areas. Accordingly, half of <br /> t short-span bridges in the central Eugene area were eliminated from the cost <br /> c Iculation. <br /> In addition to the small structures, the Ferry Street Bridge and the Ferry Street <br /> O erpass were listed in the inventory. Construction costs were totaled, including <br /> a ministration and engineering costs, and the total cost was divided by the total lane <br /> m les for the City's arterial and collector system, yielding an average cost per lane mile <br /> fo bridge structures. <br /> 1. .5 Arterial and Collector Street Lighting <br /> T e arterial and collector street lighting component is also based on a per lane mile <br /> le el of service. The arterial and collector street lighting component is calculated from <br /> th ratio of arterial and collector street lights to arterial and collector cane miles, which <br /> yi Ids a level of service of street lighting per lane mile (standard). The cost to construct <br /> a treet light is multiplied by the standard and added to the total cost per lane mile for <br /> th Transportation SDC. The impact formula for new development on the street lighting <br /> ne work is: <br /> <br /> City of Euge a SDC Methodology Transportation, Page B- 6 <br /> <br />