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- <br /> =The factor used to account for the fact that each trip has an origin and a destination. <br /> By applying this factor, costs are equally assigned between the origin and the destination <br /> and each development should be responsible. for only half of the total impact of each trip. <br /> Average Length of Metro. Trips =The average length of all vehicle trips for the local <br /> Springfield-Eugene metropolitan area. The current average length of vehicle trips can be <br /> found in Table 3. <br /> Eugene Trip End P.M. Peak Vehicle Miles; Percent on Eugene's Arterials and Collector <br /> Streets =The portion of the length of all vehicle trips with at least one end point in Eugene <br /> that occur on Eugene arterials and collector streets. The percentage does not include travel <br /> in Eugene that occurs on •state highways, county roads, or local streets. Analysis of traffic <br /> flow is used to determine the percent of P.M. peak vehiGe miles traveled on trips originating <br /> and/or ending in the Eugene Urban Growth Boundary, that occurs on Eugene's arterial and <br /> collector streets -the stree#s that are eligible for cost recovery through SDCs. State <br /> highways and county roads are excluded from this analysis since the City of Eugene is not <br /> responsible for construction costs assoaated with those facilities. Local streets are excluded <br /> from the SDC analysis since they are funded through assessment revenues. <br /> Miles per Trip =Eugene's average one way trip length for arterials and collectors, <br /> represented by the numerator in the above equation (darker gray shaded area), is the <br /> percentage of Eugene traffic eligible for recovery through SDCs. <br /> Street System Capacity perLane Mile =The capacity of a lane at level of service (LOS) "D". <br /> <br /> " Because of the limitations imposed at intersections, the-capacity of a lane at LOS "D" is 675 <br /> vehicles per lane, per hour. <br /> Total Street System Cost per Lane Mile =The average cost of right-of--way acquisition and ~ <br /> construction for one lane mile of street. This figure includes the cost for construction of <br /> streets, intersections, necessary structures (e.g., bridges), and traffic signals. <br /> 1.2 Application <br /> The development charge is based upon traffic generated by each development during the <br /> peak hour times the cost per trip. All development shall pay based upon the number of p.m. <br /> peak hour trips generated. <br /> A basic assumption of the transportation SDC is that development will generate the need for <br /> capital improvements directly related to its size as measured for its classified use. The size <br /> of a development is measured in the units identified in subparagraph 3.2.2 of this Appendix <br /> for the development's classification as determined by the City's Traffic Engineer. <br /> Another basic assumption of the transportation SDC is that the rates assigned to each use <br /> classification include all related functions for that type of development. Where the <br /> development includes mixed land uses which are independent activities, as distinguished <br /> from ancillary or supporting uses, a composite development• charge will be calculated for <br /> each use. <br /> March 01, 1997 Methodologies: City of Eugene SDCs Page C-2 <br /> <br />