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1.3.3 Traffic Signal Costs <br /> The City of Eugene keeps track of the total number of intersections with and without <br /> traffic signals currently in place for alt streets in the Urban Growth Boundary (UGB). <br /> i Records are maintained to account for the portion of state highway system <br /> jurisdiction separately from the City's local jurisdiction. Signalized intersections on <br /> state highways which intersect with Eugene's arterial and collector streets each count <br /> j as one-liaff of a signal for purposes of SDC calculation. The total equivalent signals <br /> equal the total signals under Eugene's jurisdiction plus one-half of the shared <br /> jurisdiction signals. Dividing the total equivalent signals by the total number of lane <br /> ' miles of arterial and collector streets (a figure derived from Eugene maintenance <br /> records after subtracting tum lanes from the inventory), yields the total percent of <br /> signalized intersections per lane mile. <br /> I <br /> Once again, it was judged unlikely that the density of signalized intersections in the <br /> ~I <br /> downtown area would be repeated in newly-developing parts of the City. <br /> Accordingly, the number of signalized intersections per mite was reduced to reflect <br /> this factor. Estimates for the average cost of signatization per intersection include <br /> administrative and engineering costs. This estimated average cost is multiplied by <br /> the percent of signalized intersections per lane mile to calculate a component cost <br /> per lane mile for traffic signals. This cost per lane mile for signalization is added to <br /> the cost per lane mile of 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 /> assumed that bridges required for new development will be in proportion to existing <br /> development, based on the City of Eugene's inventory of its bridge system, including <br /> Ferry Street Bridge and overpass. <br /> Several of the bridges are on local streets and are, therefore, not appropriately <br /> induded in the cost calculation for arterial and collector streets. tt was also judged <br /> . unlikely that the dose spadng of bridges over the Milt Race and Amazon Channel in <br /> the vicinity of downtown Eugene would be repeated in newly-developing areas. <br /> Accordingly, half of the short-span bridges in the central Eugene area were <br /> j eliminated from the cost calculation. <br /> In addition to the small structures, the Ferry Street Bridge and the Ferry Street <br /> Overpass were listed in the inventory. Construction costs were totaled, including <br /> administration and engineering costs, and the total cost was divided by the total lane <br /> miles for the City's arterial and collector system, yielding an average cost per lane <br /> mile for bridge structures. <br /> 1.3.5 Arterial and Collector Street Lighting <br /> The arterial and collector street lighting component is also based on a per lane mite <br /> level of service. The arterial and collector street Lighting component is calculated <br /> from the ratio of arterial and collector street tights to arterial and collector lane miles, <br /> which yields a Level of service of street lighting per lane mile (standard). The cost to <br /> construct a street light is multiplied by the standard and added to the total cost per <br /> i <br /> March 01, 1997 Methodologies: City of Eugene SDCs Page C-6 <br /> <br /> t <br /> <br />