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1.3.3 Traffic Signal Cost <br />The City of Eugene keeps track of the total number of intersections with and without <br />traffic signals currently in place for all streets in the Urban Growth Boundary (UGB). <br />Records are maintained to account for the portion of state highway system jurisdiction <br />separately from the City's local jurisdiction. Signalized intersections on state highways <br />which intersect with Eugene's arterial and collector streets each count as one-half of a <br />signal for purposes of SDC calculation. The total equivalent signals equal the total <br />signals under Eugene's jurisdiction plus one-half of the shared jurisdiction signals. <br />Dividing the total equivalent signals by the total number of lane miles of arterial and <br />collector streets (a figure derived from Eugene maintenance records after subtracting <br />turn lanes from the inventory), yields the total percent of signalized intersections per <br />lane mile. <br />Once again, it was judged unlikely that the density of signalized intersections in the <br />downtown area would be repeated in newly-developing parts of the City. Accordingly, <br />the number of signalized intersections per mile was reduced to reflect this factor. <br />Estimates for the average cost of signalization per intersection include administrative <br />and engineering costs. This estimated average cost is multiplied by the percent of <br />signalized intersections per lane mile to calculate a component cost per lane mile for <br />traffic signals. This cost per lane mile for signalization is added tothe-cost per lane mile. <br />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 included <br />in the cost calculation for arterial and collector streets. It was also judged unlikely that <br />the close spacing of bridges over the Mill Race and Amazon Channel in the vicinity of <br />downtown Eugene would be repeated in newly-developing areas. Accordingly, half of <br />the short-span bridges in the central Eugene area were eliminated from the cost <br />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 mile <br />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 mile <br />level of service. The arterial and collector street lighting component is calculated from <br />the ratio of arterial and collector street lights to arterial and collector lane miles, which <br />yields a level of service of street lighting per lane mile (standard). The cost to construct <br />a street light is multiplied by the standard and added to the total cost per lane mile for <br />the Transportation SDC. The impact formula for new development on the street lighting <br />network is: <br />City of Eugene SDC Methodology Transportation, Page B- 6 <br />_. <br />