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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 caads, or local s#reets. Analysis of traffic <br />flow is used to determine. the percent of P.M. peak, vehicle miles traveled on trips originating <br />andlor ending in the Eugene Urban Growth Boundary, that occurs on Eugene's arterial and <br />collector streets ~ the scree#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 constnaction 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 = Eu.gene'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 per Lane Mile =The capacity of a lane at level of service (LOS) "D". <br />Because of the limitations imposed at intersections, the~capacity of a lane at LOS "D" is 67.5 <br />vehicles per lane, per"hour. <br />Total Street System. Cost per Lane Mile =The average.costof right-of-way acquisition and <br />construction for one lane mile of sfreet. .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. fora <br />capital,improvements directly related to its size as measured for its classified use. The size <br />of a deveiopment,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 .0.1, 1'997 Methodologies: City of Eugene SDCs Page C-2 <br />