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where it intersects the common boundary between the Foothill /Eastern <br />and the San Joaquin Hills AOBs; thence southeasterly along said common <br />AOB boundary to the Orange /San Diego County line; thence northerly <br />along the Orange County line to where it intersects the centerline of <br />the proposed La Palma Avenue as shown on said Master Plan of Arterial <br />Highways. <br />ZONE B <br />Zone 3 is described by the total Foothill /Eastern area of benefit <br />k excluding Zone A as described above. <br />VIII. FEES <br />` In order to establish a corridor fee, it is necessary to determine who is <br />to pay the fee, the facility cost to be supported by fees and a basis or <br />unit of measure for the fees. As has been previously stated', it is <br />proposed that fees be paid by future development within the defined areas <br />of benefit in reasonable proportion to the benefit derived. The corridor <br />facilities will, of course, also benefit existing development within the <br />areas of benefit. The share of corridor cost attributable to benefits <br />derived by existing development is <br />proposed to be funded from other <br />sources. <br />i_ A. Determination of Fee Program's Share of Corridor Cost <br />The first step in calculating the fee program share of the corridor <br />cost was to determine the percentage of corridor user trip ends that <br />originate or end within the area of benefit which are attributable to <br />new growth. Trip information derived from the SOCCS travel demand <br />model was used for this analysis. This percentage was established as <br />the developers share and multiplied by the total corridor cost to <br />determine the fee program share of costs as shown in Table VIII -1. <br />The fee program share of corridor cost was then separated into amounts <br />.$ representing direct and indirect benefits to the benefit zones (A 6 3 <br />Zones) based upon peak hour and non -peak hour travel characteristics. <br />Approximately sixty-one percentl (619) of corridor trips are expected <br />to occur during non -peak travel hours, thus representing a measure of <br />the direct benefit from the corridors. Approximately thirty -nine <br />percentl (399) of corridor trips are expected to occur during peak <br />hours of travel, thus representing lessened congestion on the <br />remaining transportation system. This system relief is defined as <br />indirect benefit. <br />The direct and indirect factors were used to identify the relative <br />benefits between the A and B zones. The portion of fee program share <br />representing direct benefit was divided between the A and B zones <br />based upon the percentage of corridor user trips due to growth within <br />each zone. The portion of developers share representing indirect <br />benefit was distributed between the A and 3 zones based upon the <br />percentage of total trip ends on the transportation system within each <br />zone. The fees for the A and B Zones, therefore, include a measure of <br />both direct and indirect benefits received by each zone. Exhibits VII <br />and VIII show the method in which these calculations were made. <br />1Caltrans, LARTS 1976 Urban Rural Survey. <br />-1s- <br />