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Areas of Benefit in reasonable proportion to the benefit <br />derived. The corridor facilities will, of course, also <br />benefit existing development within the Areas of <br />Benefit. The share of corridor cost attributable to <br />benefits derived by existing development is proposed to <br />be funded from other sources. <br />A. Determination of Fee Program's Share of Corridor Cost <br />The first step in calculating the fee program share of <br />the corridor cost was to determine the percentage of <br />corridor user trip ends that originate or end within <br />the Area of Benefit which are attributable to new <br />growth. Trip information derived from the SOCCS <br />travel demand model was used for this analysis. This <br />percentage was established as the developers share and <br />multiplied by the total corridor cost to determine the <br />fee program share of costs as shown in Table VIII -1. <br />The fee program share of corridor cost was then <br />separated into amounts representing direct and <br />indirect benefits to the benefit zones (A & B Zones) <br />based upon peak hour and non -peak hour travel <br />characteristics. Approximately sixty -one percent4/ <br />(61 %) of corridor trips are expected to occur during <br />non -peak travel hours, thus representing a measure of <br />the direct benefit from the corridors. Approximately <br />thirty -nine percent- // of corridor trips are expected <br />to occur during peak hours of travel, thus <br />representing lessened congestion on the remaining <br />transportation system. This system relief is defined <br />as indirect benefit. <br />The direct and indirect factors were used to identify <br />the relative benefits between the A and B zones. The <br />portion of fee program share representing direct <br />benefit was divided between the A and B zones based <br />upon the percentage of corridor user trips due to <br />growth within each zone. The portion of developers <br />share representing indirect benefit was distributed <br />between the A and B zones based upon the percentage of <br />total trip ends on the transportation system within <br />each zone. The fees for the A and B Zones, therefore, <br />include a measure of both direct and indirect benefits <br />4/ Caltrans, LARTS 1976 Urban Rural Survey. <br />-22- <br />