Laserfiche WebLink
County line; thence northerly along the Orange County line to where it intersects <br />the centerline of the proposed La Palma Avenue as shown on said Master Plan of <br />Arterial Highways. <br />ZONE B <br />Zone B is described by the total Foothill/Eastern Area of Benefit excluding Zone <br />A as described above. <br />VIII. FEES <br />In order to establish a corridor fee, it is necessary to determine who is to pay the fee, <br />the facility cost to be supported by fees and a basis or unit of measure for the fees. As <br />has been previously stated, it is proposed that fees be paid by future development <br />within the defined Areas of Benefit in reasonable proportion to the benefit derived. <br />The corridor facilities will, of course, also benefit existing development within the <br />Areas of Benefit. The share of corridor cost attributable to benefits derived by <br />existing development is proposed to be funded from other sources. <br />The following discussion describes the methodology used to arrive at the fee <br />program's original fee amounts. As explained above, those amounts have been <br />periodically reviewed and updated based upon revised data. <br />A. Determination of Fee Program's Share of Corridor Cost <br />The first step in calculating the fee program share of the corridor cost was to <br />determine the percentage of corridor user trip ends that originate or end within <br />the Area of Benefit which are attributable to new growth. Trip information <br />derived from the SOCCS travel demand model was used for this analysis. This <br />percentage was established as the developers share and multiplied by the total <br />corridor cost to determine the fee program share of costs as shown in Table <br />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 & B Zones) <br />based upon peak hour and non -peak hour travel characteristics. Approximately <br />sixty -one percent 4 (61 %) of corridor trips are expected to occur during non- <br />peak travel hours, thus representing a measure of the direct benefit from the <br />corridors. Approximately thirty -nine percent e. of corridor trips are expected to <br />occur during peak hours of travel, thus representing lessened congestion on the <br />remaining transportation system. This system relief is defined as indirect <br />benefit. <br />4; Caltrans, LARTS 1976 Urban Rural Survey. <br />5? ibid. <br />2235122.DOC 19 <br />