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Hills and Foothill Transportation Corridor studies. Projected growth in <br />industrial /commercial floor space was generated from MMTS II e employment <br />projections. <br />C. FEE DISTRIBUTION <br />Various land uses within the Area of Benefit have been grouped into three major <br />categories for the purposes of distributing fees to individual developments. The <br />three general categories used include residential single - family dwelling units, <br />residential multi -unit dwellings, and non - residential land uses. The trip ends <br />calculated for the non - residential land use category were a summation of more <br />specific non - residential categories such as manufacturing, retail regional, <br />neighborhood/community commercial, and office uses. The trip generation <br />rates used to calculate the trip ends for each of these more specific non - <br />residential land uses were averages of rates shown in Exhibit XI. <br />Prior to the summation of the trip ends from each of the more specific non- <br />residential land uses, an adjustment was made to the projected trip ends for <br />neighborhood/community commercial land uses. This adjustment was an <br />attempt to reflect the benefits to residential land uses which accrue from <br />construction of neighborhood/community commercial development. <br />Neighborhood/community commercial primarily benefits local residents by <br />providing an opportunity to shop close to home. Many of the trip ends typically <br />assigned to local retail uses are accounted for by these short trips arriving from <br />and returning to residences. These residential- related trip ends actually provide <br />savings in travel cost due to the short nature of the trip. Additionally, <br />neighborhood/community commercial development tends to reduce energy <br />consumption and traffic impacts. <br />Residential land uses receive sufficient benefit from construction of <br />neighborhood/community commercial development to distribute a portion of the <br />trip ends attributable to neighborhood/community commercial development to <br />residential land uses. For this reason, 60% of the trip ends attributable to <br />neighborhood/community commercial development were reassigned to single <br />family residential and multi -unit residential land uses as a measure of this <br />increased benefit. <br />The reassigned trip ends were split between single family and multi -unit <br />residential land uses based upon their respective trip ends due to growth. The <br />adjusted trip ends are as follows: <br />&i Employment projections adopted by the Orange County Transportation Commission. <br />223512_2.DOC 22 <br />