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HomeMy WebLinkAbout85-88 - San Joaquin Hills Transportation CorridorRESOLUTION NO. 85 -88 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF NEWPORT BEACH ESTABLISHING THE AREAS OF BENEFIT AND THE MAJOR THOROUGHFARE AND BRIDGE FEE PROGRAM FOR • THE SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR WHEREAS, buildout of the land use element of the General Plan of the City of Newport Beach is dependent upon providing a balanced transportation system to serve the planned level of development; and WHEREAS, the City Council finds that implementation of the San Joaquin Hills Transportation Corridor will result in a transportation system which has the capacity to accommodate the additional traffic volume associated with anti- cipated future development; and WHEREAS, implementation of the San Joaquin Hills Transportation Corridor will help to relieve congestion on the existing transportation system; and WHEREAS, future state and federal revenue are projected to be inade- quate to construct said transportation corridor in a timely manner; and WHEREAS, the City Council finds that future development should pay a share of the cost of implementing new transportation corridors to insure that the transportation system will be adequate to serve said development and that this share of the corridor costs should be proportional to the traffic generated by the development; and WHEREAS, Ordinance No. 85 -29 of the City of Newport Beach provides for the establishment of major thoroughfare and bridge construction fees to be paid by building permit applicants in the City of Newport Beach; and WHEREAS, notice of the public hearing on the possible adoption of the fee program was given to all property owners as provided in Ordinance "No. 85 -29; and WHEREAS, the property owners within the area of benefit did not file a majority written protest to the establishment of the San Joaquin Hills • Transportation Corridor Fee Program; and WHEREAS, a Negative Declaration was issued as a result of initial stu- dies prepared to assess the environmental impacts which might be associated with the adoption of the major thoroughfare and bridge fee program; Iof3 NOW, THEREFORE, BE IT RESOLVED AS FOLLOWS: SECTION 1: The boundaries of the areas of benefit shall be as described in the document dated July 1985 entitled "Major Thoroughfare and Bridge Fee Program for the San Joaquin Hills Transportation Corridor and the Foothill /Eastern Transportation Corridors" ( "Program ") attached hereto as Exhibit "A" and incorporated by reference herein. SECTION 2: The estimated cost of the San Joaquin Hills Transportation Corridor is $341,660,000.00. The Program is presently designed to collect 48.4% of the cost of construction of the San Joaquin Hills Transportation Corridor. SECTION 3: The fees for development within the areas of benefit are based on the trip ends generated by the development as determined from the Trip Generation Tables included in the Program and shall be assessed upon new develop- ment based upon the number of dwelling units included in the development (for residential projects) or the gross square footage of the development (for non- residential projects) in those amounts as set forth in the Area of Benefit Fee Table included in the Program. SECTION 4: An automatic adjustment of the fees, based upon the Construction Cost Index, shall be made each fiscal year commencing in fiscal year 1986 -1987. An adjustment of the fee based upon updated project cost esti- mates or other changed conditions shall be made in lieu of the Annual Cost Index Adjustment when necessary. SECTION 5: The collection of the fee shall be a condition of issuance of a building permit as described in the Program. The payment of fees may be deferred for all residential rental projects or projects which include State or Federal requirements to provide units affordable to families with incomes less than 80% of the median income for those time periods and subject to those terms and conditions set forth in Section IX of the Program. Fee credits shall be granted for dedications and work performed for the corridors as set forth in Section XI of the Program. SECTION 6: In the event the city executes the "Joint Exercise of • Powers Agreement Creating the San Joaquin Hills Transportation Corridor Agency" ( "Agreement "), upon the effective date of said Agreement, the City shall remit 2 of,. all fees collected pursuant to the Program to the Joint Powers Agency created by said Agreement pursuant to the terms and conditions of said Agreement. In the event the City executes said Agreement, any person aggrieved by a decision of the City regarding the amount of any corridor fee imposed or fee credit granted may appeal the decision of the City to the San Joaquin Hills Transportation Corridor Agency, which decision shall be final. SECTION 7: This Resolution shall be effective upon the effective date of Ordinance No. 85 -29, establishing the Major Thoroughfare and Bridge Fee Program. ADOPTED this • 3of3 MAJOR THOROUGHFARE • AND BRIDGE FEE PROGRAM FOR SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR AND FOOTHILL/ EASTERN TRANSPORTATION CORRIDORS PREPARED BY ENVIRONMENTAL MANAGEMENT AGENCY TRANSPORTATION /FLOOD CONTROL PROGRAM OFFICE JULY 1985 CERT!f 10 AS A TP.UE Ao CO ECT COPY CITY CLERK OF THE CITY OF NEWP /O�RR CH OATS ._....� / /fir - -`• ExNT3Fr- ti �1-r -r: l0 i.'• , 1W • MAJOR THOROUGHFARE AND BRIDGE FEE PROGRAM FOR SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR AND FOOTHILL/EASTERN TRANSPORTATION CORRIDORS Prepared by Environmental Management Agency Transportation /Flood Control Program Office JULY 1985 It 85,44von 0. TABLE OF CONTENTS SECTION TITLE PAGE Executive Summary 1 I Background 3 • II Description of Corridor 4 III Corridor Planning 5 IV Estimated Costs 6 V Overall Financing 7 VI Area of Benefit 8 VII Description of Area of Benefit (AOB) 10 VIII Fees 15 IX Deferral of Fees 21 X Criteria for Collection of Fees 21 XI Development Exactions & Credits 21 XII Annual Fee Adjustment 24 XIII City Participation in Fee Program 24 DT20 -4 C. LIST OF EXHIBITS EXHIBIT NO. TITLE I Area of Benefit Index Map with City Boundaries II Resolution 82 -598, Transportation Corridor IV -1 Development Policy III Area of Influence for Corridor Users, Foothill/Eastern Transportation Corridor Cost San Joaquin Hills Transportation Corridor IV Area of Influence for Corridor Users, VII -2 Foothill /Eastern Transportation Corridors V Area of Benefit, San Joaquin Hills Transportation Corridor VI Area of Benefit, Foothill/Eastern Transportation Corridors VII Fee Program Share of Total Corridor Cost, SJHTC VIII Fee Program Share of Total Corridor Cost, F/ETC IX Cost Per Trip End Analysis, SJHTC X Cost Per Trip End Analysis, F/ETC XI Daily Vehicle Trip Generation Rates OT20 -4 P PAGE 21 24 • 25 26 27 PAGE 0 7 10 13 16 17 13 18 LIST OF TABLES TABLE NO. TITLE IV -1 San Joaquin Hills Transportation Corridor Cost IV -2 Foothill/Eastern Transportation Corridor Cost VII -1 San Joaquin Hills AOB by Local Jurisdiction VII -2 Foothill/Eastern AOB by Local Jurisdiction VIII -1 Fee Program Share of Corridor Cost VIII -2 Adjusted AOB Trip Ends VIII -3 Fee Program Share by Land Use Category VIII -4 Area of Benefit Fees OT20 -4 P PAGE 21 24 • 25 26 27 PAGE 0 7 10 13 16 17 13 18 85-.497091 0 MAJOR THOROUGHFARE AND BRIDGE FEE PROGRAM FOR SAN JOAQUIN HILLS AND FOOTHILL/FASTERN TRANSPORTATION CORRIDORS Executive Summary It can no longer be expected that facilities such as the San Joaquin Hills • Transportation Corridor (SJHTC) and Foothill /Eastern Transportation Corridors (F /ETC) can be fully funded from the traditional revenue sources used. to construct southern California's existing freeway network. Supplemental funding sources must therefore be developed if these important components of Orange County's transportation system are to be developed to provide relief to existing congested facilities and support orderly development within cities and unincorporated areas. Development fees represent a potential supplemental funding source and as such have been under consideration by the Board of Supervisors for some time. The development fee program prepared for Board of Supervisors consideration is based upon Government Code Sections 50029, 66484.3 and California Constitution Article 11, Section 7. The concept is furthermore based on the general principle that future development within prescribed benefit areas will benefit from the construction of the transportation facilities and should pay for them in proportion to projected corridor traffic demand attributable to the development. Future development within the benefit areas is expected to account for 488 of the cost of the SJHTC and F /ETC. The remaining cost of the corridors, representing benefits derived by existing development within the benefit areas and corridor users outside the benefit areas, is proposed to be funded through traditional transportation funding sources such as existing federal and state programs. No assessment of existing developed property is proposed. Corridor usage projections for several hundred traffic analysis zones within the County were developed as a tool to assist in defining the proposed benefit areas. Traffic analysis zones with 48 or more of their total trip making utilizing the corridor formed a fairly dense pattern. Identifiable physical features closely approximating the pattern were used to describe the bound- aries of the benefit areas. Two fee zones within each area of benefit were established based upon direct use of the corridors. Traffic analysis zones with 88 or more of their total trip making utilizing the corridor were defined in the higher fee zone (A) . The remainder of the zones were defined in the lower fee zone (B). Assessment of fees on a traffic related basis was determined to be equitable. Trip ends were selected as the least common denominator and fees were established by dividing the proportion of corridor cost attributable to each fee zone by the total number of projected daily trip ends within each fee zone. Adjustments were made to trip ends between neighborhood commercial and residential land uses to reflect the relative benefit of neighborhood commercial development to residences. Land uses were combined into three general land use categories (2 residential and 1 non - residential) for the purposes of applying fees to development projects. -1- t Y , • Fees for each of the fee zones within the areas of benefit are: SJHTC Single Family Multi -Unit von- Residential Residential Residential Zone A $1,305 /unit $760 /unit $1.75 /sf. Zone B $1,010 /unit $590 /unit $1.30 /sf. F /ETC Zone A $1,295 /unit $755 /unit $1.80 /sf. • Zone B $ 920 /unit $535 /unit $1.05 /sf. Developers who are required to construct portions of the transportation corridors will receive credit for that work toward the payment of their fees. The amount of credit will not be adjusted with subsequent revisions to the fee program once it is memorialized by agreement. This credit may be transferred to another landowner within the same area of benefit only with the change in title to the land. Payment of fees for residential multi -unit rental projects may be deferred for a period of 5 years from issuance of a building permit. The developer must enter into an agreement to pay the fee in effect at the time payment is due and provide a security in the amount of the fee plus 158. Properties which are exempt from payment of property taxes will generally be exempt from payment of corridor fees. Governmental owned and constructed facilities and utilities will be exempt unless the facility is used for commercial or revenue generating purposes. Portions of twelve cities are included within the benefit areas for the SJHTC and F /ETC. The County may adopt a fee program only within the unincorporated areas. Participation by cities, therefore, is an important ingredient to a successful program that does not create inequities to property owners within differing jurisdictions. City and County cooperation is not only required in the adoption of a program and collection of fees, but should extend to decisions regarding expenditure of the funds. It is planned that Joint Powers Agencies consisting of City and County members will be created to plan and implement the Corridors. All fees collected under this program will be deposited in accounts specifically for the transportation corridors to accomplish this purpose. -2- I. SACRGROUND Government Code Sections 50029 and 66484.3 and California Constitution • Article 11, Section 7 permits the establishment of local ordinances to require payment of fees as a condition of approval of a final map or as a condition of issuing a building permit for purposes of defraying the actual or estimated cost of constructing bridges over waterways, railways, freeways and canyons, or constructing major thoroughfares. Pursuant to the above provisions of the Government Code, and the Police Powers the Board of Supervisors adopted Section 7 -9 -316 of the Orange County Codified Ordinances providing for the establishment of major thoroughfare and bridge construction fees to be paid by subdividers and building permit applicants in the County of Orange. On April 21, 1982, the Board of Supervisors, by Resolution 82 -598, directed the Environmental Management Agency (EMA) to begin analyzing potential areas of benefit as an adjunct to the Orange County /Orange County Transportation Commission - Transportation Finance Study and to proceed with the establishment of a fee program. The Board, furthermore, determined that developers of subdivisions which contain portions of any transportation corridor, would dedicate right -of -way, grade and construct necessary portions of the corridor and participate in any established corridor fee program. On February 15, 1983 the Board of Supervisors, by Resolution 83 -239, iden- tified interim areas of impact for the San Joaquin Hills and Foothill /Eastern Transportation Corridors and directed EMA to require subdividers to enter into contracts to participate in corridor implement- ation pending establishment of a fee program. On September 28, 1983, EMA submitted a report on the Transportation Corridor Fee Programs to the Board of Supervisors for referral to the Planning Commission for recommendations. Public meetings were subse- quently held by the Planning Commission on October 11 and November 1, 1983 to consider the Major Thoroughfare and Bridge Fee Programs. On January 30, 1984 the Planning Commission adopted Resolution No. 45 -83 recommending that the Board of Supervisors adopt Major Thoroughfare and Bridge Fee Programs for the San Joaquin Hills Transportation Corridor and the Foothill/Eastern Transportation Corridor. On October 3, 1984 the Board of Supervisors, by Resolution 84 -1462, adopted areas of Benefit and Major Thoroughfare and Bridge fees within unincorporated Orange County for the San Joaquin Hills and Foothill/Eastern Transportation Corridors. Subsequent cooperative analysis of the fee program by Orange County, Orange County Transportation -3- 85-- 497091 MAJOR THOROUGHFARE AND BRIDGE FEE PROGRAM FOR SAN JOAQUIN HILLS AND FOOTHILL/EASTERN TRANSPORTATION CORRIDORS I. SACRGROUND Government Code Sections 50029 and 66484.3 and California Constitution • Article 11, Section 7 permits the establishment of local ordinances to require payment of fees as a condition of approval of a final map or as a condition of issuing a building permit for purposes of defraying the actual or estimated cost of constructing bridges over waterways, railways, freeways and canyons, or constructing major thoroughfares. Pursuant to the above provisions of the Government Code, and the Police Powers the Board of Supervisors adopted Section 7 -9 -316 of the Orange County Codified Ordinances providing for the establishment of major thoroughfare and bridge construction fees to be paid by subdividers and building permit applicants in the County of Orange. On April 21, 1982, the Board of Supervisors, by Resolution 82 -598, directed the Environmental Management Agency (EMA) to begin analyzing potential areas of benefit as an adjunct to the Orange County /Orange County Transportation Commission - Transportation Finance Study and to proceed with the establishment of a fee program. The Board, furthermore, determined that developers of subdivisions which contain portions of any transportation corridor, would dedicate right -of -way, grade and construct necessary portions of the corridor and participate in any established corridor fee program. On February 15, 1983 the Board of Supervisors, by Resolution 83 -239, iden- tified interim areas of impact for the San Joaquin Hills and Foothill /Eastern Transportation Corridors and directed EMA to require subdividers to enter into contracts to participate in corridor implement- ation pending establishment of a fee program. On September 28, 1983, EMA submitted a report on the Transportation Corridor Fee Programs to the Board of Supervisors for referral to the Planning Commission for recommendations. Public meetings were subse- quently held by the Planning Commission on October 11 and November 1, 1983 to consider the Major Thoroughfare and Bridge Fee Programs. On January 30, 1984 the Planning Commission adopted Resolution No. 45 -83 recommending that the Board of Supervisors adopt Major Thoroughfare and Bridge Fee Programs for the San Joaquin Hills Transportation Corridor and the Foothill/Eastern Transportation Corridor. On October 3, 1984 the Board of Supervisors, by Resolution 84 -1462, adopted areas of Benefit and Major Thoroughfare and Bridge fees within unincorporated Orange County for the San Joaquin Hills and Foothill/Eastern Transportation Corridors. Subsequent cooperative analysis of the fee program by Orange County, Orange County Transportation -3- Commission, Building Industry Association, and cities within the areas of benefit have lead to the revisions contained within this report. II. DESCRIPTION OF CORRIDOR A TRANSPORTATION CORRIDOR is a high- speed, high volume, access - controlled multimodal facility with a median of sufficient width to be utilized for transit considerations such as fixed rail or high - occupancy vehicles. The corridors will provide for high speed movement of vehicular traffic where • projected volumes exceed major arterial highway capacities. These routes will function similarly to freeways and expressways and should eventually be incorporated into the freeway and expressway system. They are, therefore, designed to meet minimum State and Federal standards. The relatively rapid growth and planned future development in Orange County is contributing directly to the need for major transportation corridors. Three such corridors (Foothill, Eastern and San Joaquin Bills) are included on the Master Plan of Arterial Highways (MPAR) , a component of the Transportation Element of the Orange County General Plan. Transportation corridors are depicted on the MPAH map as either concept- ually proposed or established alignments. These facilities are part of a planned traffic circulation system necessary to support development of the County in accordance with County and City land use plans. These facilities will also relieve recurrent congestion on major arterials and freeways in Orange County as concluded by several recent studies; Multi - Modal Transportation Study (1980), Santa Ana Transportation Corridor Study (1981), Foothill Transportation Corridor Study (1981), and the San Joaquin Hills Transportation Corridor Study (1979). The SAN JOAQUIN BILLS TRANSPORTATION CORRIDOR is planned as a high - speed, high capacity, access - controlled transportation facility to serve local and regional traffic and transit needs. It is an established alignment on the MPAR which includes the Corona del Mar Freeway (Route 73) in the Cities of Costa Mesa, Newport Beach and Irvine and extends southeasterly approximately 15 miles to join the San Diego Freeway (I -5) between Avery Parkway and Junipero Serra Road near the City of San Juan Capistrano (see Exhibit I). It will be designed to comport to scenic highway standards and provide approximately six to ten general purpose travel lanes with a median of sufficient width to accommodate future high- occupancy vehicle (HOV) lanes and special transit facilities if required. The central segment of the corridor carries the greatest amount of traffic because there are a limited number of other parallel highway facilities. Traffic volumes on the south end of the corridor are lowest along the route as a result of countywide traffic orientation, which is generally to the north. Access to the corridor will be limited to approximately 12 grade - separated interchanges with arterial highways plus provisions for future additional exclusive interchange ramps for BOV lanes. Additional bridges may be required as the corridors cross substantial canyons and water courses. The EASTERN TRANSPORTATION CORRIDOR is currently shown as a conceptual alignment on the MPAR. The FOOTHILL TRANSPORTATION CORRIDOR is an -4- 85,49 ^1 established alignment between the Eastern Corridor and a point northerly of Ortega Highway and a conceptual alignment between that point and San Diego Freeway (I -5). As depicted on Exhibit I, the Eastern Transportation Corridor will intersect the Riverside Freeway (Route 91) between Weir Canyon Road and Gypsum Canyon Road extending southeasterly approx. 13 miles to a point southerly of the Santa Ana Freeway (I -5) in the Cities of Tustin and Irvine. The Foothill Transportation Corridor will originate from the Eastern Corridor between Santiago Canyon Road and Irvine Boulevard and extend southeasterly approx. 32 miles to the San Diego • Freeway (I -5) below San Clemente in San Diego County. It is anticipated the Eastern corridor will be a landscaped, grade separated scenic corridor which includes approximately six general purpose travel lanes and the Foothill Corridor, a landscaped corridor which includes . four to six general purpose travel lanes with medians or other areas wide enough to accommodate HOV /Special Transit requirements if necessary. Access to the corridor will be limited to grade - separated interchanges with arterial highways plus provisions for future exclusive interchange ramps for HOV lanes. III. CORRIDOR PLANNING The level of facility planned in this report will support currently adopted land use plans of the County and Cities surrounding the corridors. In the event the Cities and County subsequently augment their existing General Plan land uses, particularly in areas serving the Foothill and Eastern Corridors, those facilities may require increased lanes to accommodate that growth. It is intended that the fee adopted under this program will be reevaluated if an additional level facility is identified to serve increased adopted land uses. The majority of the length of corridor alignments fall within relatively undeveloped areas of the County. Exceptions to this are either end of the San Joaquin Hills Transportation Corridor and the central segments of the Foothill /Eastern Transportation Corridors. Each corridor traverses areas of hilly terrain. A majority of the areas traversed by the corridors is zoned Planned Community with tentative tracts proceeding in various stages of approval. An alignment was selected by the Board of Supervisors for the San Joaquin Hills Transportation Corridor on November 28, 1979 and the northwesterly segment of the Foothill Corridor on May 25, 1983. More detailed engineering work is currently underway on the San Joaquin Hills Transportation Corridor to refine the selected alignment and determine right -of -way requirements. Similar detailed engineering is also in progress for the northwesterly segment of the Foothill Transportation Corridor through developer studies of surrounding lands. Alignment selection studies are well underway on the Eastern Corridor and just getting started for the southerly end of the Foothill Corridor between about Oso Parkway and I -5. It is proposed that all corridors will eventually be added to the State Highway System. State legislation (AB 86) has been signed into law which redescribes State Route 73 (Corona Del Mar Freeway) to include the San Joaquin Hills Transportation Corridor. -5- 85-- 437®3. IV. ESTIMATED COSTS The construction costs within this report include estimates for all corridor grading and general travel lane improvements including bridges, structural section, interchanges, partial landscaping, and arterial highway realignments dictated by the corridor alignments. The cost of grading general High - Occupancy Vehicle (HOV) lanes is included but not the cost of HOV structural section, bridges, median barriers or special access ramps. It is intended that implementation of any transit guideway or HOV facilities, if needed, would be provided from other funding sources. Other costs included for both Corridors includes engineering design, administration, construction inspection and right -of -way acquisition costs. It is proposed that developers will dedicate the majority of right -of -way for the transportation corridors. The cost estimate includes a cost for the portion of the right -of -way which would exceed a standard major arterial highway constructed along the corridor alignment excluding slope easements. The portion of right -of -way equivalent to a major arterial highway is excluded from the estimate to maintain a policy consistent with other arterial highway dedications. The cost of slope easements is excluded because of the wide variations between the natural terrain condi- tions and final development of adjacent lands, the inability to estimate the easement areas with certainty, and for consistency with existing arterial development policy. Right -of -way required to realign any inter- secting arterial highway was also excluded from the cost estimate on the assumption that it will be dedicated in accordance with established development policy. The right -of -way to be included as part of the corridor cost was assumed to have a value of $50,000 /acre. A. SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR ( SJHTC) The cost of constructing the SJHTC to the standard of improvement as described in the previous section is based on estimates prepared for the County during the Phase II SJHTC study work and is estimated to be: TABLE IV -1 SAN JOAQUIN HILLS Construction: Engineering & Admin.; Contingencies: Right Of Way (in excess of Major Arterial Hwy.): Total (for purposes of Fee Program): -6- CORRIDOR COST $$259,736,000 38,960,000 25,974,000 16,990,000 $341,660,000 • 11 85-- 497090 B. FOOTHILL /EASTERN TRANSPORTATION CORRIDORS (F /ETC) The cost for constructing the Foothill /Eastern Transportation Corridors was estimated from information obtained from the Weir Canyon Park Road Study dated October, 1982, the Foothill Transportation Corridor Route Location Study dated December, 1982, and projection of Costs from the San Joaquin Hills Transportation Corridor. Unit prioea used in the cost estimates are considered to adequately estimate the cost in 1984 dollars. The estimated costs are as follows: is TABLE IV -2 FOOTHILL /EASTERN TRANSPORTATION CORRIDORS COST Foothill Eastern Total Construction: $233,557,000 $143,526,000 $377,083,000 Eng. & Admin.: 35,033,000 21,528,500 56,561,500 Contingencies: 35,033,000 21,528,500 56,561,500 Right Of Way (in excess of Major Art. Hwy.): 14,151,000 11,790,000 25,941,000 Total (for purposes of Fee Program): $317,774,000 $198,373,000 $516,147,000 V. OVERALL FINANCING The Board of Supervisors has established a transportation corridor development policy (Exhibit II) which defines the corridor implementation obligations of land development projects, and as noted in Section I of this report has indicated its general intent to require all new development to bear a portion of the cost of the corridors by payment of development fees (Major Thoroughfare Fee). Funds from other more traditional sources (e.g., existing state and federal taxes on motor vehicle fuel) will be sought for the portion of the cost not funded by development fees. These other funds would be allocated through processes involving the California Transportation Commission and the Orange County Transportation Commission (OCTC). In order to qualify for state and federal funding, the corridor routes must be incorporated into the state highway system and placed in one of the federal aid systems. State Route 73 (Corona Del Mar Freeway) has been legislatively redescribed to correspond with the route of San Joaquin Hills Transportation Corridor. It is intended that at an appropriate time similar legislation will ultimately be introduced to place the Foothill/Eastern Corridors in the state highway system. This Major Thoroughfare & Bridge Fee report focuses only on the portion of the corridor implementation costs which may be attributable to new growth and for which development fees are proposed. SAC The statutes identified in Section I of this report which authorize the collection of development fees specify that an Area of Benefit (AOB) shall be established which encompasses real property, which will benefit from construction of the major thoroughfares and bridges. The method of determining the AOB and the share of total corridor costs proposed to be paid by new development in the form of fees is explained in Sections VI and VIII of this report. The estimated corridor costs and the portions proposed to be allocated to • new development through the Major Thoroughfare and Bridge (MT &B) fee program are: Total Cost New Development Approximate Share of Cost 8 San Joaquin Bills: $341,660,000 $165,500,104 48.48 Foothill /Eastern: $516,147,000 $250,228,066 48.58 In accordance with current Board of Supervisors' policy, new developments within the path of the transportation corridors will be conditioned to dedicate right -of -way and grade the corridor within the boundaries of the development, construct arterial overcrossings for internal arterial highways and construct corridor travel lanes and interchange ramps required immediately for access to the development or for closure of short gaps in the transportation system. The estimated cost of these improvements including the estimated value of R/W dedication in excess of that required for a standard major arterial highway (excluding slope easements) will be considered as a credit against the required MT &B fees to the extent that these costs are included in the fee program. VI. AREA OF BENEFIT In order to establish an MT &B fee program, an Area of Benefit (AOB) must be identified within which fees may be required upon issuance of building permits or recordation of final maps to defray the cost of the major thoroughfares and bridges. Construction of the transportation corridors will provide key facilities to ensure that the County's transportation system is in balance with both existing and future land uses. The benefits, therefore, accrue not only to those properties which generate a high demand for use of the corridor but those which will benefit from less congestion and delay on the arterial highway and freeway system serving the property. Implementation of a balanced transportation system, including the corridors, will, furthermore, benefit undeveloped properties by allowing approval of land use to the level in County and City General Plans. It is clear that both existing developed properties and undeveloped properties will benefit from construction of the transportation corridors. Development fees are proposed to finance a portion of the corridors proportional to the traffic demands, measured in trip ends, created by new ME g;5 -- 49'70 growth. The portion of cost based upon existing trip ends represents the benefit to developed properties. Revenue for the cost allocated to existing development will be provided from public funding sources identified in Section V, "Overall Financing," of this report and, therefore, will not be assessed to individual properties. The methodology used to determine the AOB consisted of determining the influence the corridor had on trips made within the County. The analysis was conducted with a system of computer programs known as UTPS1 (Urban Transportation Planning Systems). The computer programs were tailored for specific Orange County application and are commonly known as the SOCCS2 travel demand model. The model subdivides Orange County and portions of adjacent Los Angeles County into more than 500 traffic analysis zones (TAZ). The model esti- mates the number of person trips each TAZ generates based on socioeconomic variables such as population, employment, income and number of housing units. These trips are then distributed from each zone to all other zones by a well- established procedure. The model then determines how many of these person trips will travel by auto, and finally assigns these auto trips onto a highway network. The socioeconomic data used in the AOB analysis is from the San Joaquin Hills Transportation Corridor Study and the Foothill Transportation Corridor Study. Using the trip- making data described above, a select link analysis (program UROAD3) was performed to determine the number of corridor related trip ends which originate in, or are destined for, each traffic analysis zone (TAZ). These corridor TAZ trip ends were used in conjunction with the total TAZ trip ends (arterial highways plus corridor) to compute the percentage of trip ends by TAZ which use the corridor. The resulting percentages were posted on TAZ maps in 2% increments (Exhibits III and IV). The influence area for each of the corridors is quite pronounced at the 4% and greater trip use level as shown on the exhibits. The pattern of corridor usage becomes erratic below the 4% level. The determination of the AOB for each of the transportation corridors was based primarily on the above corridor influence areas. However, the following additional criteria were used to supplement the percent of corridor use data to analyze relative benefits: lUTPS is a battery of sophisticated computer programs developed and sponsored by the Federal Urban Hass Transportation Agency (UMTA) for forecasting travel demand. 2South Orange County Circulation Study (SOCCS) travel demand forecasting model developed by EMA /Transportation Planning Division. 3UROAD is one of the computer programs in UTPS. It is a comprehensive flexible highway assignment and analysis program. -9- VII 85__497091 1. Corridor trip ends exceed 1.75 trip en sd per gross acre of the TAZ. 2. Total corridor trip ends per TAZ exceed 2,000. 3. Trip end growth within each TAZ exceeds 45 %. 4. Perceived direct and indirect benefits to the transportation system. Identifiable physical and planned features closely approximating the Pattern of corridor usage were used to describe the boundaries of the benefit areas. Within each area of benefit, some lands were judged to receive more benefit than others from the construction of the corridors. Developments which create relatively high demands for use of the corridors were placed in a different fee zone within the area of benefit than other developments with less direct use. The boundaries between the fee zones were determined utilizing the TAZ data on Exhibits III and IV. Traffic analysis zones where the percentage of corridor trip ends equals or exceeds 88 were defined as Zone A. Traffic analysis zones with less than 8% use were defined as Zone B. Zone A and B are depicted on Exhibit I. DESCRIPTION OF AREA OF BENEFIT (AOB) The AOB's for the San Joaquin Hills and the combined Foothill /Eastern Corridors include both incorporated and unincorporated territory and generally encompass the southeasterly half of Orange County as illustrated on Exhibit I. A. SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR A more detailed map of the San Joaquin Hills Transportation Corridor AOB is shown on Exhibit V. This AOB contains approximately 122 square miles. All or portions of the following cities are within this AOB: TABLE VII -1 SAN JOAQUIN HILLS AOB BY LOCAL JURISDICTION City Area Included in AOB Costa Mesa Irvine Laguna Beach Newport Beach San Clemente .San Juan Capistrano Santa Ana City Subtotal Unincorporated Territory Total -10- 3.2 sq. miles 22.2 5.6 8.3. 3.8 8.2 2.8 54.1 68.3 122.4 sq. miles 0 85-.49704 The ADS is bounded by the Pacific: Ocean: beginning at the easterly boundary of the City of Newport Beach at the Pacific Ocean; thence along said external boundary defined by annexation nos. 843, 64, 897, 94, and 585 to its intersection with an. extension of Fifth Avenue; thence northwesterly along said extension to Fifth Avenue; thence northwesterly along the centerline of said Fifth Avenue to Coast Highway; thence northwesterly along the centerline of said Coast Highway to the crossing of the Upper Newport Bay; thence along a line northerly through said Upper Newport Bay to the point where the Santa • Ana -Delhi Channel (Facility FO1) enters said Upper Newport Bay; thence along the centerline of Santa Ana -Delhi Channel from Upper Newport Bay to University Drive; thence westerly along the centerline of said University Drive to Santa Ana Avenue; thence northerly along the centerline of said Santa Ana Avenue to Corona Del Mar Freeway (State Route 73); thence northwesterly along the centerline of said Corona Del Mar Freeway to the San Diego Freeway (Interstate Route 405); thence westerly along the centerline of said San Diego Freeway to Harbor Blvd.; thence northerly along the centerline of said Harbor Blvd. to MacArthur Blvd.; thence easterly along the centerline of said MacArthur Blvd. to Main Street; thence northerly along the centerline of said Main Street to Dyer Road; thence easterly along the centerline of said Dyer Road to Grand Avenue; thence northerly along the centerline of said Grand Avenue to Edinger Avenue; thence easterly along the centerline of said Edinger Avenue to the Newport -Costa Mesa Freeway (State Route 55); thence southwesterly along the centerline of said Newport -Costa Mesa Freeway to Warner Avenue; thence southeasterly along the centerline of said Warner Avenue to Red Hill Avenue; thence southwesterly along the centerline of said Red Hill Avenue to Alton Avenue; thence northwesterly along the centerline of said Alton Avenue to the Newport -Costa Mesa Freeway; thence southwesterly along the centerline of said Newport -Costa Mesa Freeway to the San Diego Freeway (Interstate 405); thence southeasterly along the centerline of said Interstate 405 to Interstate 5; thence southerly along the centerline of said Interstate 5 to its intersection with the prolongation of the southerly boundary of Rancho Mission Viejo (approximately at Via Escolar); thence southeasterly along the Rancho Mission Viejo boundary line as described by Record of Survey 9/15 -18 to the easterly corner of Tract No. 6381; thence westerly along the southerly line of said Tract No. 6381 to the easterly boundary at Parcel Map No. 80 -851; thence southerly along said easterly boundary of Parcel Map No. 80 -851 to Rancho Viejo Road; thence southerly along the centerline of said Rancho Viejo Road to Ortega Highway; thence easterly along the centerline of said Ortega Highway to La Novia Avenue; thence southerly along the centerline of said La Novia Avenue and its proposed extension to Tentative Tract No. 11648; thence southerly along the easterly boundary of said Tentative Tract No. 11648 to the boundary of Tentative Tract No. 11832; thence southerly along the easterly boundary of said Tentative Tract No. 11832 to the northerly boundary of Tract No. 8087; thence easterly and southerly along the boundary of said ?Tact No. 8087 to the boundary of Tract No. 9794; thence easterly along the northerly boundary of said Tract No. 9784 and the prolongation of said boundary to the boundary of the City of San Juan -11- A s5- 6497091 • 1. Capistrano; thence southeasterly "along said city external boundary defined by Incorporation boundaries of April 19, 1961 and annexation nos. 105 and 24 and deannexation per City resolution 62- 11 -13 -2 to Interstate 5; thence southerly along the centerline of said Interstate 5 to its intersection with the Orange /San Diego County like; and thence southerly along said County line to the Pacific Ocean. Zone A Zone A is bounded on the south by the Pacific Ocean and is described as follows: Beginning at the intersection of the total area of benefit westerly boundary with the Pacific Ocean; thence along said total area of benefit boundary to Marguerite avenue; thence northerly along the centerline of said Marguerite Avenue to San Joaquin Hills Road; thence easterly along the center line of said San Joaquin Hills Road to Spyglass Hill Road; thence northerly along the centerline of said Spyglass Hill Road to San Miguel Drive; thence northerly along the centerline of said San Miguel Drive to Ford Road; thence northeasterly along the centerline of said Ford Road and its proposed northeasterly extension as shown on the Orange County Master Plan of Arterial Highways dated August 8, 1984, to Bonita Canyon Road; thence easterly along the center line of said Bonita Canyon Road to the proposed southerly extension of Sand Canyon Avenue as shown on said Master Plan of Arterial Highways; thence easterly along the centerline of the proposed extension of Sand Canyon Avenue to the westerly extension of Bake Parkway as shown on said Master Plan of Arterial Highways; thence easterly along the centerline of the proposed extension of said Bake Parkway to Laguna Canyon Road; thence southerly along the centerline of said Laguna Canyon Road to the proposed westerly extension of Santa Maria Avenue as shown on said Master Plan of Arterial Highways; thence easterly along the centerline of the proposed extension of Santa Maria Avenue and Santa Maria Avenue to Moulton Parkway; thence southerly along the centerline of said Moulton Parkway to E1 Toro Road, thence northeasterly along the centerline of said E1 Toro Road to Paseo de Valencia; thence southeasterly along the centerline of said Paseo de Valencia and its easterly prolongation to intersect Interstate 5 which is also the easterly boundary of the total area of benefit; thence southerly along said easterly boundary of the total area of benefit boundary to where it again intersects Interstate 5 in the vicinity of Camino Las Ramblas; thence northerly along the centerline of said Interstate 5 to San Juan Creek Road; thence westerly along the centerline of said San Juan Creek Road to Camino Capistrano; thence northerly along the centerline of said Camino Capistrano to Del Obispo Street; thence westerly along the centerline of said Del Obispo Street to Alipaz Street; thence southerly along the centerline of said Alipaz Street to Camino Del Avion; thence westerly along the centerline of said Camino Del Avion and its proposed westerly prolongation as shown on said Master Plan of Arterial Highways, to Crown Valley Parkway; thence southerly along the centerline of said Crown valley Parkway to Monarch Bay Drive; thence southwesterly along Monarch Bay Drive and its southwesterly prolongation to the Pacific Ocean. -12- • _. • 85- 497091 • Zone B Zone B is described by the total San Joaquin Rills area of benefit excluding Zone A as described above. B. FOOTHILL /EASTERN TRANSPORTATION CORRIDORS A single area of benefit was selected for the combined Foothill and Eastern Transportation Corridors because of corridor usage patterns. • A more detailed map of the Foothill/Eastern Corridors AOB is shown on Exhibit VI. This AOB contains approximately 291 square miles. All or portions of the following cities are included in this AOB: TABLE VII -2 FOOTHILL/EASTERN AOB BY LOCAL JURISDICTION City Area Included in AOB Anaheim 14.1 sq. miles Irvine 18.9 Orange 10.6 San Clemente 13.5 San Juan Capistrano 5.0 Santa Ana 2.8 Tustin 11.1 Villa Park 2.1 Yorba Linda 17.7 City Subtotal 95.8 Unincorporated Territory 194.7 Total 290.5 sq. miles The AOB is bounded generally by the northerly boundary of the San Joaquin Hills Transportation Corridor AOB from the San Diego County Line to the intersection of the San Diego Freeway (State Route -405) and the Newport -Costa Mesa Freeway (State Route 55); thence northeasterly along the centerline of State Route 55 to Alton Avenues thence southeasterly along centerline of said Alton Avenue to Red dill Avenue; thence northeasterly along the centerline of said Red Hill Avenue to Warner Avenue; thence northeasterly along the centerline of said Warner Avenue to State Route 55; thence northeasterly along the centerline of said State Route 55 to Edinger Avenue; thence westerly along the centerline of said Edinger Avenue to Grand Avenue, thence northerly along the centerline of said Grand Avenue to Seventeenth Street; thence easterly along the centerline of said Seventeenth Street to State Route 55; thence northerly along the centerline of said State Route 55 to the Riverside Freeway (State Route 91); thence northwesterly along the centerline of said State Route 91 to Tustin Avenue; thence northerly along the centerline of said Tustin Avenue to Jefferson Street; thence northerly along said Jefferson Street to the southerly city limits of Placentia; thence along the external boundary of said city limits defined by annexation nos. 69 -1, 76 -1, 71 -01, -13- 8$ -- 497091 65 -4, 63 -3, 64 -1, 65 -7, 63 -4, 63 -2, 64 -4, and 72 -2 to its intersection with Imperial Highway; Placentia to Imperial Highway; thence southwesterly along the centerline of said Imperial Highway to valley View Avenue; thence northerly along the centerline of said Valley View Avenue and its prolongation to the southerly boundary of Chino Hills State Park; thence easterly along the southerly boundary of Chino Hills State Park to its intersection with the Orange /San Bernardino County line; thence southeasterly along the Orange County line to the boundary of the San Joaquin Hills Transportation Corridor Area of Benefit. • ZONE A Zone A begins at the Orange /San Bernardino County line where said County Line intersects the centerline of the proposed extension of La Palma Avenue as shown on the Orange County Master Plan of Arterial Highways dated August 8, 1984; thence westerly along the centerline of said proposed La Palma Avenue to the proposed extension of Gypsum Canyon Road as shown in said Master Plan of Arterial Highways; thence southerly along the centerline of said proposed Gypsum Canyon Road to the Riverside Freeway (State Route 91) ; thence westerly along the centerline of said State Route 91 to the northwesterly prolongation of the easterly boundary of the Wallace Ranch as shown in Orange County Record of Survey 2 -5; thence southeasterly along said prolongation of the easterly boundary of the Wallace Ranch and continuing southeasterly along said easterly boundary to the northeasterly corner of the Oak Hills Ranch as shown in said Record of Survey 2 -5; thence southeasterly along the easterly boundary of said Oak Hills Ranch as shown in said Record of Survey 2 -5 and continuing southwesterly along the southerly boundary of said Oak Hills Ranch as shown in said Record of Survey 2 -5 to the proposed southerly extension of Weir Canyon Road as shown on said Master Plan of Arterial Highways; thence southerly along said Weir Canyon Road to Irvine Boulevard; thence easterly along the centerline of said Irvine Boulevard to Sand Canyon Avenue; thence southerly along the centerline of said Sand Canyon Avenue to the proposed realignments of Trabuco Road as shown on said Master Plan of Arterial Highways; thence easterly along the centerline of said proposed realignment of said Trabuco Road to the proposed northerly extension of Muirlands Boulevard; thence along said Muirlands Boulevard to the centerline of Alton Avenue; thence northerly along the centerline of said Alton Avenue to Jeronimo Road; thence easterly along the centerline of said Jeronimo Road to Bake Parkway; thence northerly along the centerline of said Bake Parkway to Trabuco Road; thence easterly along the centerline of said Trabuco Road to Alicia Parkway; thence northerly along the centerline of said Alicia Parkway to Portola Parkway; thence easterly along the centerline of said Portola Parkway to the proposed Antonio Parkway as shown on said Master Plan of Arterial Highways; thence southerly along the centerline of said Antonio Parkway to Ortega Highway; thence southwesterly along the centerline of said Ortega Highway to the proposed easterly extension of Avery Parkway as shown on said Master Plan of Arterial Highways; thence westerly along the centerline of said proposed extension and Avery Parkway to the Santa Ana Freeway -14- • 85- 4911091 • where it intersects the common boundary between the Foothill /Eastern and the San Joaquin Hills A03s; thence southeasterly along said common AOB boundary to the Orange /San Diego County line; thence northerly along the Orange County line to where it intersects the centerline of the proposed La Palma Avenue as shown on said Master Plan of Arterial Highways. ZONE B Zone B is described by the total Foothill/Eastern area of benefit • excluding Zone A as described above. VIII. FEES In order to establish a corridor fee, it is necessary to determine who is to pay the fee, the facility cost to be supported by fees and a basis or unit of measure for the fees. As has been previously stated, it is proposed that fees be paid by future development within the defined areas of benefit in reasonable proportion to the benefit derived. The corridor facilities will, of course, also benefit existing development within the areas of benefit. The share of corridor cost attributable to benefits derived by existing development is proposed to be funded from other sources. A. Determination of Fee Program's Share of Corridor Cost The first step in calculating the fee program share of the corridor cost was to determine the percentage of corridor user trip ends that originate or end within the area of benefit which are attributable to new growth. Trip information derived from the SOCCS travel demand model was used for this analysis. This percentage was established as the developers share and multiplied by the total corridor cost to determine the fee program share of costs as shown in Table VIII -1. The fee program share of corridor cost was then separated into amounts representing direct and indirect benefits to the benefit zones (A & 3 Zones) based upon peak hour and non -peak hour travel characteristics. Approximately sixty -one percentl (618) of corridor trips are expected to occur during non -peak travel hours, thus representing a measure of the direct benefit from the corridors. Approximately thirty -nine percentl (398) of corridor trips are expected to occur during peak hours of travel, thus representing lessened congestion on the remaining transportation system. This system relief is defined as indirect benefit. The direct and indirect factors were used to identify the relative benefits between the A and B zones. The portion of fee program share representing direct benefit was divided between the A and 3 zones based upon the percentage of corridor user trips due to growth within each zone. The portion of developers share representing indirect benefit was distributed between the A and B zones based upon the percentage of total trip ends on the transportation system within each zone. The fees for the A and B Zones, therefore, include a measure of both direct and indirect benefits received by each zone. Exhibits VII ---and-VIII show the method in which these calculations were made. 1Caltrans, TARTS 1976 Urban Rural Survey. -15- 0 " 85-- 497091 • The fee program share of Corridor Cost shown below represents an estimate of the share attributable to new development. It is expected that this share may change as future revisions are made to the fees. TABLE VIII -1 FEE PROGRAM SHARE OF CORRIDOR COST Total $516,147,000 48.58 $250,228,066 B. Determination of Base Fee The cost attributable to future development must be reduced to a fee so that it may be apportioned in an equitable manner to specific types of development. Allocation of the cost on the basis of trip end generation by general land use category is proposed, where: cost apportioned to future development in the AOB zone _ cost /trip end trip end growth in the NOB, zone SJHTC Zone A $97,856,774 = $74/TE 1,321,160 Zone B $67,643,330 _ $46 /TE 1,462,093 F /ETC $133,096,091 _ $80/TE 1,665,922 $117,131,975 _ $43/TE 2,730,730 The data used in computing the average cost per trip end are summarized in Exhibit IX and X. The trip end generation factors used in the calculation were derived from the EMA Trip Generation Rates, shown in Exhibit XI. The projected growth in dwelling units was taken from the respective San Joaquin Hills and Foothill Transportation Corridor studies. Projected growth in industrial /comaercial floor space was generated from MMTS II4 employment projections. 4Employment projects adopted by the Orange County Transportation Commission. -16- Total Corridor Developers Developers • Costs ($) Share (8) Share ($) SJHTC Zone A 28.68 $ 97,856,775 Zone B 19.88 $ 67,643,330 Total $341,660,000 48.48 $165,500,105 F/ETC Zone A 25.88 $133,096,099 Zone B 22.78 $117,131,975 Total $516,147,000 48.58 $250,228,066 B. Determination of Base Fee The cost attributable to future development must be reduced to a fee so that it may be apportioned in an equitable manner to specific types of development. Allocation of the cost on the basis of trip end generation by general land use category is proposed, where: cost apportioned to future development in the AOB zone _ cost /trip end trip end growth in the NOB, zone SJHTC Zone A $97,856,774 = $74/TE 1,321,160 Zone B $67,643,330 _ $46 /TE 1,462,093 F /ETC $133,096,091 _ $80/TE 1,665,922 $117,131,975 _ $43/TE 2,730,730 The data used in computing the average cost per trip end are summarized in Exhibit IX and X. The trip end generation factors used in the calculation were derived from the EMA Trip Generation Rates, shown in Exhibit XI. The projected growth in dwelling units was taken from the respective San Joaquin Hills and Foothill Transportation Corridor studies. Projected growth in industrial /comaercial floor space was generated from MMTS II4 employment projections. 4Employment projects adopted by the Orange County Transportation Commission. -16- 85- =497091' C. FEE DISTRIBUTION Various land uses within the area of benefit have been grouped into three major categories for the purposes of distributing fees to individual developments. The three general categories used include residential single - family dwelling units, residential multi -unit dwellings, and non - residential land uses. The trip ends calculated for the non - residential land use category were a summation of more specific non - residential categories such as manufacturing, retail regional, neighborhood /community commercial, and office uses. The trip generation rates used to calculate the trip ends for each of • these more specific non - residential land uses were averages of rates shown in Exhibit XI. Prior to the summation of the trip ends from each of the more specific nonresidential land uses, an adjustment was made to the projected trip ends for neighborhood /community commercial land uses. This adjustment was an attempt to reflect the benefits to residential land uses which accrue from construction of neighborhood /community commercial development. Neighborhood /community commercial primarily benefits local residents by providing an opportunity to shop ::dose to home. Many of the trip ends typically assigned to local retail uses are accounted for by these short trips arriving from and returning to residences. These residential- related trip ends actually provide savings in travel costs due to the short nature of the trip. Addi- tionally., neighborhood /community commercial development tends to reduce energy consumption and traffic impacts. Residential land uses receive sufficient benefit from construction of neighborhood /community commercial development to distribute a portion of the trip ends attributable to neighborhood /community commercial development to residential land uses. For this reason, 508 of the trip ends attributable to neighborhood /community commercial development were reassigned to single family residential and multi- unit residential land uses as a measure of this increased 'benefit. The reassigned trip ends were split between single family and multi- unit residential land uses based upon their respective trip ends due to growth. The adjusted trip ends are as follows: TABLE VIII -2 ADJUSTED AOB TRIP ENDS Land Use Category Zone A Zone B Generated Adjusted Generated Adjusted Trip Ends Trip Ends Trio Ends Trip Ends SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR Single Family Residential Units 379,452 557,635 Multi -Unit Residential Units 193,956 285,053 Veighborhood /Community Commercial 448,800 179,520 FOOTHILL /EASTERN TRANSPORTATION CORRIDORS single Family Residential Units 666,024 Multi -Unit Residential Units 160,377 Neighborhood /Community Commercial 479,662 -17 -- 897,960 216,238 191,865 139,368 254,936 240,723 440,312 525,262 210,105 643,812 1,143,880 248,906 442,221 1,155,638 462,255 857- 497091 � Once this adjustment was made, the fee program share of the total corridor cost for each of the three generalized land use categories was determined. The single - family residential and multi -unit residential share of the corridor cost was calculated first by multiplying the adjusted trip ends shown above by the appropriate cost per trip end as developed in Exhibits IX and X. The non - residential share of the corridor cost was calculated by using the difference between the total fee program share and the total residential share of the corridor cost. The fee program share of corridor cost by generalized categories is: TABLE VIII -3 FEE PROGRAM SHARE BY LAND USE CATEGORY Single Family Multi -Unit Residential Residential Non - Residential SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR Zone A $41,264,990 $21,093,922 $35,497,862 Zone B $11,727,056 $20,254,352 $35,661,922 FOOTHILL/EASTERN TRANSPORTATION CORRIDORS Total Developer's Share $ 97,856,774 $ 67,643,330 Zone A $71,836,800 $17,299,040 $43,960,251 $133,096,091 Zone B $49,186,840 $19,015,503 $48,929,632 $117,131,975 Once the fee program share of corridor cost by the three generalized land use categories was determined, a fee for each of these categories was determined by dividing each share by the appropriate number of residential units or area of buildings shown in Exhibits IX and X. Following is the final fee calculation for each of the three general land use categories for both A and B fee zones. Land Use TABLE VIII -4 AREA OF BENEFIT FEES Fee Calcnlatinn SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR Zone A Rounded Fee Fee • Single - family residential $41,264,990 r 31,621 units $1,305 /unit $1,305 /unit Multi-unit residential $21,093,922 : 27,708 units $761 /unit $760 /unit Non- residential $35,497,862 - 20,021,185 sf $1.77 /sf $1.75 /sf Zone B Single - family residential $11,727,056 a 11,614 units $1,010 /unit $1,010 /unit Multi -unit residential $20,254,352 - 34,389 units $589 /unit $590 /unit von - residential $35,661,922 r 27,700,559 sf $1.29 /sf $1.30 /sf -18- 85 -- 9197091 When development fees are collected at the time of building permit issuance, the number of residential units or area of non - residential buildings will be known. The fees for each development will simply be calculated by multiplying the number of residential units or gross floor area of non- residential buildings times the appropriate land use category and the fee zone. Gross floor area shall be defined as total floor area including each floor of multiple story buildings within the outer footprint of the building as described on the building permit. Adjustments will not be made to traffic generation rates to reflect anomalies due to project design or other conditions. All land uses will be determined to be within the most appropriate of the three general land use categories. In the event an existing non - residential building is proposed to be expanded, the fee will be determined by the net increase of building area. If a non - residential building is converted to another non- residential use with no net increase in building area, no fees shall be required. Parking structures shall also be exempt from payment of fees since they do not generate a vehicular attraction in and of themselves. The following categories which receive exemptions from payment of property taxes will also be generally exempt from paying transportation corridor fees. 1) Church; 2) Religious; 3) College; 4) Welfare; 5) Wholly Exempt; 6) Other. The final determination of whether a property is exempt will be based upon verification of a property tax exemption for those specified categories on the latest Assessor's roll as defined for Orange County by the State of California. Government -owned facilities or utilities shall be exempt from payment of fees to the extent that the facilities will not be used for generating revenue or commercial purposes. Examples of exempt public uses are city halls, park buildings, and other public buildings. Privately owned utilities will not be exempt from payment of corridor fees. -19- Fee Rounded Land Use Calculation Fee Fee FOOTHILL /EASTERN TRANSPORTATION CORRIDOR one A Single - family residential $71,836,800 r 55,502 units $1,294 /unit $1,295 /unit Multi -unit residential $17,299,040 t 22,911 units $755 /unit $755 /unit • Non - residential $43,960,251 a 24,231,767 sf $1.81 /sf $1.80 /sf Zone B Single - family residential $49,186,840 t 53,651 units $917 /unit $920 /unit Multi -unit residential $19,015,503 r 35,558 units $535 /unit $535 /unit Von - residential $48,929,632 t 46,616,669 fees $1.05 /sf $1.05 /sf D. APPLICATION OF FEES When development fees are collected at the time of building permit issuance, the number of residential units or area of non - residential buildings will be known. The fees for each development will simply be calculated by multiplying the number of residential units or gross floor area of non- residential buildings times the appropriate land use category and the fee zone. Gross floor area shall be defined as total floor area including each floor of multiple story buildings within the outer footprint of the building as described on the building permit. Adjustments will not be made to traffic generation rates to reflect anomalies due to project design or other conditions. All land uses will be determined to be within the most appropriate of the three general land use categories. In the event an existing non - residential building is proposed to be expanded, the fee will be determined by the net increase of building area. If a non - residential building is converted to another non- residential use with no net increase in building area, no fees shall be required. Parking structures shall also be exempt from payment of fees since they do not generate a vehicular attraction in and of themselves. The following categories which receive exemptions from payment of property taxes will also be generally exempt from paying transportation corridor fees. 1) Church; 2) Religious; 3) College; 4) Welfare; 5) Wholly Exempt; 6) Other. The final determination of whether a property is exempt will be based upon verification of a property tax exemption for those specified categories on the latest Assessor's roll as defined for Orange County by the State of California. Government -owned facilities or utilities shall be exempt from payment of fees to the extent that the facilities will not be used for generating revenue or commercial purposes. Examples of exempt public uses are city halls, park buildings, and other public buildings. Privately owned utilities will not be exempt from payment of corridor fees. -19- 85- 49'7091 Notwithstanding property tax exemptions, governmental -awned or constructed facilities (including but not limited to counties, cities and redevelopment agencies) which will generate revenue or be leased for commercial purposes shall pay fees in accordance with the established fee schedules. Examples of this include the revenue generating portions of airports, train stations, stadiums, sports arenas, convention centers, bus terminals, hotels, or concessions on public lands. In the event construction of these facilities is an expansion of an existing use, the fee shall be determined based upon the net increase of building area. All disputes over application of fees to specific projects or disputes over exemptions of projects from fee requirements shall be presented to the Joint Pavers Agency described in Section XIII of this report for resolution. Examples of fee calculations: 1. The fee for a development consisting of 100 single - family detached units, 300 condo units and 25,000 s.f. of office and Neighborhood Shopping Center uses would be: San Joaquin Hills AOB (Zone A): (100 D.U. x $1305 /D.U.) _ $ 130,500 (300 D.U. x $760 /D.U.) _ $ 228,000 (25,000 S.F. x $1.75 /S.F.) _ $ 43,750 Total fee for development if located in Zone A of SJHTC AOB = $ 402,250 Foothill /Eastern AOB (Zone B): (100 D.U. x 920/D.U.) _ $ 92,000 (300 D.U. x $535/D.U.) _ $ 160,500 (25,000 S.F. x $1.05 /S.F.) _ $ 26,250 Total fee for development if located in Zone B of Foothill /Eastern AOB = $ 278,750 2. Total fee for reconstruction of a 10,000 sf. office building to a 15,000 s.f. Neighborhood Shopping Center would be calculated as follows: San Joaquin Bills AOB (Zone B): (5,000 s.f. x $1.30 /s.f.) Total fee for development it located in Zone A of SJHTC AOB = -20- $ 6,500 $ 6,500 • n r. 85- 497091 Foothill/Eastern AOB (Zone A): (5,000 s.f. x $1.80 /s.f.) _ $ 9,000 Total fee for development if located in Zone A of Foothill/Eastern AOS a S 9,000 IX. DEFERRAL OF FEES • it is proposed that fees may be deferred for residential multi -unit rental projects or projects which include State or Federal requirements to provide units affordable to families with incomes less than 808 of the median income (Section VIII housing). The deferral may be for a period of five years from the Assuance of building permits or the period of the State/Federal funding requirements beginning upon issuance of the first building permit. The fees to be paid shall be those in effect at the time of payment and shall be secured by an agreement and renewable letter of credit held by an escrow company, or cash or time certificate of deposit in the amount of fees plus 15 percent in anticipation of inflationary increases. X. CRITERIA FOR COLLECTION OF FEES The enabling ordinance provides for collection of fees as a condition of final map approval or issuance of building permits. Fees shall be collected prior to issuance of all building permits for new residential structures and commercial /industrial structures which establish new and enlarged floor space. Fees will not be required for remodeling or reconstructing existing structures to the same number of residential dwelling units or equal commercial building area. Fees will not be required for construction of retaining walls, patio covers, swimming pools or other non inhabitable residential structures. XI. DEVELOPMENT EXACTIONS S CREDITS Development Projects containing portions of transportation corridors within their boundaries shall be required by condition of approval of cities or County to accomplish the following: 1. Dedicate right -of -way in accordance with schematic plans approved by the Joint Powers Agency. 2. Grade corridor right -of -way in accordance with schematic plans approved by the Joint Powers Agency and shown on the Tentative Tract Map and rough grading plans. 3. Construct arterial overcrossings for internal arterials. width of overcrossing structure (i.e., number of travel lanes) is to be determined based upon vehicular and pedestrian traffic generated by the proposed project. 4. Construct corridor travel lanes and interchange ramps required immediately for access to proposed development or system continuity -21•• 8 e5-- 497091 0 (closure of short gaps). Plumber of lanes required is to be based upon traffic generated by proposed project. 5. Participate, among other designated beneficiaries, in the San Joaquin Hills or Foothill/Eastern Transportation Corridor fee program. Subdivisions in which right -of -way, grading and improvements are required for the transportation corridors will be eligible for credit toward payment of the MT &B fees to the extent that the costs are included in development of the fee program. Whenever subdivisions are conditioned to • grade or improve portions of transportation corridors or dedicate right - of -way in excess of Major Arterial Highway Standards, and these costs exceed fees, the developer shall enter into an agreement prior to recordation of final tract or parcel maps to identify the difference in the dollar amount between the estimated costs of the grading, improvements, and /or right -of -way, and the calculated fees. Such agreements will establish the amount of reimbursement for which the subdivision is entitled. A developer shall be entitled to reimbursement for a period of fifteen (15) years after acceptance of improvements by the appropriate legislative body. If the estimated costs of the grading, improvements, and /or excess right of way are less than the calculated fee, a developer may relinquish credits in lieu of paying fees until credits are fully utilized with the remainder of the fee collected prior to issuance of building permits. In the event a development not requiring subdivision is conditioned. to construct or grade portions of the transportation corridors or dedicate right -of -way, reimbursement agreements shall be executed prior to issuance of any building permits within the project boundaries. Developers will be allowed to apply credits earned on one project to another project within the same area of benefit owned by the same developer. In the event title to the land of a project changes, credits can be transferred to another developer with the title to the land upon written notification to the appropriate legislative body that is a party to the reimbursement agreement. Credits will otherwise be non transferable from one developer to another. Credits can be used for the purpose of reducing fees prior to completion and acceptance of grading, improvements or right -of -way dedication. However, no reimbursements shall be made until all grading, improvements or dedication are completed and accepted by the Board of Supervisors or City Council and funds are available for reimbursement as determined by the appropriate legislative body. The guLielines for determination of fee credits are as follows: 1. General Credit for right -of -way dedication, grading, and other improvements will only be given to the extent that the cost of such right -of -way or improvements are included in the calculation of fees in the Major Thoroughfare and Bridge Fee Program. -22- Y 2. Right- of-way 85 -- 497091 Credit will be given for right -of -way dedication at the rate of $50,000 per acre except for slope easements and a 120 - foot -wide strip along centerline of the transportation corridor which would normally be required for arterial highway dedication. 3. Grading ® Credit will be given for earthwork, road and slope drainage, buttressing, stabilization, hydroseeding and erosion control at the following combined rates: Corridor Segment Credit Rate SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR Jamboree to Station 511 +50 Station 511 +50 to Moulton Parkway Moulton Parkway to Paseo de Colinas FOOTRILL /EASTERN TRANSPORTATION CORRIDOR Foothill/Eastern Corridor $149,784 per acre road easement $124,132 per acre road easement $124,915 per acre road easement $137,060 per acre road easement The term road easement as used above includes the entire area within right -of -way (hinge point to hinge point) excluding slope and drainage easements. The credit values furthermore include percentages or work estimated for engineering, administration and contingencies for the respective transportation corridors. 4. Drainage Structures Credit will be given for drainage structures in accordance with lengths of pipe and unit prices estimated as costs in the fee program or for as -built structures which the Director, FMA or his designee determine are reasonable equivalents of the structures in the fee program cost estimate. Unit prices for as -built drainage structures will be those used in the latest fee program cost estimate. Fngineering and administration credit of 158 of the drainage structure credit will be added. Contingency credit of 108 of the drainage structure credit will be added. Terrace drains, downdra.ins and temporary drainage facilities or erosion control facilities are included in the average unit cost of grading. 5. Other Improvements Credit will be given for other improvements at the rate at which the improvement was estimated in the fee program plus 158 for engineering. and administration plus 108 for contingencies. The credit rates specified above will be revised whenever the corridor costs estimates are revised for the purpose of adjusting fees. Once -23- e fee credits are established by an executed reimbursement agreement, no further adjustments will be made to those credit because of revisions to the corridor cost estimates or fee adjustments. XII. ANNUAL FEE ADJUSTMENT It is intended that the fee programs be submitted annually to the Board of Supervisors and City Councils for fees to be automatically adjusted based upon an approved construction cost index. Updated project cost estimates, substantial changes in general plan land use elements, or other pertinent • information may also be cause for adjustment by the Board of Supervisors and City Councils. In the event an annual evaluation of the fee programs causes fees to be reduced for any reasons, reimbursements will not be considered for fees already paid. XIII. CITY PARTICIPATION IN FEE PROGRAM There are twelve different cities within the proposed areas of benefit for the Foothill/Pastern and San Joaquin Hills Transportation Corridors. Joint Powers Agencies (JPA) consisting of City and County members are proposed for the purposes of planning and implementing the San Joaquin Hills, Foothill and Eastern Transportation Corridors. It is proposed that separate JPA's be created for the San Joaquin Hills Corridor and the combined Foothill/Eastern Corridors. Fees collected by Cities and the County will be deposited with each JPA for the purposes of designing and constructing the corridors. The JPA will be responsible for administering fees collected under this fee program including any reimbursements called for in reimbursement agreements identified in Section XI of this report. XRM:1tDT20 -4 -24- 6/21/85 • 85-- 497091 m x W N 0 N = Q J A J W K N 3 � v � J Q zoo N LL _ _ N W LLI a. in a < mho X m LLA oar �=,.- Ld 4 = F- 3 g °e O � W W - a V W V 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Wr iz 15 � V W 16 ' u 2 2 op 17 V 18 19 20 21 22 23 24 %I 26 27 LL 28 - �G:dh q IJ 85--49°7® EXHIBIT II RESOLUTION OF THE BOARD OF SUPERVISORS OF ORANGE COUNTY, CALIFORNIA April 21, 1982 On motion of Supervisor Wieder, duly seconded and carried, the • following Resolution was adopted: WHEREAS, development of lands is occurring which contributes directly to the need for transportation corridors; and WHEREAS, said development may obstruct future right -of -way for the transportation corridors; and WHEREAS, development benefitting from implementation of the transportation corridors should contribute toward the cost generally in proportion to the need generated; and WHEREAS, right -of -way for the transportation should be protected as development occurs; and WHEREAS, grading should be accomplished, whenever possible, in conjunction with the grading and development of surrounding property; and WHEREAS, implementation of logical increments of the corridor should occur in conjunction with the land development process whenever the transportation needs of that development require those facilities for access; and WHEREAS, development policies for the implementation of the transportation corridor will provide a basis for planning of future development and serve as notice to the public as to the future locations of the corridors; Resolution No. 82 -598 Transportation Corridors Development Policy -26- i 85-- 497991 3 i 1 I t]Oh', Pii; ..- ORE, BE iT iiESOLVED that as a condition of : j L)L-oval I 2 of subdivisions containing within their boundaries portions of 3 transportation corridors shown on the Transportation Element of the 41 County General Plan the developer shall: 5 1. Dedicate right -of -way to County. • 6 2. Grade corridor right -of -way in accordance with schematic 7 plans approved on the tentative map and rough grading plans approved 8 by the Director, EMA. 9 3. Construct arterial overcrossings for internal arterials. 10 Width of overcrossing structure (i.e., number of travel lanes) is to 11 be determined based upon vehicular and pedestrian traffic generated 12 by the proposed project. 13 4. Construct corridor travel lanes and interchange ramps 14 required immediately for access to proposed development or system ?; 15 continuity (closure of short gaps). Number of lanes required is to b� o ". w 16 based upon traffic generated by proposed project. ' u ';0 17 5. Participate, among other designated beneficiaries, in anv V 18 established corridor development fee program. Costs incurred pursuan' 19 to- Conditions 2 through 4 shall be creditable against fees. Costs 20 incurred pursuant to Condition 1 shall be creditable against fees to 21 the extent that the develo_-.e:t fee program includes said right- of - »a\ 22 cost. 23 BE IT FURTHER RESOLVED that EMA is hereby directed to amend 24 appropriate sections of the Subdivision and Zoning Codes to implement r 25 this policy. ° N 26 BE IT FURTHER RESOLVED that EMA is hereby directed to incorporate N e 27 in General Plan amendment elements, zoning actions, area plans and u ® 28 site plans recommendations appropriate for implementing this policy. -27- • I 1 of IT rUn,'H-' k F:ES,QLVED that EN,A is hereby directed to begin 2 analyzing potential areas of benefit as an adjunct to the Orange County/ 31 1 Orange County Transportation Commission Transportation Finance Study. 41 BE IT FURTHER RESOLVED that affected cities be requested to adopt ? similar policies. 6 BE IT FURTHER RESOLVED that EMA is hereby directed to proceed • expeditiously with the establishment of a fee program. 8 9 10 I 11 12 13�14 n >;0 15 I W O Y 16 W � V O c 1, V IS AYES: SUPEPVISORS E - R -RI£TT M. WIEDER, RALPH B. CLARK, AND ROGER R. STANTON 19 II !NOES: SUPERVISORS 190NZE 20 1 (ABSENT: SUPERVISORS BRUCE NESTANDE AND THOMAS F. RILEY 21 4i 22 STATE OF CALIFORNIA I ss. COUNTY OF ORANGE ) 23 Y, JUNE ALEXANDER. Clerk of the Board of Supervisors of Orange County, California 24 hereby certify that the above and foregoing Resolution was duly ajntlglllarly adopted by the said Board at a regular meeting thereof held on the 21st,-day'pf 25 19 82 and passed by a unanimous vote of said oarmsnbers- present:.. _r 26 i - ` a YPI WITNESS WHEREOF, Y have hereunto set my hand and•seal this 21st day of g 27 Auril a 19 82 : r_ 28 JUNE L XAN P "• Clerk of't.he„Board of Su ervi ors -28- of Orange County, California U.. 6\ 85- 497091 �O' 0 0 J � J 0 = U z Z 0 V Q 0 f M z 0 Q a_ Ui U) z Q F- T w OC U w z 0) w J � LL 0 Z 0 LL cc cc Q U w 0 Q LL I- m x X w N a H m w U) LL 0 w m a z w 0 2 w a z 0 c w m a m o m m a o O W n N y 0 z ^ � 1 1 6 0 O V w mm a m w i. N A 85 -49709 1 T W ir U W Z (j) W J cr LL O z 0 LL FE O °C O Q U W < O CC LL i oW�,ma O m o = Z w w O o U H <Z w I d J r F /0 V O CC O • Q. LL U Z cc T W ir U W Z (j) W J cr LL O z 0 LL FE O °C O Q U W < O CC LL i oW�,ma Z 0 0 0 V I � W 0 II � X W O IA d' dqJ O S i.l O d 6 O z a vai Q 0 z w u W LL W z W m LL O a w z i�l C� J 1- J Q o OL z w m L6 O nA • s s5 -- 49'709 EXHIBIT VII Page 1 of 2 FEE PROGRAM SHARE OF TOTAL CORRIDOR COST SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR • Corridor User Trips With One or Both Ends In Zone Trips beginning and ending in zone (Trips due to growth) (Total trips) In /Out Trips (Trips due to growth) (Total trips) Out /In Trips (Trips due to growth) (Total trips) Trip End Analysis (Trip ends due to growth) (Total trip ends) (Percent corridor TE due to growth)1 (Percent corridor users TE by 7one)2 (Percent corridor users TE due to growth)3 Outside Zone A Zone B ADS 27,109 5,890 9,116 29,047 9,811 22,195 60,145 25,834 49,798 78,820 35,345 69,894 57,362 28,141 50,274 73,274 38,582 72,203 171,725 65,755 118,304 210,188 93,549 186,487 81.708 70.298 63.448 42.888 19.088 38.048 35.038 13.418 24.138 1Percent corridor TE due to growth = trip ends due to growth Total Trip Ends 2Percent corrider users TE by zone = Total trip ends per zone Summation of total trip ends 3Percent corridor users TE due to growth = Percent TE due to growth x percent corridor users TE by zone DT20 -19 -33- -34- 0 N 1 0 N d Q v -- v r a In v} uH yr C o••1 O N d 4J y rd N M 3 O N O m o •.+ M a r Y Y U' F �••� r� N N r O M N O Y r M rd Y 0 a O a .c 00 m %o In x r r In W o 0 Oa $ q 000 n til m M o M o O Ili m r r•I N M rd o a H () @ O a r N OI N M %a �O nU y m N- O N O? N N OT N O! H Zy +i N w 4 w d a O a m g a v 0 m �o In o O F z d n 11 a a ro a a a x a a o-+ N M %o a v} v} v} o %0 to %o m M m rd y y o aw N r4 N O r4 7 O 0 e Oam m c O 0 C w O P3 M Oi M %O a %O %O In %O ZO tr %O %0 11 y . rd O • O O a a Y W Z U w to m u1 O Q W O a .-d N 11 a a Y C k' m La) O O� 0% O� O m M %D m M tD w O C •�+ of r4 X X X% d [0 r O r O w N N N O a rl O • W M O M 0 M r4 d .-d 1G rd - O OT O u1 O Ill a u1 10 cE kO O J-1 %O X In N Ifl m M rd O - C r-' fy r-I a On a N r-I v} .0 y r4 Y y m y w y w n a x en •.+ v •.+ d y q 4 n M M r-I a M r-I C W C W d O a a O N %0 W d U P7 U - W U Q� In M m A M M rd a Y A w w J-1 Ul L y L y y O u l -+ GI W O W W O W Y y 44 w O U Y Y d W (] H W q M L dp O O'+ IO L to CJ OY of 41 N r� a0 ra W U Y to v N y w q N N 0 Y O N Q 77 QOi r-I -34- 0 N 1 0 N • 85 -- 497091 i • E)[HIBIT VIII Page I. of 2 FEE PROGRA:4 SHARE OF TOTAL CORRIDOR COST FOOTHILL/EASTERN TRANSPORTATION CORRIDOR Outside Trip End Analysis (Trip ends due to growth) Zone A Zone B AOa Corridor User Trips With One or Both Ends In Zone 226,986 115,078 242,822 (Percent corridor TE due to growth)1 Trips beginning and ending in zone 72.668 66.058 (Percent corridor (Trips due to growth) 27,922 9,322 20,555 (Total trips) 34.188 28,200 11,657 37,307 In /Out Trips (Trips due to growth) 68,629 31,320 64,217 (Total trips) 80,763 46,004 88,512 Out /In.Trips (Trips due to growth) 75,449 33,648 55,069 (Total trips) 89,823 45,760 79,696 Trip End Analysis (Trip ends due to growth) 199,922 83,612 160,396 (Total trip ends) 226,986 115,078 242,822 (Percent corridor TE due to growth)1 88.088 72.668 66.058 (Percent corridor users TE by Zone)2 38.188 19.688 41.528 (Percent corridor users TE due to growth)3 34.188 14.308 27.429 1Percent corridor TE due to growth . trip ends due to growth Total Trip ands 2Percent corrider users TE by zone = Total trip ends _per zone Summation of total trip ends 3Percent corridor users TE due to growth = Percent TE due to growth x percent corridor users TE by zone DT20 -19 -35- ofEp n V H a a V O H M d' IG w w O y N ¢ Z' W y O H ol Da m x•7 z 4 ° `C to F rh a a H a oe w rl W W d d w C W M N' C A d W 3 LL O -r1 L Y c9 F 9 Y tyl a) O 4 4 � a m d w y y d W 4 d N C e m H L y d w Y � Q I� I� m .c L L d 3 W O D � Y -rl L d O Q V ei C O N A a w w w O M r m V' U1 4} t? 4} N -4 M N M II1 a r 1v N 0 01 D r w tp M eT 1D r M N N r N r OI .� m 10 m r 1v o m O N 0 01 D r w OI M N O ro•I N N N r N r OI M r•I 1(1 r•I r•I N p w N tR N r N 10 r r a v v o1 N 0 01 O co m a ro•I umi N N r N r OI N tR N r M O .••I O N � N M 01 r•I N M r Ill N O V N r- - r- 4 N N N dv do do m O W r M V v v m M r•I � W O K sn H r v .•I r•I r er �O Ve O N O 10 10 V O r m M O N M M N Ilt b orr �o N O M N O r•I r-I N fl N r O a r r-I 11 r•I N 41 N N N it do b � % 11 O d y 4 o m n F o m rn rn tyl r m F a m ro N Y 10 r O dp u�i °vi a N % X d # W M m Id 41 v M O .•I r F is W w 44 d w C c w d t0 W y d d U Y Y d •+ In Q Ci O d cc N ,r1 u 0 N 0 N F A b � 11 0 N �O b N p w O 0 r•I O �O N OD O V 7 v} m oo O a m M Ill r v 00 O N OI .--I N O Ilt N O r•I r0 r r of vr, eM 11 tp N O .••I O W ern d0 r r? O N .--I r•I V' N .••I X N O V' �O Ill M N Ilt V' N J-1 m y w dP •.+ d m w C tl M W rr4 C W O d d U w co a U Y C 1 W y d O W + d d U Y C W C Y d -0 to w Y to Od0 =-A y Q O lT W L Q r-I W U L b d •.+ d +l d Y ep e F W Q N N r-I N M V N -36- M N Ilt b orr �o N O M N O r•I r-I N fl N r O a r r-I 11 r•I N 41 N N N it do b � % 11 O d y 4 o m n F o m rn rn tyl r m F a m ro N Y 10 r O dp u�i °vi a N % X d # W M m Id 41 v M O .•I r F is W w 44 d w C c w d t0 W y d d U Y Y d •+ In Q Ci O d cc N ,r1 u 0 N 0 N F A 0 V1 H U! 4 Ul z � a H H W � qa ^� W a U oE� V 85 -- 497091 V'01 NN mr01 wmr-I 01 NO M O N O V 10 N .-I .••I 10 .d 01 M 10 M O M 10 V' u1 M r O M N C O M 1p 10 r .-I V 10 N O O O r N M V' T '1 m m U1 01 .••I M 0 N N O M • 1D m m 0 10 @ C : m r 01 r .I 04 N 1(1 .•I c 10 N r 10 N m m 01 I 01 M lovm r N 1D M N 0% 00 m U1 O1 r N Ot N -37- .d m m O O r 1(1 N m N O O O O V .-•I N O 100 O.-I m U1 U10%O O 10 10 r 10 r .•I O O O .-I V' T '1 m m U1 - r C 41 r .-Ir 01 I 01 M lovm r 10 M N 0% 00 m U1 O1 r N r to r m a 10 m N 1(1 c C 10 V' V' M O N N .••I V' m 0 ••I r W W N 0. 4a d N N M M L L r a v} r� m m M M T3 W W ul m 1, u0 0 -4 U r4 \ \ M U M r o M .-. Y .-. M W •M O N w• M W W a, d � d r a - P VY tI} tp M 4 to ri U>1 v v r; w D 'J g .a U ... m •.� W 01 ... Y .•I H (] v M w CO d) a., Y M\ Y W ro 11 Im m M U d U M W H e ' - •M W Id M u \W Y o rc -+ Y +, d d M d W \ F .d M+ M N W N d b' m W F �C F .d a ., C 7 o m N 7 H W w C m OR 3 9 H D C c 2 W O W .-I W C H O .-. 1(1 o H O W 4 M O U N D M a FN C M ~ .-I .•I O U 67 'QJ • • 4 .•I O N 4 M F .-I S �O .•I .-I /. 1. O, C • to q \ O O, C • C t!! L .•I d L' C O .-I W \ C O .-I W W L -P 4 V' O Y r4 $$ it 3 ••� •.� M d W W O� pp L' L 11 W •.� M ro G7 $� W 01 � d a, c m 01 r M O 33 O 7 al 0 Y 8 E 7 w O w •.+ M .4 t W O N Y ,+a'10 + O H+j a.7O W E u T •vM U' .•I U' M U 1 1\ W W N U 1 1\ H m C •.+ ,t', a N d U ro .14 r4 y c9 .•i r M .•i -4 a, O O ••+ M co 10 Q, O, L, W a 7 M M ••d to .p 7 ro M •-, to 0 41 r r L e .••I a+ m C a., a., w L c 'J D C a, w w a, > d m M D• •0 .•I U .+ o U M a, w 0 w o p CO w a w O w O M M to Ul W A $ a0E N£EaaO H A co V N OI g = a a EM z a 3 e -37- OWE N N 1 0 N 0 N .••I O N N m 1 V P O V N N N .••I .•I a0 %0N%000 V .d M N_ N N O rl � 0 N f� O� O r 0 m O M 1"• M n �O N a r•I M !` �0 ap m M 10 �0 M r m V� Nm M N m N �p m M a0 N N N O O m � y� m M m N N M m M fCl aD N 1i %O %C N .d .d N M 1� •-! OC N M M �••I [� .-d N P .•I .•I N V N •-! .•I al NN 00mmNM 41 V} OWE N N 1 0 N 0 N .••I O N N m 1 V P O V N N N .••I .-I O rl m 1� N •0 10 Nm maC 10 N1'• OMmm %O .-I m O m fCl N N %0 O W m m M N %0 al NN 00mmNM %0%a %O m C tp N [� a N �0 .d N r4 M 'C •O -4 N M C C ra W W vHi d d 7+ z L L wO M X O W O V N N y c.v W W 9N '>r H \ to in W N W a y W W al a W 0 o O•.� .. L .�. Rf w •-1 U w W •-• W O U m m ¢ w W W i d W+ W y E r _ roro a d \ - c: v c qq 0Nm.. mw DE CI b a) al al L 4 a1 \ w w m L N .4 tyl N ••+ U a U a) W F Y \ W L •.1 N M a`� °m �k%w� 4J a m e° .d a1 •.+ a1 :3 N w m a b' a1 W H • 'O E N O r4 al •.+ D �C N wp y •o E W F O w O e W w E �0 M Q 8 F .-... 4 O 1� Ll D m H W 0 0 al al O — O al -4 \ .•I N c .4 .-I O 0 a o .•I v 0 w w .d p C T •.+ C W .•I W .d 10 .-. ,� N_ N Rf w O 1• 1• H H W pQ '•+ •-I m C• N W \ p N L N y .•I 4 M C O .•I w W w w m [• 3 rl .00 Rf al w t W •m M C a) L a) W O O m Wg w pl Ut O 06 w mUo L a C m w O a) rl m m M C7 '•I [: d to C •a.E � •[..� •..I d 10 .a d .d W 0 -4 M a) O ) •+O ry •L l '1 •O w •. U . v v w M U C M � d Qd I al :3 10 M R O a a .N m al L M I � r_ r4 N Cyw 4J %4 9 N m a .�O .I I W E N W p E W 0 E A U m O S 0 % 0 O O 3 d a W e+ x a y OWE N N 1 0 N 0 EXHIBIT XI Page 1 of 2 DAILY VEHICLE TRIP GENERATION RATES ORANGE COUNTY ENVIRONMENTAL MANAGEMENT AGENCY August 1982 The following is a listing of vehicle trip generation rates used for planning purposes by the Environmental Management Agency. These rates have been compiled from a variety of sources, including County conducted studies, and are deemed • representative of land uses within Orange County. "TE /Ksf" is an abbreviation for trip ends per thousand square feet of gross building floor area. "TE /Acre" refers to trip ends per developed acre. Land Use TE /Ksf TE /Acre TE /Other TNDT7STRTAi. Light Industrial /Industrial Park 13 176 Warehouse 5 62 RESIDENTIAL Single Family Detached 12 TE /Du Single Family Detached - Estate 15 TE /Du Multiple Unit (Apartments, Condos) 7 TE /Du Mobile Rome 5 TE /Du Retirement Community 4 TE /Du LODGING Hotel 10 TE /Room Motel .. 9 TE/ROOm Resort Hotel (TRC Use) 300 18 TE/Roon RECREATIONAL Neighborhood Park Regional Park State Park Marina Beach Golf Course Campground Tennis Club Raquetball Club INSTITUTION Elementary School Junior High School High School Junior College Church - Weekday Church - Sunday Library 6 5 1 4 TE /Berth 350 TE /1000' Shore 9 5 TE /Campsite 43 Tv-/Court 26 31 TE /Court 47 1.0 TE /Student 60 0.9 TE /Student 80 1.4 TE /Student 80 1.5 TE /Student i 19 60 44 135 42 310 -39- S-- 49'7®9. EXHIBIT XI Page 2 of 2 Land Use TE/Ksf TE /Acre TE /Other MEDICAL Hospital 18 Nursing Home OFFICE General Office 15 Medical Office 75 Research Center 10 RETAIL Discount Store 65 Hardware/Home Improvement 50 Shopping Center - Regional 50 ( 30 Acres) Shopping Center - Community 70 (10 -30 Acres) Shopping Center - Neighborhood 135 ( 10 Acres) Restaurant - Quality (i.e., Velvet Turtle, 110 Hungry Tiger, etc.) Restaurant - High Turnover (ie., Bob's, 350 Denny's, etc.) Restaurant - Fast Food (i.e., MacDonald's, 900 Carl's Jr., etc.) Automobile Sales Service Station Supermarket 125 Convenience Market (i.e., 7 -11, 550 Stop & Go, etc.) SERVICES Bank - 'Walk In 180 Bank - Drive In 195 Savings and Loan - Walk In 65 Savings and Loan - Drive In 75 KRS :desDT20 -22 -40- 6/11/85 200 14 TE/Bed 3 TE/Bed n 240 40 550 500 900 1250 400 - 750 TE /Station i 1\ 2 Oul ll7 _ o �O Y Q W U W w r-+ cc r f •n /U _ _.... r U w Q) ti LL Q) n_ O y cD z L _ O \� if 1 C.) w h U -j o cr c v UO c IrLL O -I' 4- CL M v O LUC) C1` O =:) to C I I r a UJcm V ro -C rd (DC) +) I O CJ 4--) CDLLJ ZE (1) C o c tv ix Lu 4 f ~ CD- tr q ) +) Ll O 3 Y1 ^� W w Cr- CT I a) V) vco E co o ITL Cr) N c U C' "C7 ro C, C1 Pa COCV Q) QE) Q Laos Q1 9 4- N 4- t +-) +-) C'o�� °; U 4-) v � _0 r o a..n Z ro ro S_ c >) •r N CY) > es:Aam C 1 -v i N •n Q) Q) O E ro +-) c ro -I' 4- O v O _C QI O 1 4- r 4) 7 ro -C rd O +) I u 4--) Q) (1) ro ro c -C N CD- c +) ro L ro 3 3 S- CT .c a) V) vco E a S- o ITL 0 N c CL ro C, C1 a) Q) QE) N Q1 4- N 4- t +-) +-) C7) 4-) v � _0 r o +) Z ro ro S_ c >) •r N CY) > (31 E N o O CD _(_- N U O S- O r Ll F- C o C C N O CD a) -0 ro C o N ro LL.. :K Cl' (.J Q) O O •r ro N (1) >- LrJ < O ro U N O 0) CL F-- Z Cr m Q) c Q) ro ro Q1 O ` \ L w c.J • ._c ro ro +-) E N rJ CO O CY +) r +) ro +.) o • ^ 4' d' •r ro 4- C O r 'r) w LL 0- O 4- .n -p Q) Q O N ,T- U O ro C E N > O I- W O ro ro U Q) O V) W Z a-) ro 4- ro U C LL S LL p C CT • ^ CL S- +-) CL C) w . a1 C >> +) S_ rC) 4- N CL +) CD C C O O r S_ J Q C7 Q Q) _0 C) ro ro N CD I- +-) - E +-) r- S_ N U W � Of Q) > c- ro c 4-) S CY O E O O N r +-) S I— Cn Cl ro r L Q) O. > •-J +� ro +-I U C C.JC:) Z> C > N r C >) T Z czL C (L) i7 O O ^ > r r ¢ CY D O -o N CL 2 4) 4-3 N W ro :5 4- 4-- L • r S- CY V) — O S- U N —I Q J Cr 4 >� E > p W m CL. 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