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Davis Street -Doolittle Drive Intersection Improvements Traffic Impact Fee Justification- AB 1600 Report Page 6 of 7 The proposed intersection improvements were identified based on the anticipated increase inland use in the proposed impact fee areas, using a sophisticated traffic- forecasting model developed by TJKM engineers. The model is based upon the countywide model from the Alameda County Congestion Management Agency (ACCMA). Analysis with the model included traffic estimates in terms of total entering traffic in both a.m. and p.m. peak hours, origins and destinations of peak hour traffic, amount of new traffic added in the proposed impact fee areas on a per square foot basis and the proportional growth in traffic at the Davis-Doolittle intersection between 2003 and 2025. Consequently, without the proposed intersection improvements identified using the traffic-forecasting model, the additional traffic generated by the anticipated increase in land use in the proposed impact fee areas, will result in unacceptable levels of service at the Davis-Doolittle intersection. The proposed intersection improvements, towards which the proposed fees are to be used, will ensure acceptable level of service in the vicinity of the prof ect, which will benefit the industrial land uses. THE REASONABLE RELATIONSHIP BETWEEN THE AMOUNT OF THE FEE AND THE COST OF THE PUBLIC FACILITY OR PORTION OF THE PUBLIC FACILITY ATTRIBUTABLE TO THE DEVELOPMENT ON WHICH THE FEE IS IMPOSED (GOVERNMENT CODE SECTION 66001 (B)) The City of San Leandro has determined that existing and future traffic congestion at Davis Street and Doolittle Drive requires intersection improvements that will cost approximately $1,498,000 including design, right of way and construction. These improvements are anticipated to be sufficient for forecast traffic demand through 2025. TJKM determined that the entire increase in land use intensities is projected to occur with general industrial use. The City of San Leandro currently charges a $0.83/square foot DFSI rate for industrial development. The proposed supplemental fees will be in addition to the current fees. The contributions of each of the traffic analysis zones towards the increase trips are not equal, so the allocation of impact fee per square foot is not equal. The reason is that zones further away contribute less traffic growth per additional square foot than zones close to the intersection. Table 2 shows the proposed supplemental impact fee per square foot for new development in each zone. The airport expansion is shown as an aggregate impact fee based upon the forecasted increase in trips through the intersection originating or destined to the Oakland International Airport. Of the total estimated cost of $1,498,000, Zones 1 thru 8 are assessed a total of 53% of the cost based on the impact. The proposed fee was developed by spreading the total cost of the required traffic improvements over the anticipated growth in land use and the associated new trips,