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Davis Street — Doolittle Drive Intersection Improvements Traffic Impact Fee Justification — AB 1600 Report Page 5 of 7 Analysis of Benefit Assessments for Proposed Traffic Improvements of Davis Street and Doolittle Drive by TJKM Traffic Engineers dated December 23, 2004 (Traffic Report), calculated the proportion of traffic growth generated in the proposed impact fee areas to all additional traffic using the Davis -Doolittle intersection between 2003 and 2025 by completing an origin and destination analysis. As shown in Table 1, TJKM has determined, on a square foot basis, the amount of traffic added by new development in the proposed impact fee areas. Table 1: Travel Growth at Davis Street and Doolittle Drive " ksf = gross floor area in thousands of square feet Percent Contribution of Zones 1 to 8 to total growth in traffic am. Peak 49.1% Percent Contribution of Zones 1 to 8 to total growth in traffic p.m. Peak 54.9% Consequently, the proposed fee will fund right-of-way acquisition, design and construction of intersection improvements including traffic signal modifications required to mitigate impacts of increased vehicular trips at the intersection in direct proportion to the actual increase in trips through the intersection that the traffic zones contribute, thereby, creating a reasonable relationship between the fee and the type of development in the proposed impact fee areas. DETERMINE HOW THERE IS A REASONABLE RELATIONSHIP BETWEEN THE NEED FOR THE PUBLIC FACILITY AND THE TYPE OF DEVELOPMENT PROJECT ON WHICH THE FEE IS IMPOSED (GOVERNMENT CODE SECTION 66001 (A)(4)) A reasonable relationship exists between the need for the proposed intersection improvements and the type of development because the proposed intersection improvements were identified based on the projected increase in traffic generated. due to anticipated increase in development in the traffic impact areas, by the year 2025. Existing Future Difference TRIPS ENTERING DAVIS/DOOLITTLE Difference Land use Land Use TAZ (ksf)* (ksf) (ksf) Existing Future(From Model) (Future -Existing) a.m. p.m. a.m. p.m. a.m. p.m. all - - - 2640 2992 3279 3699 639 70771 1 1489.9 1773.1 283.2 33 80 42 83 9 3 2 160.0 180.0 20.0 33 287 42 317 9 30 3 2311.7 4040.3 1728.6 438 413 518 499 80 86 4 2405.0 4176.4 1771.3 385 417 443 481 58 64 5 1389.0 2090.0 700.9 191 377 197 386 6 9 6 2772.7 4070.6 1297.9 64 91 52 138 .12 47 7 Airport Expansion 332 614 446 716 114 102 8 603.5 1159.1 555.6 31 75 78 172 47 97 TOTALS 11131.8 1 17489.5 6357.6 1507 2354 1818 2792 314 388 " ksf = gross floor area in thousands of square feet Percent Contribution of Zones 1 to 8 to total growth in traffic am. Peak 49.1% Percent Contribution of Zones 1 to 8 to total growth in traffic p.m. Peak 54.9% Consequently, the proposed fee will fund right-of-way acquisition, design and construction of intersection improvements including traffic signal modifications required to mitigate impacts of increased vehicular trips at the intersection in direct proportion to the actual increase in trips through the intersection that the traffic zones contribute, thereby, creating a reasonable relationship between the fee and the type of development in the proposed impact fee areas. DETERMINE HOW THERE IS A REASONABLE RELATIONSHIP BETWEEN THE NEED FOR THE PUBLIC FACILITY AND THE TYPE OF DEVELOPMENT PROJECT ON WHICH THE FEE IS IMPOSED (GOVERNMENT CODE SECTION 66001 (A)(4)) A reasonable relationship exists between the need for the proposed intersection improvements and the type of development because the proposed intersection improvements were identified based on the projected increase in traffic generated. due to anticipated increase in development in the traffic impact areas, by the year 2025.