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Tri-Valley Transportation Council │ 2020 Nexus Fee Update Study August 2021 │ Final 23 public interest by enabling the TVTC to fund improvements to transportation infrastructure required to accommodate new development. 4.2.2 USE OF FEE REVENUES For the second finding, the local agency must identify the use to which the fee is to be put. If the use is financing public facilities, the facilities shall be identified. That identification may, but need not, be made by reference to a capital improvement plan, as specified in Section 65403 or 66002, may be made in applicable general or specific plan requirements, or may be made in other public documents that identify the public facilities for which the fee is charged (Section 66001(a)(2)). The TVTDF will fund expanded facilities on the Routes of Regional Significance to serve new development. These facilities include the following: • Roadway widening; • Roadway extension; • Traffic signal coordination and other traffic improvements; • Freeway interchanges and related freeway improvements; • Active transportation (pedestrian/bicycle) improvements; • Safety improvements needed to mitigate the higher volume of traffic generated by new development on a major arterial or other regional facility; and • Improvements required for regional express bus and rail transit. 4.3 BENEFIT RELATIONSHIP The nexus must show a reasonable benefit relationship between the fee’s use and the type of development project upon which the fee is imposed. In other words, the nexus must demonstrate that the improvement projects will mitigate the impacts of new development upon which the fee is imposed. This section describes the methodology and results for establishing the benefit relationship. 4.3.1 METHODOLOGY The previous 2008 Nexus Study used a model-based delay methodology to determine how List A and List B would mitigate the impacts of new development by comparing vehicle hours of delay (VHD) from the 2005 base year with the Future 2030 No-build and Future 2030 Build scenarios. Given that some of the new recommended projects cannot be effectively analyzed using this same methodology, additional methodologies are being introduced as part of this update to appropriately assess the benefits of some select projects. To facilitate this approach, projects were aggregated into different improvement categories. These categories include roadway capacity, transit, safety, pedestrian/bicycle, intersection, and technology. If the project’s benefit could not be sufficiently analyzed based on model-delay, either because the project could not be reflected in the model or that the model is insensitive to the benefits associated with a specific project, the project was categorized as a safety, pedestrian/bicycle, intersection, or technology improvement and accordingly analyzed using off-model techniques. Since these improvement categories improve different aspects of the transportation system, differing methodologies and measures of effectiveness (MOEs) are necessary to appropriately evaluate their anticipated benefit to the transportation system. It should be noted some projects could be categorized into multiple improvement types; however, projects were limited to the category which best reflects their primary benefit for the purposes of supporting this Nexus Study. Table