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Tri-Valley Transportation Council │ 2020 Nexus Fee Update Study August 2021 │ Final 24 15 summarizes the different methodology and MOEs that are proposed for this evaluation. A full list of how each project was categorized is included in Appendix C. Table 15: Methodology and Improvements Improvement Type Methodology MOE/Benefit Roadway Capacity Model-based Delay • AM and PM Peak Hour Delay (combined with Transit and Pedestrian/Bicycle Improvement Categories) Transit Model-based Delay • AM and PM Peak Hour Delay (combined with Capacity and Pedestrian/Bicycle Improvement Categories) Safety Crash Reduction Factors • Crash Reduction Estimates • Qualitative Assessment of Resultant Delay Reduction Pedestrian/ Bicycle Planning-level Assessment Based on NCHRP 552 • Delay Based on the Conversion of Estimated Commuter Usage of Proposed Facilities (combined with Capacity • and Transit Improvement Categories) • Crash Reduction Estimates Intersection Planning-level Assessment • Qualitative Assessment of Resultant Delay Reduction Technology Planning-level Assessment • Qualitative Assessment of Resultant Delay Reduction 4.3.2 ROADWAY CAPACITY AND TRANSIT IMPROVEMENTS Roadway capacity projects include improvements that involve increasing capacity such as widening a roadway to add additional through lanes or extending existing roadways. Transit projects include improvements that upgrade or expand existing transit service or assist with the implementation of new transit routes and services. Both roadway capacity and transit improvement projects were evaluated based on region wide delay derived using the CCTA travel demand model. Morning and evening region wide peak hours of delay from the two future scenarios, 2040 No-Build (without improvement projects) and 2040 Build (with improvement projects), were compared to the 2020 base year conditions. The 2040 No-Build scenario is based on a year 2040 transportation network that will carry all of the locally produced or attracted new trips, but that only includes improvements that are expected to be funded under the financially-constrained RTP without the proposed Tri-Valley Transportation Development Fee projects (List A, B, and C). The 2040 Build scenario is based on a year 2040 transportation network that includes all the additional improvements that are expected to be funded with the updated Tri-Valley Transportation Development Fee. Both the 2040 No-Build and 2040 Build project scenarios include all of the travel associated with new development within the Tri-Valley. Under both scenarios, travel associated with through trips was excluded from the resultant delay summary (i.e., trips that have origins and destinations outside the Tri-Valley). Excluding through trips is common practice for this analysis given that the impact of this travel is not generated by land uses within the Tri-Valley area and therefor assessing a fee is impractical. The improvement projects were evaluated using the aggregate regional peak-hour average weekday VHD delay on all the significant roadways (includes freeways, expressways arterials, and major collectors) in the