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<br /> <br /> Managing Tomorrow’s Resources Today <br /> <br /> <br />ZeeLaura Page <br />May 8, 2024 <br />Page 7 of 8 <br /> <br />information provides an overview of the relative impact of changes in certain key assumptions on the <br />projected impacts associated with Refuse Vehicles. <br />Average Annual Non-Discretionary Funding <br />Our analysis is based on Average Annual Expenditures of approximately $11,139,500. Changes to that <br />amount would have a proportionate effect on the amount allocated to Refuse Vehicles, provided that the <br />allocation of the Average Annual Expenditures to each functional classification of streets remains the same <br />(e.g., a change in the Average Annual Expenditures amount of 10% would result in a 10% change in the <br />amount of costs allocated to Refuse Vehicles). <br />Refuse Vehicle Trips <br />Changing the number of trips assumed for Refuse Vehicles has a direct effect on the projected impacts (e.g., <br />the calculated impact for a Refuse Vehicle making two passes down each street segment is twice that of a <br />Refuse Vehicle making only one pass). While the current number of trips associated with Refuse Vehicles is <br />well established, changes to the collection methods (e.g., switching from two-pass fully automated side <br />loader solid waste collection to one-pass semi-automated side- or rear-loader collection) would impact the <br />number of Refuse Vehicle trips and the associated impact. <br />Total Vehicle Trips and Percentage of Vehicle Types <br />Changing the number of total vehicle trips (without changing the number of Refuse Vehicle trips), affects <br />the projected impacts in roughly inverse proportion (e.g., doubling the number of total vehicle trips reduces <br />the calculated impact of Refuse Vehicles by about half, while halving the number of total vehicle trips <br />roughly doubles the calculated impact). <br />Changing the percentage of total vehicles assumed to be trucks has a material impact on the analysis. The <br />impact of trucks is substantial; therefore, as the percentage of trucks increases, their relative impact <br />increases, while the relative impact of Refuse Vehicles decreases. There is a similar relationship with <br />automobiles; however, that impact is not as significant due to the lesser relative impact of automobiles. <br />Equivalent Single Axle Loadings (ESAL) <br />Changing the assumed ESAL for Refuse Vehicles has a roughly proportionate effect on the calculated impact. <br />If we double the associated ESAL, the impact roughly doubles. Similarly, if we reduce the assumed ESAL by <br />half, the impact is reduced by about half. While we have attempted to estimate the ESALs for Refuse <br />Vehicles as accurately as possible, those calculations are highly sensitive to assumed vehicle weights (both <br />loaded and unloaded) and the distribution of that weight among the vehicles’ axles. <br />The assumptions regarding the ESALs of each vehicle type affect the calculated impacts associated with <br />each other vehicle type. Changes in the assumed ESALs of other trucks and automobiles have an inverse <br />effect on the calculated impact of Refuse Vehicles (i.e., as the assumed ESAL of other trucks and/or <br />automobiles increases, the calculated impact of Refuse Vehicles decreases and vice versa). <br />Page 47 of 720