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<br /> <br />Policy Cboices <br />(continued) <br /> <br />Draft ,\1 orkplan <br /> <br />To what extent will administrative action be allowed to address requests tor change in <br />u..<;e category, requests for adjustments, application for deterrals or discounts, or other <br />issues not addressed in the enabling acts? Should ciiy conncil participation be required <br />for some of these actions? . <br />It is feasible to have from three or four to over thirty separate property use categones, <br />each virith an assigned rate. Should the TUF have only a few categories of property uses <br />v!lith highly generalize trip-generation rates or greater number of categories with more <br />specific trip-generation estimates? <br />Should residential uses be subdivided into si.'lgle-fa."!1ily and multi-family \\;th <br />different rates assigned'? <br />Should there be a separate senior housing and group housing property use categories? <br />Should there be an at-home business adjustment to the residential rates to account for <br />increased trips from home businesses? <br />\vnat form of appeal will be provided if someone feels they are not paying the correct <br />rate? <br />Will traffic surveys andior other means be allowed as a way to improve rnfonnation <br />and adjust the rate otherwise provided in the IrE Manual? <br />Should a limited economic hardship deferral or discount be included? Y\'hat should be <br />the definition of economic hardship for deferral eligibilily? <br />Should "by-pass" adjustments, which reduce the total trip-generation rate for properties <br />that serve people who happen to be passing by rather than making a special trip, be <br />made to certain nOll-residential use categories? <br />Should variation in typical trip length be included in calculating rates for different <br />geographic areas of the city, if the data is available? <br />Should the TUF include a factor adjusting for atypical modes of transportation of users <br />ofthe property, such as greater than average use of bicycles or public transit, if the data <br />is available? "\Vhat will be tL1.e basis for the adjustment? <br /> <br />The following identifies the general tasks to be taken in order to implement a TUF in Eugene. <br />Should this fu"'lding option be moved to council, a more detailed version of the implementation <br />plan ",rill be prepared. <br /> <br />10. <br /> <br />11. <br /> <br />12. <br /> <br />13. <br />14. <br /> <br />'" <br />1..1. <br /> <br />16. <br /> <br />17. <br /> <br />18. <br /> <br />19. <br /> <br />20. <br /> <br />. Solicit public input at each stage of work <br />. Adopt general structure and outline methodology. <br />. Draft ordinance andlor resolution. <br />. If appropriate, submit WI' to voters. <br />. Address any identified legal issues, <br />. Finalize methodology, including property use categories, adjustment factors, deferr<ll <br />and discounts, appeals process. <br />. Set up dedicated subfund in the Road Fund, or independent dedicated fund. <br />. Set up work unit and assign or r.dre staff, <br />. Develop necessary data, including accurate estimates of square footage, updated <br />information on use of property, data on w.msportation mode and truck traffic gener<ited <br />by various use categories. <br />. Perform field surveys as necessary. <br />. Work with EWER, LCOG, Lane County Assessment & Ta.xation as appropriate. <br />. Develop and implement computer models and data structures; enter data as necessary. <br />. Refine revenue estimates and administrative cost estimates. <br />. Integrate rate-setting process with annual budgetary process. <br />. IdentitY service needs to be funded and funding levels through the regular budgetary <br />process. <br />. Implement model and set rates according to budgetar}' need. <br />. Implement appeals and adjustment processes. <br /> <br />Il8 <br />