HomeMy WebLinkAboutRes 2018-11-509 Setting a Public Hearing to Amend the City's CIP, Land Use Assumptyions and Roadway Impact FeesCITY OF ANNA, TEXAS
RESOLUTION NO. A 01 T... //-507
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ANNA, TEXAS, SETTING A
DATE FOR A PUBLIC HEARING FOR THE PURPOSESAMENDING
CAPITAL IMPROVEMENTS PLAN, LAND USE ASSUMPTIONS AND ROADWAY IMPACT
WHEREAS, Chapter 395 of the Local Government Code has outlined the procedure for
updating impact fees periodically; and,
WHEREAS, it is desirable to update the impact fees assessed by the City of Anna; and
WHEREAS, an engineering study has been completed on the existing and proposed road
infrastructure to meet the needs of the City for future development;
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF
ANNA, TEXAS, THAT A PUBLIC HEARING SHALL BE HELD TO APPROVE
AMENDMENTS TO THE CAPITAL IMPROVEMENTS PLAN, LAND USE
ASSUMPTIONS AND IMPACT FEES, AS PROVIDED BY CHAPTER 395 OF THE
TEXAS LOCAL GOVERNMENT CODE, AS FOLLOWS:
Section 1.
The public hearing will be held at 7:00 pm at 111 N. Powell Parkway, Anna, TX 75409 on
January 8, 2019.
Section 2.
Any member of the public has the right to appear at the public hearing and present evidence
for or against the plan and proposed fees.
Section 3.
A public notice shall be posted for the public hearing meeting all the requirements of Chapter
395 of the Texas Local Government Code for the amendment of impact fees.
PASSED AND APPROVED by the City Council of the City of Anna,
of November 2018. �0tuu1111111a,,,1,
OF A
ATTEST: AP*--woi
.D:
City Secretary Carrie L. Smithe Pike
date
Texas, on this 13th day
RESOLUTION: Set Public Hearing— Roadway Impact Fee Update PAGE t OF 1 11/13/18
ROADWAY IMPACT FEE UPDATE
2018 - 2028
Prepared For:
THE CITY OF
Illia
BIRKHOFF, HENDRICKS & CARTER, L.L.P.
PROFESSIONAL ENGINEERS - TBPE Firm No. 526
DALLAS, TEXAS
September 2018
CITY OF ANNA
2018-2028 ROADWAY IMPACT FEE UPDATE
I. INTRODUCTION
TABLE OF CONTENTS
Pal4e No.
............................................... I................... 1
H. LAND USE ASSUMPTIONS (Provided by City of Anna) ....................................................... 1
® Table No. 1 — Summary of Land Use Data.................................................................................. 1
M. ROADWAY SERVICE AREAS.................................................................................................. 2
IV. CAPITAL IMPROVEMENT PLAN............................................................................................ 2
• Figure No. 1 — Capital Improvement Plan Project Map .......................................................... 4
• Table No. 2 — Capital Improvement Plan Project List............................................................ 4
V. IMPACT FEE CALCULATION.................................................................................................. 6
• Table No. 3 — Service Unit Calculation by Land Use Type .................................................... 7
• Table No. 4a — Vehicle Mile Calculation by Land Use and Service Area .............................. 8
• Table No. 4b — Summary of Vehicle Miles by Service Area and Development Period ......... 8
• Table No. 5 — Summary of Capital Improvement Cost by Service Area ................................ 9
• Table No. 6 — Land Use Equivalency..................................................................................... 9
• Table No. 7 — Impact Fee Calculation by Service Area ........................................................ 10
VI. SUMMARY OF IMPACT FEE CALCULATION METHODOLOGY ..................................... 10
• Maximum Impact Fee Calculation for Service Area 1 .......................................................... 11
• Maximum Impact Fee Calculation for Service Area 2 .......................................................... I I
VII. IMPACT FEE CALCULATION EXAMPLES........................................................................ 11
• Table No. 8 — Common Roadway Land Use Equivalencies ................................................ 12
• Service Area 1 and Service Area 2 Example Impact Fee Calculation .................................. 13
jAclerical\anna\2018-137 roadway impact fee\reports\03-index.docx - 1 -
CITY OF ANNA
THOROUGHFARE CAPITAL IMPROVEMENT PLAN
ROADWAY IMPACT FEES
I. INTRODUCTION
Chapter 395 of the Texas Local Government Code allows for the financing of capital improvements
by municipalities through the implementation of impact fees. The land use assumptions and capital
improvement plans utilized to develop the roadway impact fees must be reviewed and updated every
five (5) years. The update of the impact fees is performed following these basic steps:
1. Development of land use assumptions to identify types and intensities of land use within the
City.
2. Development of a Capital Improvement Plan to include improvements planned for the next
10 -year period to accommodate growth in the City.
3. Development of the calculated and the rnaxinnan impact fee.
II. LAND USE ASSUMPTIONS
One of the initial steps in developing roadway impact fees includes the identification of data related
to the planned land uses for land within the City of Anna city limits. The land use data provided by
the City of Anna included projected growth by land use type and the locations they are expected to
occur over the next 10 years (2018-2028) and at build -out. A summary of the land use data provided
for the land within the city limits of Anna is provided in Table 1.
Table 1- Summary of Land Use Data
Notes:
1) Utlimate Residential and Non -Residential Development Capacity is limited to Build -Out in the current2018 City Limits
2) 20% of non-residential area is assumed developable forthe Vehicle -Mile Calculation
j:IclericaAonna�2018-137 Roadway impactfeejreports�03-report Page 1 of 13- Roadway Impact Fee Update 2018-2028
Non- Residential Uses
Land Use
Residential
Industrial
Retail
Office
Unit
Dwelling Units
Acres
Acres
Acres
Service
Service
Service
Service
Service
Service
Service
Service
Service
Total
Total
Total
Total
Area
Area 1
Area 2
Area 1
Area 2
Area 1
Area 2
Area 1
Area 2
2018
3,667
1,347
5,014
23
15
38
85
25
110
25
10
35
2028
6,164
3,200
9,364
45
65
110
140
40
180
115
45
160
Ultimate
15,938
1 7,638
1 23,576
1 84
1 125
1 209
1 550
1 250
1 800
1 250
1 130
1 380
Notes:
1) Utlimate Residential and Non -Residential Development Capacity is limited to Build -Out in the current2018 City Limits
2) 20% of non-residential area is assumed developable forthe Vehicle -Mile Calculation
j:IclericaAonna�2018-137 Roadway impactfeejreports�03-report Page 1 of 13- Roadway Impact Fee Update 2018-2028
III. ROADWAY IMPACT FEE SERVICE AREAS
For the purpose of roadway impact fees, the roadway service area is limited to the now current City
Limits. Additionally, the roadway service areas can not extend in any direction more than 6 -miles.
The City's' original roadway impact fee calculation and report identified and defined two (2)
roadway services. These service areas are generally divided by State Highway 5 (Powell Parkway)
and are shown in Figure 1.
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After the land use assumptions within the City have been identified, and with the help of the City's
Thoroughfare Plan, a 10 -year Capital Improvement Plan (CIP) is developed. This capital
improvement plan includes projects intended for construction by the City of Anna in the next 10
years to serve both existing and future development. In order to be funded by roadway impact fees, a
roadway project must be included in the 10 -year CIP.
Existing Facilities
The City of Anna major roadway and collector street system is partially developed at this time.
Several roadways in developed areas are partially built to current thoroughfare plan standards. Many
existing streets are two-lane (20' - 40' width) asphalt roadways with open surface drainage. Many of
the proposed roadway segments on the thoroughfare plan do not currently exist.
The existing major roadways within the City include US Highway 75 (US 75), State Highway 5 (SH
5)/Powell Street, FM 455/White Street, and SH 121. Existing major collectors include segments of
Rosamond Parkway and Ferguson Parkway. The major roadways identified above (US 75, SH 5, FM
455, and SH 121) are under the operation and maintenance jurisdiction of the Texas Department of
Transportation (TxDOT).
Proposed Facilities
The City of Anna adopted a Comprehensive Plan in 2010, including a thoroughfare plan that is the
basis for development of the future street system. The thoroughfare system is a conventional network
conforming to a hierarchical, functional classification system developed to support the forecast traffic
demands of future land use.
The highest classification of roadway is the Major Roadway type facility. These roadways are
generally multiple lanes (4 or 6) with medians that serve the function of controlling access, separating
opposing traffic movements and providing an area for the storage of left turning vehicles. The lower
classifications are the collector facilities that are developed to serve the adjoining developments. The
character of the developments served should determine the sizes and alignments of collector
roadways.
j:jclerical�onno�2018-137 Roadway impact fee�reports�03-report Page 2 of 13- Roadway Impact Fee Update 2018-2028
Capital Improvement Plan for Roadway Impact Fees
The thoroughfare facilities determined for inclusion in the Capital Improvement Plan of this study are
tabulated in Table 2 and graphically illustrated in Figure 1. Each listed project includes a description
of the planned improvements, the approximate project length, and an engineer's opinion of probable
cost to the City. In addition, under existing State Statute, a municipalities' cost associated with
TxDOT facilities can be financed with impact fees. All roadways included in the 2018 CIP are
identified in the City of Anna Thoroughfare Plan.
j. �clericaAanno�2018-137 Roadway impactfeelreportsJ03-report Page 3 of 13- Roadway Impact Fee Update 2018-2028
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j:jclericaAanno�2018-137 Roadway impactfeelreportsJ03-report Page 5 of 13- Roadway Impact Fee Update 2018-2028
The engineer's opinions of probable construction cost were prepared without the benefit of a detailed
preliminary engineering study for each project. The project costs are based on data provided by the
City of Anna and on roadway project construction bids. Costs of these projects included only those
costs that will be paid for by the City of Anna. Financing costs for the projects in the CIP were also
included in the total estimated cost and the interest rate of 5% was provided by the City of Anna.
V.- IMPACT FEE CALCULATION
After the land use assumptions and CIP have been finalized, this information is used to determination
the maximum fee per service unit (impact fee) that can be charged by the City for new developments.
The fee is calculated by dividing the costs of the capital improvements identified as necessary to
serve growth forecast to occur during the 10 -year planning period (CII') by the number of service
units of growth forecast to occur (using the land use assumptions). The specific steps, as described in
following paragraphs of this section include:
1. Determination of a standard service unit;
2. Identification of service areas for the City;
3. Analysis of the total capacity, level of current usage, and commitment for usage of
capacity of existing improvements;
4. Identification of that portion of the total capital improvements necessary to serve the
projected growth over the next 10 -year period;
5. Determination of the "standard service unit" and equivalency tables establishing the ratio of
a service unit to the types of land use forecast for growth;
6. Calculating the resulting eligible costs per service unit (impact fee) for new developments
in each service area.
Service Unit
To determine the impact fee rate applied to thoroughfare facilities the standard service unit selected
was "PM Peak Hour Vehicle -Miles." This service unit can be obtained by multiplying the number
of trips generated by a specific land use type during the PM peak hour (vehicles) by the average trip
length (miles) for that land use. The PM peals hour was chosen because it is usually considered the
critical time for roadway analyses. The trip generation data were directly obtained or derived for each
defined land use type from "Trip Generation Manual, 9t" Edition" of the Institute of Transportation
Engineers, which is the standard data reference to determine vehicle trip
generation characteristics of particular land use types and densities. Trip length information for each
land use specified was based on data developed for the Dallas -Fort Worth area by the North Central
j. �clericaAannaJ2018-137 Roadway impactfee�reportsJ03-report Page 6 of 13- Roadway Impact Fee Update 2018-2028
Texas Council of Governments (NCTCOG). The trip length was set at a maximum of three (3) miles
for any land use, as this trip length was assumed to be the maximum average distance a trip would
travel on roadways within each service area in the City of Anna. Table 3 shows the typical service
units for each land use type used in developing the roadway impact fees.
Table 3 - Service Unit Calculation by Land Use Type
(1) Based on ITE Trip Generation Manual, 9th Edition
(2) Based on NCTCOG data
Service Areas
The State Statute governing the imposition of development impact fees require that collection and
expenditure of fees imposed for street facilities "...is limited to an area within the corporate
boundaries of the political subdivision and shall not exceed six miles. " To comply with this State
Law, two service areas (Service Area 1 and Service Area 2) were established for the City of Anna to
ensure that funds are spent within six miles of where they are collected. The two service areas were
shown in Figure 1, with SH 5/Powell Avenue serving as the breakpoint between the two service
areas. The service areas include most of the developable land within the existing city limits of Anna.
Analysis of 10 -Year and Ultimate Growth
The land use assumption data provided by the City of Anna was converted to the standard service
unit (vehicle -miles) by applying the trip generation and trip length data provided in Table 3. These
results were used to provide an estimate of the existing service units (vehicle -miles) within each
service area, as well as to forecast the growth in set -vice units for both the next 10 -year period (2018-
2028) and the ultimate development of the City of Anna. Table 4a shows the vehicle -mile calculation
for each category of land use. Table 4b shows the portion of ultimate build -out service units that will
be attributable to growth within the next 10 years.
j. �clericoAanno�2018-137 Roadway lmpactfee�reportsJ03-report Page 7 of 13- Roadway Impact Fee Update 2018-2028
PM Peak Trips
Trip Length
PM Peak Hour
Variable
(vehicles)
(miles)
Vehicle -Miles
(1)
(2)
Residential
Dwelling Unit
1
3.00
3.00
Industrial
1,000 Sq. Ft.
0.97
3.00
2.91
Commercial / Retail
1,000 Sq. Ft.
3.71
2.40
8.90
Office
1,000 Sq. Ft.
1.49
3.00
4.47
(1) Based on ITE Trip Generation Manual, 9th Edition
(2) Based on NCTCOG data
Service Areas
The State Statute governing the imposition of development impact fees require that collection and
expenditure of fees imposed for street facilities "...is limited to an area within the corporate
boundaries of the political subdivision and shall not exceed six miles. " To comply with this State
Law, two service areas (Service Area 1 and Service Area 2) were established for the City of Anna to
ensure that funds are spent within six miles of where they are collected. The two service areas were
shown in Figure 1, with SH 5/Powell Avenue serving as the breakpoint between the two service
areas. The service areas include most of the developable land within the existing city limits of Anna.
Analysis of 10 -Year and Ultimate Growth
The land use assumption data provided by the City of Anna was converted to the standard service
unit (vehicle -miles) by applying the trip generation and trip length data provided in Table 3. These
results were used to provide an estimate of the existing service units (vehicle -miles) within each
service area, as well as to forecast the growth in set -vice units for both the next 10 -year period (2018-
2028) and the ultimate development of the City of Anna. Table 4a shows the vehicle -mile calculation
for each category of land use. Table 4b shows the portion of ultimate build -out service units that will
be attributable to growth within the next 10 years.
j. �clericoAanno�2018-137 Roadway lmpactfee�reportsJ03-report Page 7 of 13- Roadway Impact Fee Update 2018-2028
Table 4a
Vehicle -Mile Calculation
By Land Use and Service Area
Service
Area
Land Use
Vehical Mile Variables 2018 2028 Ultimate
PM Peak
Unit Total Total Total
FAR Unit Variable Units Vehicle Units Vehicle Units Vehicle
Vehicle
Miles Miles Miles Miles
Service
Residential
N/A
3.00
per Dwelling Unit
3,667
Dwellings
11,001
6,164 Dwellings
18,492
15,938
Dwellings
47,813
Industrial
20%
2.91
per 1,000 Sq. Ft
23
Acres
583
45
Acres
1,141
84
Acres
2,130
1
Commercial
20%
8.90
per 1,000 Sq. Ft
85
Acres
6,591
140
Acres
10,855
550
Acres
42,645
15.46%
Office
201%
4.47
pre 1,000 Sq. Ft
25
Acres
974
115
Acres
4,478
250
Acres
9,736
51,067
Total
152,854
101,787
19,149 1
34,966
102,323
Residential
N/A
3.00
per Dwelling Unit
1,347
Dwellings
4,041
3,200
Dwellings
9,600
7,638
Dwellings
22,915
Industrial
20%
2.91
per 1,000 Sq. Ft
15
Acres
380
65
Acres
1,648
125
Acres
3,169
2
Commercial
20%
8.90
per 1,000 Sq. Ft
25
Acres
1,938
40
Acres
3,101
250
Acres
19,384
Office
20%
4.47
pre 1,000 Sq. Ft
10
Acres
389
45
Acres
1,752
130
Acres
5,063
Totalli
1
6,748
16,101
50,531
Table 4b -Summary of Vehicle -Miles
by Service Area and Development Period
Note: 20% of non-residential area is assumed developable for the Vehicle -Mile Calculation
Capital Improvements Costs Necessary to Serve 10 -Year Growth
The total costs for implementing the roadway CIP were identified previously in Table 2. The street
facility improvements identified in the CIP will logically serve all existing and future growth by
improved safety and drainage characteristics. Therefore, the 10 -year eligible costs have been
proportioned as the ratio of the 10 -year growth to the total number of service units determined for
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Existing
Year 2018- 2028
Year 2028 - Ultimate
Service
Area
Vehicle - Miles
Portion of
2028 Total
Vehicle - Miles
Portion of
Ultimate
Vehicle - Miles
Ultimate
Added 2018-
Ultimate
Added 2028-
2018
Vehicle Miles
Vehicle -Miles
Vehicle - Miles
2028
Vehicle - Miles
Ultimate
1
19,149
18.71%
34,966
15,817
15.46%
102,323
67,357
2
6,748
13.35%
16,101
9,353
18.51%
50,531
34,430
Total
25,897
16.94%
51,067
25,170
152,854
101,787
Note: 20% of non-residential area is assumed developable for the Vehicle -Mile Calculation
Capital Improvements Costs Necessary to Serve 10 -Year Growth
The total costs for implementing the roadway CIP were identified previously in Table 2. The street
facility improvements identified in the CIP will logically serve all existing and future growth by
improved safety and drainage characteristics. Therefore, the 10 -year eligible costs have been
proportioned as the ratio of the 10 -year growth to the total number of service units determined for
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build -out, as provided in Table 4. Table 5 presents a summary of the roadway capital improvement
costs for the two service areas.
Table 5 - Summary of Capital Improvement Cost by Service Area
In order to maintain the equity of impact fee assessment, the cost for streets included in the 10 -year
Capital Improvement Plan will include the total cost of the street facilities, not reduced by any
expected participation. Rather, construction by a developer of an arterial facility within or off-site
should be treated as a credit to the impact fee assessment.
Determination of Standard Service Unit Equivalency
Table 6 presents the derivation of service unit equivalents for each of the four defined land use types.
The service unit equivalents are referenced to and based on the residential land use.
Table 6 -Land Use Equivalency
Land Use
Development
Unit
Portion of Capacity of
SU Equivalency (2)
Residential
Dwelling Unit
3.00
Cost of Thoroughfare
Office
1,000 per Sq. Ft
Thoroughfare
1.49
Service Area
Service Area CIP
8.90
Attributed to Growth
Industrial
1,000 per Sq. Ft
Attributed to Growth
0.97
(2018-2028)
(2018-2028)
1
$185,198,286
15.46%
$28,627,660
2
$85,114,115
18.51%
$15,754,221
Totals
$270,312,401
$44,381,881
In order to maintain the equity of impact fee assessment, the cost for streets included in the 10 -year
Capital Improvement Plan will include the total cost of the street facilities, not reduced by any
expected participation. Rather, construction by a developer of an arterial facility within or off-site
should be treated as a credit to the impact fee assessment.
Determination of Standard Service Unit Equivalency
Table 6 presents the derivation of service unit equivalents for each of the four defined land use types.
The service unit equivalents are referenced to and based on the residential land use.
Table 6 -Land Use Equivalency
Land Use
Development
Unit
Veh-Miles/
Development
Unit (1)
SU Equivalency (2)
Residential
Dwelling Unit
3.00
1.00
Office
1,000 per Sq. Ft
4.47
1.49
Commercial / Retail
1,000 per Sq. Ft
8.90
2.97
Industrial
1,000 per Sq. Ft
2.91
0.97
Notes:
1) Based on ITE Trip Generation Manual, 9th Edition and
N CTCO G
2) Ratio of non-residential use to service unit of Residential
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Cost Per Service Unit (Impact Fee) Calculation
Table 7 presents a summary of the calculations and resulting capital improvement costs attributable
to growth per service unit, which represents the maximum calculated impact fee. This fee is
calculated by taking the cost of the CIP attributable to growth in the next 10 years (Table S) and
dividing it by the estimated growth, or the number- of new service units (Table 4), in the next 10
years.
Table 7 - Impact Fee Calculation by Service Area
Cost of
Thoroughfare
Number of New
Roadway Service
Cost Per Service
Cost Per Service
Attributed to
Service Units
Area
Unit
Unit (Rounded)
Growth
(2018-2028)
(2018-2028)
1 $28,627,660
15,817
$1,809.93
$1,810
2 $15,754,221
9,353
$1,684.40
$1,684
Under current State law, municipalities are required to administer a detailed financial analysis to
support the use of an impact fee higher than 50 percent of the eligible costs. As an alternative to
performing the financial analysis, the impact fee can be set at or below 50 percent of the total eligible
costs, which are shown in Table 7. The City has chosen to use 50 percent of these calculated impact
fee.
VI. SUMMARY OF IMPACT FEE CALCULATION METHODOLOGY
The methodology for calculating the maximum allowable impact fee for roadway facilities can be
summarized in the following three steps and is summarized for both Service Areas 1 and 2 on the
following pages. First, the cost of the roadway facilities (existing roadways eligible for recuperation
of construction cost and proposed roadways) that can be attributed to new growth over the 10 -year
period is determined.
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Maximum Impact Fee Calculation for Service Area 1
Cost of Roadway Facilities (Table 2- Service Area 1) _ $185,198,286
Proportion of Capacity Attributable to New Growth
x 15.46%
(Table 4- Service Area 1)
Roadway Facilities Attributable to Growth (2018-2028) _ $28,627,660
The second step is to determine the calculated impact fee. The maximum calculated impact fee is the
ratio of the total cost for roadway facilities attributable to growth in the next ten years (2018-2028)
divided by the total growth in equivalent service units (ESU). Finally, the maximtun impact fee is
determined by multiplying the calculated fee by 50%.
Service Area 1
Calcualted Roadway Impact Fee = Eligible Thoroughfare Cost Attributed Growth (Table 5)
Total Growth in Equivalent Service Units (Table 4)
$28,627,660.29
15,817
_ $1,809.93 Use: $1,810
Maximum Roadway Impact Fee Allowed: $1,810 x 50% _ $905.00
Maximum Impact Fee Calculation for Service Area 2
Cost of Roadway Facilities (Table 2 - Service Area 2) _ $85,114,115
Proportion of Capacity Attributable to New Growth x 18.51%
(Table 4- Service Area 2)
Roadway Facilities Attributable to Growth (2018- 2028) _ $15,754,221
Service Area 2
Calculated Roadway Impact Fee = Eligible Thoroughfare Cost Attributed Growth (Table 5)
Total Growth in Equivalent Service Units (Table 4)
$15,754,220.59
9,353
_ $1,684.40 Use: $1,684
Maximum Roadway Impact Fee Allowed: $1,684 x 50% _F $842.00
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VII. IMPACT FEE CALCULATION EXAMPLE
A land use equivalency table is provided in Table 8 and represents an expansion of the basic land
uses used for calculating the impact fee. This table identifies the total service units generated by
specific uses within each land use category and includes land uses which may develop over the next
10 -year period. To obtain the impact fee to be charged for a particular land use, the impact fee per
service unit adopted by the City and the service units per development unit generated for that
particular land use from Table 8 are used. Examples for calculating the impact fee for both a single
family dwelling unit and a 50,000 ft2 shopping center (commercial / retail facility) assuming
maximum allowable impact fees of $905.00 per service unit (Service Area 1) and $842.00 per service
unit (Service Area 2) are shown on page 12
Table 8 - Common Roadway Land Use Equivalencies
(CATEGORY LAND USE DEVELOPMENTUNITS(1), ITE TRIP RATE(2) TRIP LENGTH(3) PASS-BYTRAFFIC(4)I SERVICE UNITS(S)
Single- Family Detached Dwelling Unit 1.00 3.0 0 3.00
Apartment Dwelling Unit 0.62 3.0 0 1.86
Office Building
1, 000 ft GFA
1.49
3.0
0
4.47
COMMERICAL
Convenience Stores/Gas Pumps
1,000 ft GFA
50.92
0.4
0.66
6.93
Drive-in Bank
1,000 ft GFA
24.30
1.7
0.47
21.89
Home Improvement Store
1,000 ft GFA
2.33
3.0
0.48
3.36
Hotel
Rooms_
0.60 _
3.0
0
1.80
Restaurant
1, 000 ft GFA
9.85
2.4
0.43
13.47
Shopping Center
1,000ftGFA
3.71
3.0
0.34
7.35
INDUSTRIAL
Industrial
1,000 ft GFA
0.97
3.0
0
2.91
INSTITUTIONAL
School
Students
0.15
2.1
0
0.32
Day Care Center
Students
0.81
2.7
0.9
0.22
House of Worship
1, 000 ft GFA
0.55
2.1
0
1.16
' GFA = Gross Floor Area
a (Vehicles); Based on ITE Trip Generation, 9th Edition
(Miles); Based on NCTCOG Data
Percentage of traffic already passing by site - land use is an intermediate destination
(Vehicle -Miles)
* The land uses and trip generation characteristics listed in this chart are intended as examples. The complete table of land uses and trip generation
characteristics is contained in the Institute of Transportation Engineers "Trip Generation, Ninth Edition," which is incorporated herein by reference.
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Service Area 1 - Example Impact Fee Calculations
SERVICE AREA 1
SINGLE-FAMILY DWELLING (Service Area
Vehicle -Miles per Single- Family Dwelling Unit (1 Dwelling Unit) x (3.00 Vehicle-Miles/Dwelling Unit) = 3.00 Service Units
Maximum Calculated Roadway Impact Fee $ 905.00 per service unit x 3 Service Units = $2,715.00
Vehicle -miles per Development Unit for Shopping Center
(50,000 Sq. Ft) x (7.35 Vehicle -Miles/ 1,000 Sq.Ft.) = 367.5 Service Units
Maximum Calculated Roadway Impact Fee $ 905.00 per service unit) 368 Service Units = $ 332,587.50
Service Area 2 - Example Impact Fee Calculations
SERVICE AREA 2
SINGLE-FAMILY DWELLING (Service Area
Vehicle -Miles per Single- Family Dwelling Unit (1 Dwelling Unit) x (3.00 Vehicle-Miles/Dwelling Unit) = 3.00 Service Units
Maximum Calculated Roadway Impact Fee $ 842.00 per service unit x 3 Service Units = $2,526.00
50.000 Sa.Ft SHOPPING CENTER (Service Area 21
Vehicle -miles per Development Unit for Shopping Center
(50,000 Sq. Ft) x (7.35 Vehicle -Miles/ 1,000 Sq.Ft.) = 367.5 Service Units
Maximum Calculated Roadway Impact Fee $ 842.00 per service unit) 368 Service Units = $ 309,435.00
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2018-2028
ROADWAY IMPACT FEE UPDATE
THE CITY OF
manna
BIRKHOFF, HENDRICKS & CARTER, L.L.P.
PROFESSIONAL ENGINEERS - TBPE Firm No. 526
11910 Greenville Ave., Suite 600, Dallas, Texas 75243
Phone (214) 361-7900
September 2018
MINE1'�' lop