TR9303-CS 941101 (6)DEVELOPMENT OF TRANSPORTATION
IMPACT FEES
DeSoto, Texas
FINAL REPORT
Submitted to:
CITY OF DESOTO
Submitted by:
Barton-Aschman Associates, Inc.
Dallas, Texas
City of DeSoto
Roadway Impact Feee
Methodology and Approach
The four basic steps of calculating roadway impact fees involve determining:
1. An appropriate service unit
2. The cost of each service unit
3. The number of service units needed to serve various land uses
4. The impact fee for a particular development
STEP 1. SERVICE UNITS
Service Units create a link between:
· Supply (roadway projects)
and
· Demand (new development)
Both Supply and Demand can be expressed as a combination of:
a. The number of VEHICLES traveling during a given time period, and
b. The distance traveled by these vehicles in MILES or
Vehicle-Miles
· For Roadway Projects, Vehicle-Miles are:
Capacity X Length
(vehicles) (miles)
For example, take a 4-lane divided roadway project 3 miles long which can carry 650
cars per hour in each lane. Then:
650 vehicles per hour x 4 lanes =
2,600 vehicles per hour x 3 miles
2,600 vehicles per hour
7,800 vehicle-miles supplied per hour
· For developments, vehicle-miles are:
Trips Generated X Average Trip Length
(vehicles) (miles)
For example, take a 100- unit residential subdivision generating 100 trips in the PM
peak hour with an average trip length of 6 miles. Then:
100 vehicles x 6 miles = 600 vehicle-miles in the PM peak hour
A time period must also be chosen for assessing impacts.
recommended because:
The PM peak hour is
The heaviest demand for roadway capacity occurs during this hour
Roadways are sized to meet this demand
Roadway capacity can be defined on an hourly basis
Therefore, an
a mechanism
development.
assessment based on the PM peak hour capacity and demand provides
for charging for the burden placed on the roadway system from new
STEP 2.
DETERMINING A COST PER SERVICE UNIT
There are 3 components involved in calculating a cost per service unit.
1. The Roadway Capital Improvements Program (C.I.P.)
2. The service area structure
3. Service area calculations
Roadway C.I.P.
Two types of projects can be included in the Roadway C.I.P.
New - projects planned in the next ten years which add capacity
Recoupment - previously constructed projects which have excess
capacity
Only arterials and collectors listed on the City's official thoroughfare plan may be
considered for inclusion in the Impact Fee Roadway C.I.P. State routes are not eligible
for impact fee funding. The proposed C.I.P. was developed by the City based on the
adopted thoroughfare ;)lan. The projects included in the Roadway C.I.P. are listed in
Table I and shown in Figure 1.
The following statistics summarize the roadway C.I.P.
New Projects
Recoupment Projeots
$22.5 Million
$ 9.4 Million
Total Cost
$31.9 Million
The new project costs of $22.5 million represent the expected additional expenditures
for major roadways in the next ten years.
2
TABLE I - PROPOSED DESOTO CIP SEGMENTS
SERVICE LENGTH TOTAL
AREA ROADWAY FROM TO TYPE' (MI) LANES COST
NEW PROJECTS
I Bolton Boone Rd Danieldale Rd Dallas C L uc 0.80 4
I Danieldale Rd Duncanville C L Old Hickory Rd da 1.10 4
1 Old Hickory Trl Danleldale Rd Wintergreen Rd uc 1.00 4
,3,4 Wintergreen Rd Duncanville C L Hampton Rd da 1.60 4
3 Pleasant Run Rd Cockrell Hill Westmoreland Rd 'da 1.00 4
5 Polk St Meadows PI(wy Belt Line Rd da 0.60 4
5 Polk St Wintergreen Rd Ray Ave da 0.50 4
6 Cockrell Hill Belt Line Rd Glen Heights C L da 1.50 4
8 Polk St (BR) Windy Meadow Dr Parkewille Rd da 0.60 4
8 Porkewille Rd IH 35 E Hampton Rd da 2.00 4
Subtotal
RECOUPMENT PROJECTS
2,5 Wintergreen Rd IH 35 E Hampton Rd da 2.10 4
4 Pleasant Run Rd Hampton Rd Westmoreland Rd da 1.00 4
5 Polk St (BR) Pleasant Run Rd Slay Dr da 0.20 4
7,8 Hampton Rd Belt Line Rd Parkerville Rd da 1.00 4
Subtotal
CONSTRUCTION COST
RIGHT OF WAY COST
ENGINEERING COST
TOTAL COST
$25,464,500.00
$ 3,148,000.00
$3,287,500.00
$31,900,000.00
TOTALS
$1,451,520.00
$2,157,680.00
$1,8590200.00
$3,554,880.00
$1,884,960.00
$1,165,920.00
$1,576,400.00
$2,919,280.00
$2,075,360.00
$3,852,800.00
$22,498,000.00
$3,239,000.00
$3,775,000.00
$406,000.00
$1,982,000.00
$9,402,000.00
da - divided arterial
uc - undivided collector
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LEGEND
Ne,; FIOU~E 1
PROPOSED ROADWAY CJJ:).
::~.':'.'.::?.~:~:!~'.'.:.'~:!:!:i:~:! SM*vice Area 4
' $~rvic~ Araa~
Service areas are required by the State Law to define the area served by the Roadway
Capital Improvements.
In the case of roadways, service areas are restricted by State Law to a 3 mile limit.
That is, no point in the service area can be more than 3 miles from another. The
service areas for Roadway Impact Fees are shown in Figure 2.
Other considerations in developing a service area structure are to:
Conform to Traffic Survey Zone (TSZ) boundaries. This facilitates
calculations and updates because TSZ's are the smallest area for which
land use information is compiled. Subdividing TSZ's for impact fee
purposes may be necessary when city limit boundaries are crossed by
zone limits.
Make as large as possible. This promotes fee uniformity because it
tends to average costs out over several projects.
Use roadway projects included in the C.I.P. as boundaries to maximize
the distribution of projects among service areas.
Calculations
Separate fee calculations are included in each service area. These calculations may
be made on a system-wide basis in each service area.
Inventory usage and. deficiencies on the existin9 major roadway system in
terms of vehicle-miles.
Calculate service units (vehicle-miles) supplied by Impact Fee Roadway C.I.P.
and adjust for:
- existing usage
- deficiencies
Determine the cost of providing available service units. For new projects,
estimates were made. For recoupment projects, the actual costs to the city
were used. The City of DeSoto staff provided engineering, right-of-way
acquisition and construction costs for the C.I.P. projects.
After the number and cost of service units available to new development have
been calculated, the portion of the C.I.P. attributable to the new development
within 10 years must be determined by:
- calculating the expected service units (vehicle-miles) to be generated
from new development. This was done by using the City's previously
adopted land use assumptions in the North Central Texas Council of
Governments (NCTCOG} regional transportation model.
- comparing that demand to the service units made available from C.I.P.
projects.
4834
B
City of DeSoto
SERVICE AREAS FOR
ROADWAY IMPACT FEES
FIGURE 2
NOTE:
Only the portion of the C.I.P. actually attributable to and made
necessary by development in the next 10 years may be charged.
Therefore, if only 60% of the service units supplied by the C.I.P. are
needed in the next 10 years, only 60% of the cost may be considered
in calculating fees.
5. Calculate the cost per service unit:
Cost of Needed Supply*/Service Units of Demand
· If the C.I.P. does not provide all the service units needed by new
development in the service area, only the cost of what is provided can
be considered.
Table 2 lists the cost per service unit in each service area. This cost represents the
maximum fee per service unit which can be charged under the state statute. The
weighted average is based on a city-wide calculation and is not the average of the
individual service area costs.
The inventory of existing streets, detailed roadway project information and calculations
of cost per service unit for each service area are included in the appendix..
TABLE 2 - SERVICE UNIT COST SUMMARY
Service Cost Per
Area Service Unit
1 $795.00
2 $531.00
3 $722.00
4 $1,083.00
5 $699.00
6 $671.00
7 $683.00
8 $769.00
Weighted Average $761.00
*STEP 3.
SERVICE UNITS NEEDED TO SERVE INDIVIDUAL NEW DEVELOPMENT
For developments, service units (vehicle-miles) are:
Trips Generated X Average Trip Length
(vehicles) (miles)
T~fp Generation
This portion of the equation determines the number of vehicles generated by a
development. The trip generation rates were:
· Developed for the PM peak period
· Determined by:
- size (office, retail, industrial)
- number of units (residential, institutional)
· Based on Institute of Transportation Engineers trip rates when possible
· Checked against NCTCOG travel demand model rates
· Adjusted for:
- pass-by trips
- diverted trips
Pass-by trips are those that are already on a particular route for a different purpose
that stop at a particular development on that route. For example, a stop at a
convenience store on the way from the office to home is a pass-by trip for the
convenience store. This trip does not create an additional burden on the street system
and therefore should not be double-counted. The burden of this type of trip is
assigned to the office and residence.
A diverted trip is a similar situation, but a diversion is made from the regular route to
make an interim stop. On a system-wide basis, this trip also does not add an
additional burden on the street system so it is not considered in assessing fees.
T~fp Length
This portion of the equation determines the average length the vehicles generated by
a development travel. Trip lengths were:
· Based on information collected by the NCTCOG
· Categorized by land-use type
· Adjusted to:
- meet State Law (3 mile limit)
- account for travel on State Routes
· Divided by 2 to split the burden of any given trip equally between origin and
destination. Each development pays for 1/2 of each trip made to and from
it; otherwise overcharging could occur.
'Land U=e/$e~vice Unit £quivalency Table
The result of combining the trip generation and trip length information is an
equivalency table which establishes the service unit generation rate for various land
use categories. Separate rates must be established for residential, industrial, and
commercial uses but it is desirable to provide more rates to reflect the differences
between uses within those categories. For example, banks and restaurants have
different service unit generation rates.
Information is not available for every conceivable land use so some limitations exist.
A reasonable number of categories which cover the vast majority of cases was
developed with provisions for individual studies to cover cases not included in the
established rates. The equivalency table is shown in Table 3.
STEP 4.
CALCULATING IMPACT FEES
For an individual development, a two part process is followed to determine the impact
fee due.
Part 1:
Determine number of service units (vehicle-miles) generated by the development
using the equivalency table.
No. of Development X
Units'
Vehicle-miles
per development unit
Development's
Vehicle-miles
Part 2:
Calculate the impact fee based on the fee per service unit for the service area
where the development is located.
Development's X Fee per
Vehicle-miles vehicle-mile
Impact Fee due
from Development
Examples:
For developments located in Service Area 3, which has a maximum fee
per vehicle-mile of $722.
Single-Family Dwelling
1 dwelling unit x 2.85 vehicle-miles/dwelling unit = 2.85 vehicle-miles
2.85 vehicle-miles x $?22/vehicle-miles = $2,057.70
50,000 square foot (s.f.) Office Building
50 (1,000 s.f. units) x 3.99 vehicle-miles/1,000 s.f. units -- 199.5 vehicle-miles
199.5 vehicle-miles x $722/vehicle-mile = $144,039
?00,000 s.f. Retail Center
100 (1,000 s.f. units) x 4.77 vehicle-miles/1,000 s.f. units = 477 vehicle-miles
477 vehicle-miles x $722/vehicle-mile = $344,394
300,000 s.f. Industrial Development
300 (1,000 s.f. units) x 1.06 vehicle-miles/I,000 s.f. units = 318 vehicle-miles
318 vehicle-miles x $722/vehicle-mile --- $229,596
10
DE SOTO ROADWAY IMPACT FEE
I. AND USE/VEHICLE-MILE EQUIVALENCY TABLE
RESIDENTIAL
OFFICE
COMMERCIAL
INDUSTRIAL
INSTITUTIONAL
LAND USE
SINGLE - FAMILY DETACI-ED
MULTI-FAMILY
MOBILE HOME
RETIREMENT COMMUNITY
OTHERS NOT SPECIFIED*
GENERAL OmCE BLDG
BUSINESS PARK
OTHERS NOT SPECIFIED*
SHOPPING CENTER
RESTAURANT
FAST FOOD RESTAURANT
CONVlENENCE STORE;>2460 SQ FT
SERVICE STATION
GAS STAIN W/CONV STR; <2400 SC) FT
HOTEL
MOTEL
NEW CAR SALES
RJF~TURE STORE
OTHERS NOT SPECIFIED*
GENERAL UGHT INDUSTRIAL
INOU~ PARK
MINI-WAREHOUSE
OTHERS NOT SPECIFIED*
ELEMENTARY SCHOOL
~IGH SCHOOL
~~l. iNl'Pr COLLEGE
DAY CARE GENTER
HOSPffAL
CHURC~~
OTHERS NOT SPECIRED*
DEVELOPMENT TRIP FIATE mlP LENGTH
UNITS (X) (MI)
D.U. 0.950(X)
D.U. 0.67000
D.U. 0.55900
O.U. 0.400tX)
D.U. 0.gS0(X)
10(X) GFA 1.330P0
lOOO GFA 1.s94(x)
tom GFA 1.500(X)
1000 GFA 1.660(X)
1000 GFA 8.570(X)
SITE 3.750(X)
lO03 GFA 1.300(X)
ROOMS 0.460(X)
ROOMS
1000 GFA 1.570(X)
lO(X) GFA o. aso0q
lOOO GI=A 1.50400
1003 GFA 0.353(X)
1000 GFA 0.87000
1000 GFA 0.22000
1000 GFA 0.87000
STUDENTS 0.01500
STUOENTS 0.040(X)
STUOENTS 0.120~
SltJDENT$ 0.1 50(X)
BEDS 0.820(X)
I(XI0 GFA 0.2g0(x)
IOOO GFA 0.2go(x)
3.00
3.1)0
3.00
3.00
3.00
3.00
3.00
3.00
2.94
2.19
2.19
O.32
0.32
0.32
1.~
2.92
2.92
2.94
2.94
2.94
3.03
3.00
3.00
3.00
1.92
1.92
3.00
2.46
3.00
1.78
1.78
TOTAL SERVICE UNITS
(VEH- M~ I DEr U~T)
2.85
2.01
1.68
1.20
2.85
3.99
4.05
3.99
4.42
3.50
3.64
2.74
1.20
6.40
2.11
1.34
1.84
4.62
1.03
4.42
I.~
2.61
0.66
2.61
THIS REPRESENTS TOTAL SERVICE UNIT EQUIVALENCY FOR LANO USES
NOT SPECIFIED IN THIS CATEGORY. ACTUAL EQUIVALENCY MAY VARY
AND MAY BE DEMONSTRATED BY PROPERTY OWNER TO BE DIFFERENT
PURSUANT TO CITY GUIDEUNES.
TABLE B
RECOMMENDED PM PEAK HOUR TRIP GENERATION RATIS -- DESOTO IMPACT FEE STUDY
Category
Land-Use
RESIDENTIAL
Single-Family Detached
Multi-Family
Mobile Home
Retirement Community
OFFICE
General Office Building
Business Park
COMMERCIAL
Shopping Center
Quality Restaurant (Restaurant)
Fast Food Restaurant
High Turnover Restaurant
(Restaurant)
..
Convenience Store; > 2400 Sq. Ft.
Service Station
Gas Station w/Convenience Store;
< 24000 Sq. Ft.
Bank
Hotel
Motel
New Car Sales
Furniture Store
INDUSTRIAL
General Light Industrial
Industrial Park
Mini-Warehouse
Development
Units(X) Trip Rate aesial
D.U. .95(X) Equivalent trip rate for 1000 Dwelling Units
using ITE equation, p. 261
D.U. .670(X) ITE, p_296
D.U. .559(X) ITE, p_ 392
D.U. .40(X) ITE, p.425
1000 GFA 1.33(X) Equivalent rate for 1,000,000 S.F. using ITE
equation, p. 892
1000 GFA 1.35(X) ITE, p. 1036
1000 GFA 1.504(X) NCTCOG subregional model rate, Area type 4
1000 GFA 1.60(X) ITE rate p. 1 166 recalculated without outlier
with 75% pass-by/diverted, rounded down
1000 GFA 1.66(X) ITE rate recalculated without outlier with
95% pass-by/diverted
1000 GFA 1.60(X) ITE rate recalculated without outlier with
90% pass-by/diverted, rounded down
1000 GFA 8.57(X) ITE Journal, June 1990 with 85% pass-
by/diverted
Site 3.75(X) ITE rate with 85% pass-by/diverted, p. 1222
Site 20.0(X) ITE Journal Article, July 1987 with 85%
pass-by/diverted
1000 GFA 1.36(X) ITE Rate with 95% pass-by/diverted, p. 1313
Rooms .46(X} Equivalent rate for 100 rooms using ITE
equation, p. 468
Rooms .63(X) ITE rate p. 503
1000 GFA 1.57(X) ITE 5th Edition rate with 40% pass-
by/diverted
1000 GFA .35(X) ITE rate with 10% pass-by/diverted. p. 1268
1000 GFA
ITE rate per employee, p. 102, with 0.83
employees per SF (from NCTCOG)
.353(X)
1000 GFA
ITE rate recalculated without outlier. p_ 151
.870(X}
1000 GFA
ITE rate recalculated without outlier, p. 223
.220(X)
ITE refers to rates and equations from the 4th edition. Trip Generation. Institute of Transportation Engineers unless noted
otherwise.
16
TABLE 8
RECOMMENDm PM PEAK HOUR TRIP GENERATION RATIS;"- DESOTO IMPACT FEE STUDY
Category
land-Use
Development
Units(X)
Trip Rate
Basis
INSTITUTIONAL
Hospital
Students ,015(X) ITE. p. 763
Students .04(X) ITE, p. 768
Students .12(X) ITE, p. 781
Students .15(X) Paper presented at 1990 ITE Annual Meeting
by Hitchens with 76% pass-by/diverted.
Beds .82(X) Equivalent rate for 200 beds using ITE
equation, p. 854
1000 GFA .29(X) ITE rate recalculated without outlier, p. 792
Elementary School
High School
Junior/Community College
Day Care Center
Church/Synagogue
ITE refers to rates and equations from 4th edition. Trip Generation, Institute of Transportation Engineers unless noted otherwise.
-.
17
TABLE 10
RECOMMENDED AVERAGE TRIP LENGTHS
Category Land Usa
Average Trip Length
RESIDENTIAL
Single-Family Detached
Multi-Family
Mobile Home
Retirement Community
Others Not Specified*
3.00
3.00
3.00
3.00
OFFICE
General Off'.:e Building
Medical Office Building
Business Park
Others Not Specified*
3.00
3.00
3.00
3.00
COMMERCIAL
Shopping Center
Restaurant
Fast Food Restaurant
Convenience Store; > 2400 Sq. Ft.
Service Station
Gas Stn W/Conv Str; <2400 Sq. Ft.
Bank
Hotel
Motel
New Car Sales
Furniture Sales
Others Not Specified*
2.94
2.19
2.19
0.32
0.32
0.32
1.55
2.92
2.92
2.94
2.94
2.94
INDUSTRIAL
General Ught Industrial
Industrial Park
Mini-Warehouse
Others Not Specified*
3.00
3.00
3.00
3.00
INSTITUTIONAL
Elementary School 1.92
High School 1.92
Junior/Community College 3.00
Day Care Center 2.46
Hospital 3.00
Church/Synagogue 1.78 ,
Others Not Specified* 1.78
This represents total service unit equivalency for land uses not specified in this category.
Actual equivalency may vary and 'may be demonstrated by property owner to be different
pursuant to city guidelines.
19
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