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0657ORDINANCE NO. 657 AN ORDINANCE RELATING TO THE REGULATION OF THE USE AND DEVELOPMENT OF LA/qD IN THE INCORPOP~ATED LIMITS OF SOUTHLAKE, TEXAS; IMPOSING AN IMPACT FEE ON LAND DEVELOPMENT IN SOUTHLAKE FOR PROVIDING WATER AND WASTEWATER FACILITIES NECESSITATED BY SUCH NEW DEVELOPMENT; PROVIDING ROADWAY IMPROVEMENTS TO SUPPORT NEW DEVELOPMENT; STATING THE AUTHORITY FOR ADOPTION OF THE ORDINANCE; PROVIDING DEFINITIONS; PROVIDING FINDINGS AND DECLARATIONS OF THE CITY COUNCIL; PROVIDING FOR THE ASSESSMENT, PAYMENT AND TIME OF PAYMENT OF A WATER AND WASTEWATER FACILITIES IMPACT FEE; PROVIDING FOR T}IE ASSESSMENT, PAYMENT AND TIME OF PAYMENT OF A ROADWAY IMPACT FEE; PROVIDING FOR REVIEW OF WATER AND WASTEWATER FACILITIES IMPACT FEES AND THE FEE SCHEDULES; PROVIDING FOR THE PLACEMENT OF REVENTJE COLLECTED FROM WATER AND WASTEWATER FACILITIES IMPACT FEES AND ROADWAY IMPACT FEES INTO WATER AND WASTEWATER FACILITIES IMPACT FEE ACCOUNTS ~ ROADWAY IMPACT FEE ACCOUNTS ESTABLISHED FOR THAT PURPOSE; PROVIDING FOR EXEMPTIONS; PROVIDING FOR REFUND OF U1N-EXPENDED FLrNDS; PROVIDING FOR USE OF FUNDS DERIVED FROM WATER AND WASTEWATER FACILITIES IMPACT FEES AND PROVIDING IMPACT FEES; PROVIDING THAT WATER AND WASTEWATER FACILITIES IMPACT FEES AND PROVIDING IMPACT FEES MAY BE PLEDGED TOWARD PAYMENT OF BOND ISSUES A_ND SIMILAR DEBT INSTRUMENTS; PROVIDING THAT THIS ORDINANCE SHALL BE CUMULATIVE OF ALL ORDINANCES; PROVIDING A SEVERABILITY CLAUSE; PROVIDING A SAVINGS CLAUSE; PROVIDING FOR PUBLICATION IN PAMPHLET FORM; PROVIDING FOR PUBLICATION IN THE OFFICIAL NEWSPAPER; AiN-D PROVIDING AN EFFECTIVE DATE. WHEREAS, the City of Southlake is responsible for and c©mmi~ted to the provision of public facilities and services at levels necessary to cure any existing public service deficiencies in already developed areas; and WHEREAS, such facilities and service levels shall be provided by the City utilizing funds allocated in the capital budget and s lake\~mpact fee.ord (03/19/96) -1- capital improvements programming processes and relying upon the f~nding sources indicated therein; and WHEREAS, new residential and nonresidential development causes and imposes increased demands upon City public facilities and services, including water and wastewater facilities, and roadways, that would not otherwise occur; and WHEREAS, planning and zoning projections indicate that such development will continue and will place ever-increasing demands on the City to provide necessary public facilities; and WHEREAS, the development potential and property values of properties is strongly influenced and encouraged by City policy as expressed in the Comprehensive Land Use Plan and as implemented via the City zoning ordinance and map; and W~EREAS, to the extent that such new development places demands upon the public facility infrastructure, those demands should be satisfied by shifting the responsibility for financing the provision of such facilities from the public at large to the developments actually creating the demands for them; and WHEREAS, the amount of the impact fee to be imposed shall be determined by the cost of the additional public facilities needed to support such development, which public identified in a capital improvements program, WHEREAS, the City Council, after careful matter, hereby finds and declares that impact fees imposed upon s [ake\i~act fee.ord (03/19/96) -2- facilities shall be and consideration of the residential and nonresidential development to finance specified ma]~ public facilities in designated service areas, the demand for wh~rk is created by such development, are in the best interests of the general welfare of the City and its residents, are equitable, and doe~ not impose an unfair burden on such development; W/~EREAS, in 1987 the Texas Legislature adopted Senate Bill 336, now codified as Chapter 395 of the Local Government Code, providing guidelines and requirements for the adoption of impact fees; and WHEREAS, the City Council finds that in all things the City has complied with said statute in the notice, adoption, promulgation and methodology necessary to adopt Impact Fees; NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF SOUTHLAKE, TEXAS: SECTION 1 SHORT TITLE This Ordinance shall be known and cited Wastewater and Roadway Impact Fee Ordinance. as the Water, SECTION 2 iNTENT This Ordinance is intended to impose water, wastewater and roadway impact fees, as established in this Ordinance, in order to finance public facilities, the demand for which is generated by new development in the designated service area or areas. SECTION 3 s% ake\impact fee.ord (03/19/96) -3- AUTHORITY The City is autherized to enact this Ordinance by Chapter 395 of li~e Texas Local Government Code, and its successors, which aulh~Prize home-rule ci~ies, among others, to enact or impose impact fees on land within their corporate boundaries or extraterritorial jurisdictions, and to persons with whom they have a water or wastewater service contract, as charges or assessments imposed against new development in order to generate revenue for funding or recouping the costs of capital improvements or facility expansions necessitated by and attributable to such new development; and by the Southlake City Charter. The provisions of this Ordinance shall not be construed to limit the power of the City to adopt such Ordinance pursuant to any other source of local authority, nor to utilize any other methods or powers otherwise available for accomplishing the purposes set forth herein, either in substitution of or in conjunction with this Ordinance. Guidelines may be developed by resolution or otherwise to implement and administer this chapter. sLake\impact fee.or_d (0~/19/96) SECTION 4 DEFINITIONS As applied in %his Ordinance, the foliowlng words and terms shall be used: Assessment The determination of the amount of the maximum impact fee per service unit which can be imposed on new development pursuant to this Ordinance. {2) ' ' rm' - Written permission issued by the City for the construction, repair, alteration or addition to a structure. (3) Capital Construction Cost of Servi¢~ Costs of constructing capital improvements or facility expansions, including and limited to the construction contract price, surveying and engineering fees, land acquisition costs (including land purchases, court awards and costs, attorney's fees, and expert witness fees), and the fees actually paid or contracted to be paid to an independent qualified engineer or financial consultant preparing or updating the capital improvements plan who is not an employee of the City. (4) Capital Improvements Advisory Committee {Advisory Committee) Advisory committee, appointed by the City Council, consisting of at least five members, not less than 40 percent of which shall be representatives of the real estate, development, or building industries which are not employees of the City, and, if impact fees are to be applied within the extraterritorial jurisdiction of the City, including one member representing the extraterritorial jurisdiction; or consisting of the Planning and Zoning Commission, including one regular or ad hoc member who is not an employee of the City and which is representative of the real estate, development, or building industry, and, if impact fees are to be applied within the extraterritorial jurisdiction of the City, one representative of the extraterritorial jurisdiction area; which committee is appointed to regularly review and update the capital improvements program in accordance with the requirements of Chapter 395 of the Local Government Code, and it successors. st ake\impact fee.ord (03/19/96) -5- Capital Improvements Plan (CIP) - Plan which identifies water, wastewater, and roadway capital improvements or faciii%y expansions pursuant to which impact fees may be assessed. (7) City Council (Council) - Governing body of the City of Southlake. (8) City Public Works Director {Direc%er) Director of the City of Southlake. Public Works Commercial Development For the purposes of this Ordinance, all development which is neither residential nor industrial. (lO) Comprehensive Plan (Master Plan) The comprehensive long-range plan, adopted by the City Council, which is intended to guide the growth and development of the City which includes analysis, recommendations and proposals for the City regarding such topics as population, economy, housing, transportation, community facilities and land use. (11) Credit - The amount of the reduction of a impact fee for fees, payments or charges for the same type of capital improvements for which the fee has been assessed. {12) Existing Development - Ail development within the service area which has a water or wastewater tap on the City's water or wastewater system, or which has access to the City's roadway system as of the date of the adoption of this Ordinance. (13) Facility Expansion - The expansion of the capacity of an existing facility which serves the same function as an otherwise necessary new capital improvement in order that the existing facility may serve new development. Facility expansion does not include the repair, maintenance, modernization, or expansion of an existing facility to better serve existing development. (14) Final Plat The map, drawing or chart meeting the requirements of the City's Subdivision Ordinance on which is provided a subdivider's plan of a subdivision, and which has received final approval by the Planning and slake\impact fee,ord (03/19/96) -6- (16) Zoning Commission or City Council and which is recorded with the office of the County Clerk. Grow~h-Rela~ed Costs Capital construction costs of service rel~ted to providing additional service units to new development, either from excess capacity in existing facilities, from facility expansions or from new capital facilities. Growth-related costs do not include: (a) Construction, acquisition, or expansion of public facilities or assets other than capital improvements or facility expansions identified in the capital improvements plan; (b) Repair, operation, or maintenance of existing or new capital improvements or facility expansions; (c) Upgrading, updating, expanding, or replacing existing capital improvements to serve existing development in order to meet stricter safety, efficiency, environmental, or regulatory standards; (d) Upgrading, updating, expanding, existing capital improvements to service to existing development; or replacing provide better (e) Administrative and operating costs of the City; and (f) Principal payments and interest or other finance charges on bonds or other indebtedness, except for such payments for growth-related facilities contained in the capital improvements program. Impact Fees Fee to be imposed upon new development, calculated based upon the costs of facilities in proportion to development creating the need for such facilities. Impact fees do not include dedication of rights-of-way or easements, or construction or dedication of site-related water distribution or wastewater collection facilities or internal roadways required by other ordinances of the City Code; or lot or acreage fees placed in trust funds for the purpose of reimbursing developers for oversizing or constructing water or wastewater mains or lines; or participation fees charged as part of the Neighborhood Sewer Program. s t ake\im~act fee. ord (03/19/96) -7- {17) Industrial Development Development which will be assigned to the industrial customer class of the water or w~s~ewater ut~ilities; generally development in which goods are manufactured, or development which is ancillary t3 such maxuf~cturing activity. Lend Use Assumptions Description of the service area and projections of changes in land uses, densities, intensities, and population therein over at least a 10- year period, adopted by the City, as may be amended from time to time, upon which the capital improvement plans are based. (i9) (20) Livinc Unit Ecuivalent (LUE) Basis for establishing equivalency among and within various customer classes and land uses. For water and wastewater uses, an LUE is based upon the relationship of the continuous daily maximum flow rate in gallons per minute for a water meter of a given size and type compared to the continuous daily maximum flow rate in gallons per minute for a 1" diameter simple water meter, using American Water Works Association C700-C703 standards. The table of equivalencies for water and wastewater is included in Exhibit D-1. New Development - Subdivision of land; or the construction, reconstruction, redevelopment, conversion, structural alteration, relocation, or enlargement of any structure; or any use or extension of the use of land; any of which increases the number of service units for water,wastewater or roadway services. New development includes the purchase of a new water or wastewater tap. New development includes the sale of water taps resulting from the conversion of an individual well to the City's water utility and includes the sale of wastewater taps resulting from the conversion of an individual septic or other individual waste disposal system to the City's wastewater utility. (21) Offset The amount of the reduction of an impact fee designed to fairly reflect the value of system-related facilities, pursuant to rules herein established or administrative guidelines, provided and funded by a developer pursuant to the City's subdivision regulations or requirements. st ake\i~act fee.ord (03/19/96) -8- (22) Residential Development A lot developed for use and occupancy as a residence or residences, according to the city's zoning ordinance. i 3 Roadway Facility improvement for providing roadway service inciuting, but not limited to, pavement, right- of-way, drainage and traffic control devices. Roadway facility excludes roadways which are constructed by developers, the costs of which are reimbursed from charges paid by subsequent users of the facilities. Roadway facilities also exclude dedication of rights-of- way or easements or construction or dedication of off- site roadways required by valid ordinances of the City of Southlake and necessitated and attributable to the new development. (24) Roadway Facility Expans{o~ - Expansion of the capacity of any existing roadway improvement for the purpose of serving new development, not including the repair, maintenance, modernization or expansion of the existing roadway facility to serve existing development. (25) Roadway Improvements Plan - Portion of the CIP, as may be amended from time to time, which identifies the roadway facilities or roadway expansions and their associated costs which are necessitated by and which are attributable to new development, and which are to be financed in whole or in part through the imposition of roadway impact fees pursuant to this Ordinance. (26)Service Area - Area within the corporate boundaries to be served by the capital improvements or facility expansions specified in the capital improvements plan applicable to the service area. (27) v' nit - Standardized measure of consumption, use, generation, or discharge attributable to an individual unit of development calculated in accordance with generally accepted engineering or planning standards for a particular category of capital improvements or facility expansions. (28) Site-related Facility - Improvement or facility which is for the primary use or benefit of a new development and/or which is for the primary purpose of safe and adequate provision of water or wastewater facilities to serve the new development, and which is not included in st ake\impact fee.ord (03/19/96) -9- the capital improvements plan, and for which the developer or property owner is solely responsible under sutdivision and other applicable regulations. Syscom related Facility A capital improvement er fari!ity expansion which is designated in the Capital Improvements Plan and which is not a site-related facility. A system-related facility may include a capital improvement which is located offsite, within or en the perimeter ef the development site. 30) TaD Purchase The filing with the City of a written application for a water or wastewater tap and the acceptance of applicable fees by the City. The term "tap purchase" shall not be applicable to a meter purchased for and exclusively dedicated to fire protection. 3i) Wastewater Facility Improvement for providing wastewater service, including, but not limited to, land or easements, treatment facilities, lift stations, or interceptor mains. Wastewater facility excludes wastewater lines or mains which are constructed by developers, the costs of which are reimbursed from charges paid by subsequent users of the facilities and which are maintained in dedicated trusts. Wastewater facilities also exclude dedication of rights-of-way or easements or construction or dedication of on-site wastewater collection facilities required by valid ordinances of the City and necessitated by and attributable to the new development. (32) Wastewater Facility Expansion ~ Expansion of the capacity of any existing wastewater improvement for the purpose of serving new development, not including the repair, maintenance, modernization or expansion of an existing wastewater facility to serve existing development. {33) Wastewater Improvements Plan - Portion of the CIP, as may be amended from time to time, which identifies the wastewater facilities or wastewater expansions and their associated costs which are necessitated by and which are attributable to new development, and for a period not to exceed ten (10) years, and which are to be financed in whole or in part through the imposition of wastewater impact fees pursuant to this Ordinance. $ [ ake\in%~act fee.ord (03/19/96) -10- (34) (35 (36 ~ - Improvement for providing water service, including, but not limited to, land or easements, water supply facilities, treatmen~ facilities, pumping lavllmtl_s, storage facilities, or transmission mains. Wi~ter fauiiil'/ excludes water lines or mains which are constructed b,/ developers, the costs of which are reimbursed from charges paid by subsequent users of the facilities and which are maintained in dedicated trusts. Water facilities also exclude dedication of rights-of-way or easements or construction or dedication of on-site water distribution facilities required by valid ordinances of the City and necessitated by and attributable to the new development. Water Facility Expansion - Expansion of the capacity of any existing water improvement for the purpose of serving new development, not including the repair, maintenance, modernization or expansion of an existing water facility to serve existing development. Water Improvements Plan Portion of the CIP, as may be amended from time to time, which identifies the water facilities or water expansions and their associated costs which are necessitated by and which are attributable to new development, and for a period not to exceed ten (10) years, and which are to be financed in whole or in part through the imposition of water impact fees pursuant to this Ordinance. (37) V hi le Mil -A unit used to express both supply and demand provided by, and placed on, the roadway system. A combination of a number of vehicles travelling during a given time period and the distance in which these vehicles travel in miles. SECTION 5 APPLICABILITY OF IMPACT FEES A. This Ordinance shall be uniformly applicable to new development which occurs within the corporate limits of the city and its extraterritorial jurisdiction. B. No new development shall be exempt impact fees as defined in this Ordinance. from the assessment of SECTION 6 IMPACT FEES AS CONDITIONS OF DEVELOPMENT APPROVAL No application for new development shall be approved within ~e City without assessment of impact fees pursuant to this Ordinance, and no water and wastewater tap shall be issued and no building permit shall be issued unless the applicant has paid the applicable impact fees imposed by and calculated hereunder. SECTION 7 ESTABLISHMENT OF WATER AND WASTEWATER SERVICE AREAS AND ROADWAY SERVICE AREAS A. The water and wastewater service area~ are established as shown on the Water and Wastewater Service Area Map which is Exhibit A-1 for this Ordinance. The roadway service areas are established as shown on the Roadway Service Area Map, which is Exhibit A-2 for this Ordinance. B. The service areas shall be established consistent any facility service area defined in the CIP {Exhibit C) utility or facility. Additions to the designated by the City Council consistent forth in Chapter 395 of the Local Successors. SECTION 8 LAND USE ASSUMPTIONS service area with the procedure Government Code and fees with for each may be set its Land use assumptions used in the development of the impact are contained in Exhibit B of this ordinance. These slake\i~act fee.ord (03/19/96) -12- assumptions may be procedure set fforth zhs successors. revised by in Chapter the City Council according to the 395 of the Local Government Code and SECTION 9 SERVICE UNITS Service units are established in accordance with generally accepted engineering and planning standards. B. Service units for water and wastewater fees shall be calculated based on living units equivalent as determined by the size of the water meter(s} for the development, or alternatively, as approved by City Council, based on the recommendation of the Director as a result of an engineering report prepared by a qualified professional engineer licensed to perform such professional engineering services in the State of Texas, which demonstrates that the number of LUE's of service for the new development will be different than those indicated by the size of the water meter. C. If the Director determines that the water pressure in the City's transmission main is significantly higher or lower than standard pressure such that the size of the water meter is not indicative of actual service demand, the Director may adjust the number of LUE's based on a smaller or larger sized meter which more accurately reflects the flow rate and the system pressure conditions. s l ake\im~act f ee.ord (03/19/96) -13- D. If a fire demand meter (tap) is purchased for a property, the '~eter size utilized ~o calculate the number of LUE's shall be ~ke ~imension of uhe portion of the fire demand meter which rerlecus uhe meter slze which would provide only domestic service to the property. Said reduced meter size shall then be utilized to calculate the number of LUE's. 1. The meter types used to calculate the number of LUE's shall be either simple,compound or turbine meters. 2. To avoid the use of fire flow volumes for domestic usage, the owner of any property for which a fire demand meter is purchased shall be required to execute a restrictive covenant on a form approved by the City Attorney, which covenant shall acknowledge the right of the City to assess such fees to subsequent owners of the property. shall be executed prior to the meter and shall be filed in the Said covenant purchase of the fire demand deed records of the County. E. Upon wastewater tap purchase for lots for which no water meter has been purchased, service units shall be based on a 1" water meter unless other data is submitted by a professional engineer licensed in the State of Texas, approved by the Director. F. A single family residential and shall be reviewed and household will generate 2.85 vehicle miles of demand. Other developments will generate demand based upon size and type of development. The demand factors will S [ ake\ir~pact fee.ord (03/19/96) -14- be found in the Table m.<nibi~ D-2. G. The demand of Equivalencies for roadways, which is ~a .... ~ w~ be found in the Table of Equzvaiencies for water and wastewater is included as Exhibits D-l, for roadways Exhibit D-2. H. The City Council may revise the service units designation according to the procedure set forth in Chapter 395 of the Local Government Code and its successors. SECTION 10 IMPACT FEES PER SERVICE UNIT A. The maximum impact fee per service unit for each service area shall be computed by dividing the growth-related capital construction cost of service in the service area identified in the capital improvements plan for that category of capital improvements, by the total number of projected service units anticipated within the service area which are necessitated by and attributable to new development, based on the land use assumptions for that service area. unit for each service capital improvements and shall be set forth in Exhibit E-1 to Ordinance. Maximum assessable impact fees per service area shall be established by category of this Maximum assessable fees in Exhibit E-1 may be amended by the City Council according to the procedure set forth in Chapter 395 of the Local Government Code and its successors. slake\impact fee.ord (03/19/96) -15- Exhibit Counril assessable fees. Collected fees shall be set forth in Exhibit E-2 to this and shall not exceed the maximum fees also set forth in E ! Current collected fees may be amended by the City from time to time, provided they do not exceed the maximum SECTION 11 ASSESSMENT OF IMPACT FEES A. The approval of any subdivision of land or of any new development shall include as a condition the assessment of the impact fee applicable to such development. B. Assessment of the impact fee for any new development shall be made as follows: 1. For a development which is submitted for approval pursuant to the City's subdivision regulations following the effective date of this Ordinance, assessment shall be at the time of final plat approval, and shall be the value of the impact fee per service unit then in effect, as provided in Exhibit E-1 as set forth in Section 10(A). The City may provide the subdivide~ with a copy of Exhibit E-1 prior to final plat approval, but such shall not constitute assessment wi%bin the meaning of this Ordinance. 2. For a development which has received final plat approval prior to the effective date of Ordinance 510 and for which no replatting is necessary prior to water tap purchase, s l ake\i~%Dact f ee.ord (03/19/96) -16- assessment shall be upon water tap purchase, value of the water and wastewater or roadway impact service unit set forth in Exhibit E-1. and shall be the fee per 3. Because fire protection is of critical concern to the community as a whole, water demand related solely to fire protection is not subject to collection of an impact fee. However, if the fire protection capacity of the fire demand meter is routinely utilized for domestic purposes as evidenced by the registration of consumption recorded on the City's meter-reading and billing systems, the current owner of the property shall be assessed the current impact fees for the fire protection capacity which has been converted to domestic capacity by its routine usage as domestic capacity. C. Following assessment subsection liB, no additional shall be assessed against that service units increases, as set of the impact fee pursuant to impact fees or increases thereof development unless the number of forth under Section 9. D. Following the lapse or expiration of approval for a plat, a new assessment must be performed at the time a new final plat for such development is approved. SECTION 12 CALCULATION OF IMPACT FEES stake\i.loact fee.ord (03/19/96) -17- Section I1 of this Ordinance, for the new developmen~ in Following the request for new development as provided in the City shall compute impact fees the following manner: i. Water and Wastewater Fees a. The number of LUE's shall be determined by the size of the water meter{s) or by evaluation of the Director and determination of Council upon review of reports provided by a professional engineer licensed in the State of Texas, as determined according to Section 9 of this Ordinance. b. LUE's shall be summed for all meters purchased for the development. c. The total service units shall be multiplied by the appropriate per-unit fee value determined as set forth in and Fee credits and offsets shall be subtracted as by the process set forth in Section 14 of this Exhibit E-2; d. determined Ordinance. 2. service areas fee has been vehicle miles. Each service fee per service unit. Roadway Fees a. The City has been divided into a series of and for each service area a specific maximum roadway calculated. The service unit measure is stated in area has a different maximum impact slake\i~act fee.ord (03/19/96) -18- b. To calculate the roadway impact fee it is first necessary to identify the service area in which the new development is located. The fee per vehicle mile is then determined from the table attached as Exhibit E-2 to this ordinance. c. The final determination of the impact fee to be charged each new development is calculated by identifying the total number of development units located within a development and multiplying that number by the service units (as identified on the table) times the impact fee per service unit. d. Fee credits and offsets shall be subtracted as determined by the process set forth in Section 14 of this ordinance. 3. The value of each impact fee due for a new development shall not exceed a value computed by multiplying the fee assessed per service unit pursuant to Section 10 by the number of service units generated by the development. SECTION 13 COLLECTION OF IMPACT FEES A. No water or wastewater tap shall be issued until all impact fees including roadway have been paid to the City except as ordinance, provided otherwise by contract. B. within one (1) year of the effective date of this impact fees shall be collected at the time of the stake\impact fee.ord (0)/19/96) -19- issuance of the building permkt ±s required, at the C. Subsequent ~o ~ha~ one cellected as follews: 1. For a development permit for new development, or if no time of tap purchase. year period, impact fees shall be which is submitted for approval pursuant to the City's subdivision regulations subsequent to the effective date of this Ordinance, impact fees shall be collected at the time of building permit. 2. For a development which approval prior to the effective date has received final plat of this Ordinance or for which no replatting is necessary prior to provision of a water or wastewater tap, roadway impact fees shall be collected at the time of tap purchase. D. The City may, at its sole discretion, enter into contracts to establish a different date of fee collection than those provided in this Section. SECTION 14 SUSPENSION OF FEE COLLECTION A. For any new development which has received final plat approval prior to the effective date of this Ordinance in accordance with Texas Local Government Code, Ordinance 212, or pursuant to the City's subdivision regulations, the City may assess, but shall not collect any roadway impact fee as herein defined, on any service unit for which a valid building permit is slake\impact fee.ord (03/19/96) -20- issued within one (1) Ordi }!ance. However, ti:e ~ime cf final slat approval will be collected year subsequent to the effective date of this water and wastewater impact fees in effect at for the applicable development. B. If the building permit, which is obtained within the period provided for in subsection 14A, subsequently expires, and no new application is made and approved within such period, the new development shall be subject to the payment of e~ impact fees, as provided in Section 13. SECTION 15 OFFSETS AND CREDITS AGAINST Impact FEES A. The City may offset the present value of any system- related facilities, pursuant to rules established in this section, which have been dedicated to and have been received by the City, including the value of capital improvements constructed pursuant to an agreement with the City, against the value of the impact fee due for that category of capital improvement. B. The City may credit impact, perimeter roadway, pro rata, acreage or lot fees which have been paid pursuant to Ordinance Nos. 493, 494, 330, or other City ordinances prior to the effective date of this Ordinance against the value of impact due for that category of capital improvement, subject to guidelines established by the City. s [ ake\ir~act f ee.ord (03/19/96) C. Ail offsets and credits against impact fees shall be sub-'ect to ~he followinc limitations and shall be granted based on this Ordinance and additional standards promulgated by the City, which may be adopted as administrative guidelines. 1. No offset or credit shall be given for the dedication or construction of site-related facilities. 2. The unit costs used to calculate the offsets shall not exceed those assumed for the capital improvements included in the capital improvements plan for the category of facility within the service area for which the impact fee is imposed. 3. If an offset or credit applicable to a plat has not been exhausted within ten (10) years from the date of plat filing or within such period as may be otherwise designated by contract, such offset or credit shall expire. 4. In no event will the City reimburse the or before the time of fee payment, different time. The applicant shall slake\i~pact fee.ord (03/19/96) -22- property fees this owner or developer for an offset or credit when no impact for the new development can be collected pursuant to Ordinance or for any value exceeding the total impact fees due for the development for that category of capital improvement, unless otherwise agreed to by the City. D. An applicant for new development must apply for an offset credit against impact fees due for the development either at or unless the City agrees to a file a petition for offsets or credits with the City on a form provided for such purpose. The contents of the petition shall be established by administrative gu~'i=lines. The City must provide the applicant, in writing, with a decision on the offset or credit request, including the reasons for the decision. The decision shall specify the maximum value of the offset or credit which may be applied against an impact fee, which value with the plat E. The and the date of the determination shall be associated for the new development. available offset or credit associated with the plat shall be applied against 1. among all an impact fee in the following manner: Such offset or credit shall be prorated equally living unit equivalents, as calculated in Section 9, and remain applicable to such LUE's, to be applied at time of filing and acceptance of an application for a building permit or tap purchase, as appropriate, against impact fees due. 2. If the total number of LUE's used by the City in the original offset or credit calculation described in (1) is eventually exceeded by the number of total LUE's realized by the actual development, the City may, at its sole discretion, collect the full impact fee exclusive of any associated offset or credits for the excess LUE's. 3. At its sole discretion, the City may authorize alternative credit or offset agreements upon petition by the owner in accordance with guidelines promulgated by the City. stake\i.~oac t Fee. ord (03/19/96) -23- SECTION 16 ESTABLISHMENT OF ACCOUNTS AND RECORDS The City shall establish separate interest-bearing in a bank a2thorized to receive deposits of City funds, for each major category of capital facility for which an impact fee is imposed pursuant to this Ordinance. B. Interest earned by each account shall be credited to that the purposes specified for account and shall be used solely for funds authorized in Section 17. C. The City shall establish adequate financial and accounting controls to ensure that impact fees disbursed from the account are utilized solely for the purposes authorized in Section 17. Disbursement of funds shall be times as are reasonably necessary to intent of this Ordinance; provided, shall be expended within a authorized by the City at such carry out the purposes and however, that any fee paid reasonable period of time, but not to exceed ten (10) years from the date the account. D. The City shall maintain and fee is deposited into the keep adequate financial records for each such account, which shall show the source and disbursement 0f all revenues, which shall account for all monies received, and which shall ensure that the disbursement of funds from each account shall be used solely and exclusively for the provision of uses specified in the capital improvements program as sl ake\i.~pact fee.ord (03/19/96) -24- system-related capital projects. The City Finance Department shall a!sc maintain such records as are necessary to ensure that refunds are appropriately made under the provision in Section 19 of this Ordinance, and such other information as may be necessary for the proper implementation of this Ordinance. SECTION 17 USE OF PROCEEDS OF IMPACT FEE ACCOUNTS A. The impact fees collected pursuant to this Ordinance may be used to finance or to recoup capital construction costs of service. Impact fees may also be used to pay the principal sum and interest and other finance costs on bonds, notes or other obligations issued by or on behalf of the City to finance such capital improvements or facilities expansions. B. Impact fees collected pursuant to this Ordinance shall not be used to pay for any of the following expenses: 1. Construction, acquisition or expansion of capital improvements or assets other than those identified for the appropriate facility in the capital improvements plan; 2. Repair, operation, or maintenance of existing or new capital improvements or facilities expansions; 3. Upgrading, expanding or replacing existing capital improvements to serve existing development in order to meet stricter safety, efficiency, environmental or regulatory standards; slake\impact fee.ord (03/19/96) -25- development; Upgrading, expanding or replacing existing capital to provide better service to existing provided however, that impact fees may be used to pay the costs of upgrading, expanding or replacing existing capital improvements in order to meet the need for new capital appeal designate: improvements generated by new development; or 5. Administrative and operating costs of the City. SECTION 18 APPEALS The property owner or applicant for new development may the following decisions to the Director or his/her 1. The applicability development; 2. The value of the impact fee due; of an impact fee to the availability or the value of an offset or 3. The credit 4 The application impact fee due; 5. if any. The amount of of an offset or credit against an the refund (reference Section 19) due, Ail appeals must be received in writing within thirty notice of (30) the action for which the appeal is requested. days of slake\impact fee.ord (03/19/96) -26- B. The burden of proof shall be on the appellant demonstrate that the value of 5he fee or the value of the offset credzt wes not calculated schedule or the guidelines credzts. to or according to the applicable impact fee established for determining offsets and C. The appellant may appeal the decision of the Director to the Council. A notice of appeal to the Council must be filed by the applicant with the City Secretary within thirty (30) days following the Director's decision. If the notice of appeal is accompanied by a bond or other sufficient surety satisfactory to the City Attorney in an amount equal to the original determination of the impact fee due, the development application or tap purchase or building permit issuance may be processed while the appeal is pending. s ~ ake\in~act fee.ord (03/19/96) -27- SECTION 19 REFUNDS A. Any impact fee or portion thereof collected pursuant to ~his Ordinance which has not been expended within ten (10) years from the date of payment, shall be refunded, upon application, to the record owner of the property at the time the refund is paid, er, if the impact fee was paid by another governmental entity, to such governmental entity, together with interest calculated from the date of collection to the date of refund at the statutory rate as set forth in Article 5069-1.03, statute. B. 1.03, Title 79, Revised Statutes (Article Vernon's Texas Civil Statutes), or any successor If a refund is due pursuant to subsection (A), the City shall pro-rate the same by dividing the difference between the amount of expenditures and the amount of the fees collected by the total number of service units assumed within the service area for the period to determine the refund due per service unit. The refund to the record owner or governmental entity shall be calculated by multiplying [he refund due per service unit by the number of service units for the development for which the fee was paid, and interest due shall be calculated upon that amount. C. Upon completion of all the capital improvements or facilities expansions identified in the capital improvements plan upon which the fee was based, the City shall recalculate the slake\in~act fee.ord (03/19/96) -28- maximum impact improvements or expansions. unz~ based on actual cost is fee per service unit using the actual costs for the If the maximum impact fee per service less Lhan the impact fee per service unit paid, the City shall refund the difference, if such difference exceeds the impact fee paid by more than ten percent (10%). The refund to the record owner or governmental entity shall be calculated by multiplying such difference by the number of service units for the development for which the fee was paid, and interest due shall be calculated upon that amount. D. Upon the request of an owner of impact fee has been paid, the City shall the property on which an refund such fees if: 1. Existing service is available and service is denied; or 2. Service was not available when the fee was collected and the City has failed to commence construction of facilities to provide service within two years of fee payment; or 3. Service was not available when the fee was collected and has not subsequently been made available within a reasonable period of time considering the type of capital improvement or facility expansion to be constructed, but in any event later than five years from the date of fee payment. impact si ake\impact fee.ord (03/19/96) The City shall refund an appropriate proportion of water fee payments in the event that a previously purchased water meter is replaced with a smaller meter, based on the LUE differential of the two meter sizes and the per-LUE fee at the time of 'he original fee payment, less forth in City guidelines. F. Petition for refunds shall be on a form provided by the City for such purpose. of the date ef receipt of a petition for refund, Director and petitioner. Council, an administrative charge set submitted to the Director Within one month the Director must in writing, with a decision on the refund provide the petitioner, request, including the reasons for the decision. If a refund is due to the petitioner, the Director shall notify the Finance request that a refund payment be made to the The petitioner may appeal the determination to the as set forth in Section 18. SECTION 20 UPDATES TO PLAN AND REVISION OF FEES The City shall review the land use assumptions and capital improvements plan for water, wastewater and roadway facilities at least every three years, the first three year period which shall commence from the date of adoption of the capital improvements plan referenced herein. The City Council shall accordingly then make a determination of whether changes to the land use assumptions, capital improvements plan or impact fees are needed and shall, in accordance with the procedures set forth in Chapter 395 of the s ~ ake\i,loact fee.ord (03/19/96) Local fees or make A. The forth in Chapter 395 of ~he Local Government Code, statute, and shall include the following: 1. Advise and assist the City in adopting Government Code, or any successor statute, either update the a determination that no update is necessary. SECTION 21 FUNCTIONS OF ADVISORY COM/~ITTEE functions of the Advisory Committee are those set or any successor land use assumptions; 2. Review the capital improvements plan regarding water and wastewater capital improvements and file written comments thereon; 3. Monitor and evaluate implementation of the capital improvements program; 4. Advise the City of the need to update or revise the land use assumptions, capital improvements program and impact fees; and 5. File a semiannual report evaluating the progress of the City in achieving the capital improvements plans and identifying any administering the B. The City any professional implementation of the capital problems in implementing the plans or impact fees. shall make available to the Advisory Committee reports prepared in the development or improvements plan. slake\impact fee.ord (03/19/96) -31- C. The Council shall adopt procedural rules for the committee to follow in c~rrying out it duties. SECTION 22 AGREEMENT FOR CAPITAL IMPROVEMENTS A. The City Council may authorize the owner of a new development to construct or finance some of the public improvements identified in the CIP. In the case of such approval, the property owner must enter into an agreement with the City prior to fee collection. The agreement shall be on a form approved by the City, and shall establish the estimated cost of improvement, the schedule for initiation and completion of the improvement, a requirement that the improvement shall be completed to City standards, and any other terms and conditions the City deems necessary. The Director shall review the improvement plan, verify costs and time schedules, determine if the improvement is contained in the CIP, and determine the method and timing of reimbursing the owner for construction costs from impact fee or other revenues. SECTION 23 USE OF OTHER FINANCING MECHANISMS A. The City may finance water, wastewater, and roadway capital improvements or facilities expansions designated in the capital improvements plan through the issuance of bonds, through the formation of public improvement districts or other assessment any other authorized mechanism, in such districts, or through st ake\~pact fee.ord (03/19/96) -32- manner and subject to such limitations as may be provided by law, ~n addition to the use of impact fees. B. Exsept as herein otherwise provided, the assessment and collection of an impact fee shall be additional and supplemental to, and not in substitution of, any other tax, fee, charge or assessment which is lawfully imposed on and due against the property. SECTION 24 IMPACT FEES AS ADDITIONAL AND SUPPLEMENTAL REGULATION A. Impact fees established by this Ordinance are additional and supplemental to, and not in substitution of, any other requirements imposed by the City on the development of land or the issuance of building permits or the sale of water or wastewater taps or the issuance of certificates of occupancy. Such fees are intended to be consistent with and to further the policies of City's Comprehensive Plan, capital improvements plan, zoning ordinance, subdivision regulations and other City policies, ordinances and resolutions by which the City seeks to ensure the provision of adequate public facilities in conjunction with the development of B. This permissible land. Ordinance shall not affect, in any manner, the use of property, density of development, design, and improvement standards and requirements, or any other aspect of the development of land or provision of public improvements subject to slake\~act fee.ord (03/19/96) the zoning and subdivision regulations or other regulations of the C~>', which shall be operative and remain in full force and effect wi~kouC !imitation with respect to all such development. SECTION 25 RELIEF PROCEDURES A. Any person whc has paid an impact fee or an owner of land upon which an impact fee has been paid may petition the Council to determine whether any duty required by this ordinance has not been performed within the time so prescribed. The petition shall be in writing and shall state the nature of the unperformed duty and request that the act be performed within sixty (60) days of the reques[. If the Council determines that the duty is required pursuant to the ordinance and is late in being performed, it shall cause the duty to commence within sixty (60) the request and to continue until completion. B. The Council may grant a variance days of the date of or waiver from any requirement of this ordinance, upon written request by a developer or owner of property subject to the ordinance, following a public hearing, upon finding that a strict application of such requirement would, when regarded as a whole, result in confiscation of the property. slake\i~pact fee.ord (03/19/96) WATER FACILITIES FEES SECTION 26 WATER SERVICE AREA A. There is hereby established a water service area as depicted on Exhibit A-l, attached hereto and incorporated herein by reference. B. The boundaries of the from time to time, and new water service pursuant as Exhibit herein. water service area may be amended areas may be delineated, to the procedures in Section 7. SECTION 27 WATER IMPROVEMENT PLAN The Water Improvement Plan for the City is hereby adopted C-1 attached hereto and incorporated by reference time, Local Government The collected impact fee values per service facilities are attached hereto B. B. The Water Improvement Plan may be amended from time to pursuant to the procedures set forth in Chapter 395 of the Code and its successors. SECTION 28 WATER IMPACT FEES The maximum impact fee values per service unit for water hereby adopted and incorporated in Exhibit E-1 and made a part hereof by reference. unit for water facilities are hereby adopted and incorporated in Exhibit E-2 attached hereto and made a part hereof by reference. s[ake\in~act fee.ord (03/19/96) -35- C. The impact fee values per service unit for water faci!itzes may be amended from time to time, pursuant to the procedures in Section 10. WASTEWATER FACILITIES FEES SECTION 29 WASTEWATER SERVICE AREA A. There is hereby established a wastewater service area as depicted on Exhibit A-i, attached hereto and incorporated herein by reference. B. The boundaries of the wastewater service area may be amended from time to time, and new wastewater service areas may be delineated, pursuant to the procedures in Section 7. SECTION 30 WASTEWATER IMPROVEMENT PLAN A. The Wastewater Improvement Plan for the City is hereby adopted as Exhibit C-1 attached hereto and incorporated by reference herein. B. The Wastewater Improvement Plan may be amended from time to time, pursuant to the procedures set forth in Chapter 395 of the Local Government Code and its successors. SECTION 31 WASTEWATER IMPACT FEES A. The maximum impact fee values per service unit for wastewater facilities are hereby adopted and incorporated in E-1 attached hereto and made a part hereof by reference. Exhibit s lake\impact fee.ord (03/19/96) -36- B. The collected impact fee values per service unit for was~ewater facilities are hereby adopted and incorporated in Exhibit E-2 attached hereto and made a part hereof by reference. C. The impact fee values per service unit for wastewater facilities may be amended from time to time, pursuant to the procedures in Section 10. ROADWAY FACILITIES FEES SECTION 32 ROADWAY SERVICE AREAS A. There is hereby established roadway service areas as depicted on Exhibit A-2, attached hereto and incorporated herein by reference. B. The boundaries of the roadway service areas may be amended from time to time, and new roadway service areas may be delineated, pursuant to the procedures in Section 7~ SECTION 33 ROADWAY IMPROVEMENT PLAN k. The roadway improvement plan for the City is hereby adopted as Exhibit C-2, hereto incorporated by reference herein. slake\~mpact fee.ord (03/19/96) -37- time puusuant to the procedures set forth in Chapter Local Government Code and its successors. facilities are hereto B. The roadway improvement plan may be amended from time to 395 of the facilities are hereby adopted and incorporated hereto and made a part hereof by reference. SECTION 34 ROADWAY IMPACT FEES The maximum impact fees values per service unit for the hereby adopted and incorporated as Exhibit E-i, and made a part hereof by reference. The collected impact fee values per service unit for the as Exhibit E-2, C. The impact fee values per service unit for wastewater facilities may be amended from time to time, pursuant to the procedures set forth in Section 10. SECTION 35 This ordinance shall be cumulative ordinances of provisions of provisions of of all provisions of the City of Southlake, Texas, except where the this ordinance are in direct conflict with the such ordinahces, in which event the conflicting such ordinances are hereby repealed. Ordinance 330 provisions of shall remain in force and effect as provided in Section 14c of this SECTION 36 Ordinance. $lake\i~pact fee. ord (03/19/96) -38- that th,s ordinance are severable, and if any phrase, clause, paragraph or section of this ordinance shall unconstitutional by the valid judgment or decree of It is hereby declared to be the intention of the City Council the phrases, clauses, sentences, paragraphs and sections of be declared any court of competent jurisdiction, such unconstitutionality shall not affect any of the remaining phrases, clauses, sentences, paragraphs and sections of this ordinance, since the same would have been enacted by the City Council without the incorporation in this ordinance of any such unconstitutional phrase, clause, sentence, paragraph or section. SECTION 37 Ail rights and remedies of the City of Southlake are expressly saved as to any and all violations of the provisions of Ordinance 330 or any other ordinances imposing impact or development fees which have accrued at the time of the effective date of this ordinance; and, as to such accrued violations and all pending litigation, both civil and criminal, whether pending in court or not, under such ordinances, same shall not be affected by this ordinance but may be prosecuted until final disposition by the courts. The authorized to publish this s[ake\i.~p~ct fee.ord (03/19/96) SECTION 38 City Secretary of the City of Southlake is hereby ordinance in book or pamphlet form for -39- general distribution among the public, and the operative provisions of this ordinance as so published shall be admissible in evidence in all courts without further proof than the production thereof. s~ake\~mpact fee.ord (03/19/96) -40- The City Secretary of publish the proposed SECTION 39 the City of Southlake is hereby directed ordinance or its caption and penalty together with a notice setting out the time and place for a public hearing thereon at least ten (10) days before the second reading of this ordinance, and if this ordinance provides for the imposition of any penalty, fine or forfeiture for any violation of any of its provisions, then the City Secretary shall additionally publish this ordinance in the official City newspaper one time within ten days after passage of this ordinance, as required by Section 3.13 of the Charter of the City of Southlake. SECTION 40 This ordinance shall be in full force and effect after its passage and publication as required by law, ordained. PASSED AND APPROVED ON FIRST from and and it is so READING ON THIS ~ DAY OF CITY SECRETARY s ~ ake\im~act fee.ord (03/19/96) -41- PASSED AND APPROVED ON SECOND READING 1996. ON THIS ~/ DAY OF CITY SECRETARY APPROVED AS TO FORM AND LEGALITY: City Attorney // EFFECTIVE: ~ s lake\impact fee.ord (03/19/96) -42- Exhibit A-1 Water & Wastewater Service Area Exhibit A-2 Roadway Service Area Exhibit B Land Use Assumptions CITY OF SOUTHLAKE, TEXAS LAND USE ASSUMPTIONS .FOR IMPACT FEES September 11, 1995 Prepared by: J. T. Dunkin & Associates, Inc. Urban Planners - Landscape Architects Dallas, Texas CITY OF SOUTHLAKE LAND USE ASSUMPTIONS FOR IMPACT FEES PURPOSE Chapler 395 (formerly S B 336) of the Texas Local Government Code prescribes the process by which cities in Texas must formulaIe development impact fees. The initial process is the establishment o! land use assumptions. These land use assumptions, which include population and employment, will become the basis for the preparation of impact fee capital improvement plans for water, wastewater, and roadway facilities. To assist the City of Southiake in determining the need and timing of capital improvements to serve future development, a reasonable estimation of future growth is required. The purpose of this report is to formulate growth and development projections based on assumptions pertaining to the type, location, quantity, and timing of various future land uses in the community, and to establish and document the methodology used for preparing the growth and land use assumptions. ELEMENTS OF THIS LAND USE ASSUMPTION REPORT This report contains: Methodology - Explanation of the general methodology used to prepare the land use assumptions II. Service Area Maps (Plates 1, 2, and 3) - The impact fee service areas for water, wastewater, and roadway facilities based on data collection zones and/or traffic survey zones II1. Base Data - Information on population, employment, and land use for Southlake as of January, 1995 for each data collection zone Ten-Year Growth Assumptions -. Population and employment growth assumptions for 10 years by data collection zones or traffic survey zones (TSZ) and impact fee service areas Ultimate Projections - Projections which reflect a completely developed condition based on the City's Future Land Use Plan or ultimate 'built out" scenario Vi. Summary - Brief synopsis of the land use assumptions report I METHODOLOGY Based on the growth assumplions and the capital improvements needed to support growth, it is possibie to develop an ,:*::;ac[ fee s~ructure which fairly allocaIes improvement COSTS to growth areas ~n re!3:;onsn,D to t'e;r ~mpac: On ~he enI~re inlrastructure system. The database and project Cn~ ,ri :~,s 'epcot n],e seen [ormula~ed using reasonaoie and generally accepted planning These Land Use Assumptions and future growth projections take into consideration several factors influencing development patterns, including: 1. The character, type, density, and quantity of existing development 2. Existing zoning patterns 3. Future Land Use Plan 4. Availability of land for future expansion and the physical holding capacity of the City 5. Current growth trends in the City 6. Location and configuration of vacant land 7. Employment and population absorption rates 8. Known or anticipated development projects 9. Sewer availability to. Comparison to historical growth rates of area cities Following is the general methodology used for the preparation of this report: Establish impact fee service areas for water, wastewater and roadway facilities based on data collection zones and/or traffic survey zones (Section II - Service Area Maps) Collect/determine benchmark data on population, employment and land use as of January 1, 1995 (Section III - Base Year Data) Project population and employment growth for ten years by impact fee service areas and data collection zones (Section IV - Ten-Year Growth Assumptions) Project the ultimate population and land use (by land use category) for a fully developed city (Section V - Ultimate Projection) Detailed methodology for each oi the above is contained in the respective sections. 2 SERVICE AREA MAPS Pla[es 1, 2 and 3 show the proposed ser',,ice areas for roadway, water, and wastewater facilities re3:-e,:h,,e~/ The Dour~d¥? for,',ater and ,,,,'3s~e'¢,ater facd~l~e$ is the exisling Cily Limits which was Plate ent.t[ed 'Ser','ice Areas for Roadway Impact Fees." depicts the 8 proposed service areas for roadway facilities The proposed roadway sen,ice area boundaries encompass anywhere from 1 to 8 traffic survey zones. A Traffic Survey Zone (TSZ) is a type of data collection zone, established by NCTCOG for all areas within the NCTCOG region, including within the corporate City Limits of Southlake. The Traffic Survey Zones in Southlake vaW in size from about 12 to 1400 acres. These zones are based on the areas used for transportation computer modelling for Southlake and termed traffic survey zones. The traffic survey zones were formulated on the basis of homogeneity and traffic generation potential using major arterials, railroad lines and other physical boundaries for delineation. Since the data needed for calculation of roadway impact fees is required to be compiled by TSZs~, the land use assumptions are compiled by the same traffic survey zones or combinations thereof. The Traffic Survey Zone Map is a standardized map available at the NCTCOG and City of Southlake municipal offices. These traffic survey zones will be aggregated into different areas to form service areas for roadway impact fees. The roadway service areas were formulated based on three primary parameters; one, the boundaries of each service area are consistent with the boundaries of the TSZs, two, each zone is less than three miles in diameter (a size requirement specified in Subchapter A, Section 395.001 of the Impact Fee Statute), and three, a conceptual roadway capital improvement plan was used for a comparison of proposed projects as they related to the service zone boundaries. Although the capital improvement plan and impact fees will be prepared as a separate document for roadway facilities, the geographic boundaries of the roadway service areas will be the same as shown on Plate 1. ~The original traffic survey boundary structure for Southlake was created in 1986 by NCTCOG. The structure was updated after the 1990 census resutts were published. The TSZ boundaries are consistent with census tract boundaries. SERVICE AREAS FOR ROADWAY IMPACT FEES CIT" OF SOUTHLA KE PLATE1 SERVICE AREA FOR WATER IMPACT FEES £Y OF SOUTHLAKE PLATE 2 SERVICE AREA FOR WASTEWATER IMPACT FEES FY OF SOUTHI~AKE PLATE 3 III. 8ASE DATA This section documents historical growth trends and base data for the City. This 'benchmark' information provides a sta~[ng basis of 1995 data for [he lO year growth assumptions in the fc[',o'¢, Jng section One me[hod of predicting future gro,z4h is looking at past grow'th. The historical growth rate for Southlake is shown below: TABLE 1 Southlake Annual % Chanqe % Chanae 1960' 1,023 -- -- 1970' 2,031 98.5 7.1 1980* 2,808 38.3 3.3 1990* 7,083 152.2 9.7 1995'* 12,750 80.0 (5 yr. 12.6 increment) * Source: U.S. Census "*Source: NCTCOG January 1, 1995 Another comparison and useful base data source for population growth is the past trends in residential construction. Table 2 shows the trend in residential building permits over the last ten years. TABLE 2 RESIDENTIAL BUILDING PERMITS CITY OF SOUTHLAKE Year Sinqle-Family 1985 212 1986 72 1987 33 1988 56 1989 51 1990 176 1991 197 1992 377 1993 517 1994 ,~77 Total 2,268 Average/Year = 226.8 (1985-1994 Average/Year = 368.8 (t990-1994) 7 For the purposes ol documenhng changes in population, land use. density, and intensity, the data format to be used as a basis to formulate the land use assumptions will be principally population and employment By taking a "snapshot" of existing land uses and considering the Master Plans of individual cities /'~CTCOGhasestablishedpopulat~onandemplo'/mentesbmatesandproiections for a[ ct:es in the Dalla~ ~'ort ~7o,~,'' me:ropier: These esbmales from NCTCOG were used as a Population The c,fference between the total of the NCTCOG t990 population estimates by TSZ and the overall NCTCOG 1995 populaIion estimate was allocated proportionally to individual TSZ's based on Ihe proportional number ct building permits issued by TSZ since t990. (Southlakes's Community Development department maintains a summary of residential development indicating number of planned lots, platted lots, building permits issued and available lots by subdivision.) The t995 population estimates by TSZ can be found in Appendix A. Employment - The values for the 1995 employment by TSZ were deduced by a two step process. First, preliminary 1995 estimates by Standard Industrial Classification (SIC) code for each TSZ were obtained by interpolating between the NCTCOG 1990 and 2010 employment estimates. Second, these values were compared to changes of zoning to nonresidential categories since 1990 - the date of the last available data from NCTCOG - to determine if the interpolation resulted in 'under counts' and "over counts' by TSZ and/or SiC code versus the actual development in Southlake. As a result, the employment values were then adjusted upward to reflect major additional employment - retail development, new and expanded public schools, and the City of Southlake itself - and adjusted downward where development has not occurred. The 1995 employment estimates by TSZ can be found in Appendix B. The following table is a summary of the 1995 employment for the impact fee areas as a whole. TABLE 3 EXISTING EMPLOYMENT o 1995 1995 Basic Employment* 2,928 1995 Retail Employment* 179 1995 Service Employment* 689 1995 Total Employment* 3,796 *Source: NCTCOG (adjusted to January 1995) Prior to an evaluation and projection of future land use patterns, a thorough understanding of existing conditions is essential. A documentation of existing land use patterns was made and used as a base line for luture growth proiections. This also documents the present physical composition and condition of the City. To obtain accurate information on existing conditions, the existing land use inventory that was included in the land use assumption report prepared in June, 1993, was updated by the city staff to January. 1995, based on zoning changes during that period. In this inventory, the City was ciass,f:ed accord[rig to the following land use categories: Single-Family Multi-Family Commercial Industrial Public/Quasi-Public Corps of Engineers Property Vacant Each of the above categories was counted and tabulated on a parcel-by-parcel basis and recorded for ali areas of the City. Table 4 shows a summary of existing land uses for the area in Southlake's Ci~ Limits. TABLE 4 EXISTING LAND USE - 1995 CITY OF SOUTHLAKE Existinq Land Use Percent of Acres Per Acres Usedm Total Area 100 Pec~x3s* Single-Family 4,324 31.0 33,9 Multi-Family, Duplex or Group Quarters 13 0.1 0.1 Commercial 138 1.0 1.1 Public/Quasi-Public 368 2.6 2.9 Industrial 350 2.5 2.8 Corps of Engineers Property 759 5.5 6.0 Total Developed Area 5,952 42.7 Vacant Land 7,97(i ~7.~ Total Area~ 13,928 100.0% Source: City of Southlake, Community E~evelopment Department * Based on population of 12,750 (~)Gross acres, includes street and alley rights-of-way r4Exdudes Lake Grapevine 46.8 IV TEN-YEAR GROWq'H ASSUMPTIONS Growth is characterized in two forms: population (residential) and employment (nonresidential land usei Sever31 assu,mpt,ons ,,'.'ere necessar',/ to arrive at reasonable growth rates for population and er~F.i']',~',?r% The f©l'c,,,h'-g assumF.(cr:s ha¢e been made as a basis from which ten-year Future land uses will occur as identified on the t993 Future Land Use Plan 2 The Cit'/will be able to finance the necessan/ improvements to water, sewer and roadways to accommodate grow'th 3. School facilities will accommodate increases in population 4. Densities will be as projected based on anticipated zoning districts consistent with the 1993 Future Land Use Plan. 5. Known or anticipated development projects 6. Data received and used from the NCTCOG is generally accepted as the best available data. The ten-year projections or land use assumptions are based upon the policies established in the Future Land Use Plan and the establishment of a reasonable growth rate based on past trends. Considering the historical issuance of residential building permits (Table 2) and the historical development and subsequent absorption of lots within residential subdivisions, the anticipated growth rate the next 10 years is that which results from 400 residential building permits per year. For the last two years, the number of residential building permits issued has exceeded this amount. Using this growth rate, a population of approximately 25,000 was projected for the ten-year growth projection. This rate would generate a population of about 1,200 persons per year. The following shows the formula for calculating the ten-year growth assumptions: 400 dwelling units X 0.934 occupancy rate = 374 occupied dwelling units/year 374 occupied dwelling units/year X 3.322 household size = 1,241 persons/year 1,241 per$ons/year X 10 years = 12,410 persons growth 12,750 exlst/ng populab'on 4- 12,410 growth = 25, 160 population in ten years All projections and estimates are for January I of their respective years. This rate, which represents an approximate 7 percent compounded average annual growth rate, was determined to be a reasonable rate at which Southlake coutd be expected to grow. The annual growth rate from 1980 to 1990 was 9.7% and the rate for 1990-95 was higher at 12.6%, but 7 percent corresponds more 10 closely with NCTCOG projections. This rate, although slightly higher than the NCTCOG rate of 5.2 percent resulting in a population projection of 21,516 for the year 2005~, is a conservative growth The 2005 population Cs"mat¢ of 25160 'was allocated b'/ ass[shins ~he increase ~n households to TSZ's based on known Or ante:Dated resdental de'.,efopment Then the total households were multiplied by the average household size to arrive at a population by TSZ. Starting with the adjusted 1995 employment totals, the ten-year employment projections were derived by prorating the NCTCOG 20-year (2010) projections equally for each year (approximately 307 employees per year)? Each 2005 employment estimate by TSZ was reviewed by the city staff and revised, if necessaw, to reflect known or anticipated employment. Employment values were adjusted upward to reflect the additional employment centers, such as schools and City Hall, not accounted for by NCTCOG. and values were adjusted downward where residential development since 1990 has reduced the land available for employment - generating land uses. Appendices "A' and "B' show the ten-year growth projections for population and employment for each TSZ. Tables 5A and 5B show a summary of the population and employment projections for Southlake. >the NCTCOG population projection for Southlake for 2010 is 26,333; if the increase is distributed equally each year, the proiected growth in 2005 would be 21,516. 31990 NCTCOG employment, 3,473; 2010 NCTCOG employment, 9,613; 307 employees X 15 years = 4,605 + 3,473 = 8,078 rounded to 8,100 employees. 11 Roadway Ser,~ce TABLE 5A TEN-YEAR POPULATION PROJECTIONS - SOUTHLAKE 1995 2005 Units Population Units Population 1 110 349 330 1,023 2 330 1,112 700 2,173 3 1,178 3,618 1.782 5,528 4 726 2,290 1,444 4,481 5 300 929 650 2,017 6 475 1,360 1,478 4,584 7 732 2,304 1,125 3,491 8 257 785 599 Total 4,108 12,747 4 8.108 25,157 TABLE 5B TEN-YEAR EMPLOYMENT PROJECTIONS - SOUTHLAKE 1995 2005 Basic 2,928 6,240 Retail 179 743 Service 689 1,117 Total 3,796 8,100 Changes in population and employment affect the use of land. In the case of Southlake, increased population and employment is due to the conversion of agricultural land into residentlaJ and other land uses. These land use changes aid in the determination of demand for additionaJ water, wastewater and roadway facilities. Table 6 shows the projected land use requirements for a population of 25,000. Residential densities were calculated based upon permitted densities in the City's Zoning Ordinance. 4These represent actual values. The differences between these values and those corresponding values previously mentioned can be attributed to "rounding." 12 TABLE 6 PROJECTED TEN-YEAR FUTURE LAND USE REQUIREMENTS CITY OF SOUTHLAKE Future Ac~es Acres Required Per for Single Family 29 3 7,075 Multi-Family 0.1 25 Commercial 1 1 275 Public/Quasi-Public 2 0 500 Industrial 20 500 Corps of Engineers Property N/A 759 Total 9,134 V. ULTIMATE PROJECTIONS An ultimate or holding capacity land use and population projection was also established. First, known densities of development were considered. Then, based on the remaining developable vacant land in Southlake, densities as recommended in the Future Land Use Plan and densities of anticipated development projects were applied. The ultimate population of the City of Southlake is a function of residential land use area (acres), housing density (dwelling units per acre), and population densit7 (persons per dwelling unit). Based on the land uses identified on the Land Use Plan, the total ultimate land use areas of low density single-family housing, medium density single- family housing, and multi-family housing is known. The area of each residential classification was multiplied by its respective housing density and population density, and the products were summed to obtain the ultimate population. Housing density values are from observed existing residential development and/or current residential zoning regulations. The following table shows the acres required for a population of 45,660. The holding capacity of 45,680 persons and land use ls based on the Future Land Use Plan and the following assumptions: Mixed Use category was allocated among Single-Family (10%), Multi-Family (2%) and Commercial Categories (88%). Low Density and Medium Density Residential categories were allocated to the Single-Family category. 13 3 Public Parks/Open Space and Public/Semi-Public categories were allocated to the Public/Quasi-Public category. TABLE 7 ULTIMATE FUTURE t_AND USE REQUIREMENTS CI'FY OF SOUTHLAKE VI. SUMMARY Land Use Cateqor¥ Residemial (Low Density) Residential (Medium Density) Mixed Use (Residential) Public and Semi-Public Park and Open Space Commercial Industrial Corps Prope~y Acreage at Build-Out 4,781 4,381 322 647 216 2,356 468 Total 13,928 The data used to compile these land use assumptions were from two sources - the Comprehensive Plan (Future Land Use Plan) for the City of Southlake and the North Central Texas Council of Governments (NCTCOG) data base used for traffic modeling purposes. The existing base data was prepared by the City of Southlake's Community Development department and information from the U. S. Census. The ten-year growth projections were calculated based upon reasonable growth rates and trends based on the Future Land Use Plan. NCTCOG projections for population and employment were used for comparison. The NCTCOG data was utilized principally to compile employment projections by TSZ for roadway impact fees. Ultimate projections were based on the holding capacity of vacant land using land use types as shown on the Future Land Use Plan and applying densities as established by development policies in the Plan and known proposed development plans. The land use assumptions may be summarized as follows: · Southlake presently contains approximately 21.5 square miles within the City limits of which 42.7% is developed. It is not anticipated Southlake will be able to expand its municipal boundaries beyond its present limits. 14 Existing population of Southlake in 1995 - 12.750 A compounded annual growth rate of approximately 7% was used to calculate the Southlake lO-year (Jrowth projecIions. The ten-'/ear Gro,z,'th project[on for Southlake is 25.157 or about 25.000. The ultimate population of South[ake is approximately 45,660. 15 APPENDICES DATA FORMAT The LUA database (appendices A and B). as well as future proiections were formulated according Io the following format and categories Apper~dix A - Population 1995 Dwelling Units Total number of all living units including single-family, duplex, multi- family, and group quarters. The number of existing housing units has been shown for the base year (January, 1995). 1995 Households - The adjusted number of households (Section II - Base Data). 1995 Population - The adjusted population (Section Ill). 2005 Dwelling Units Projected housing units by service area for the year 2005 (ten-year growth projections). 2005 Households - The projected number of households (Section IV). 2005 Population - The projected population obtained by adding the projected increase to the 1995 population (Section IV). Traffic Survey Zone/-f'SZ - Traffic survey zones previously established by NCTCOG and the Highway Department used for data collection purposes and termed TSZs in this report. Appendix B - Employment Roadway Service Area - 1995 Basic 1995 Retail 1995 Sen/ice Correlates to the roadway service areas identified on Plate 1. Three classifications were used for employment and compiled for each roadway service area: BASIC (SiC Code # 1000 to 5199) - 1995 land use activities that produce goods and services such as those exported outside the local economy; manufacturing, construction, transportation, wholesale trade, warehousing, and other industrial uses. RETAIL (SiC Code # 5200 to 5999) - 1995 land use activities which provide for the retail sale of goods that primarily serve households and whose location choice is oriented to household sector such as grocery stores, restaurants, etc. SERVICE (SIC Code # 6000 to 9999) - 1995 land use activities which provide personal and professional services such as financial, insurance, government, and other professional administrative offices. 1995 Total Employment The 1995 total of the Basic, Retail and Sen'ice categories 2005 Basic BASIC (SIC Code # 1000 to 5199) - 2005 land use activities that produce goods and services such as those exported outside the local economy: manufacturing, construction, transportation, wholesale trade, warehousing, and other industrial uses. 2005 Retail RETAIL (SIC Code # 5200 to 5999) - 2005 land use activities which provide for [he retail sale of goods that primarily serve households and ,chose location choice is oriented to household sector such as grocery stores, restauran[s, e[c. 2005 Service 2005 Total Employment Traffic Survey Zone/TSZ - SERVICE (SIC Code # 6000 to 9999) - 2005 land use activities which provide persona[ and professional services such as financial, insurance, government, and other professional administrative offices. The 2005 total of the Basic, Retail and Service categories Traffic survey zones previously established by NCTCOG and the Highway Department used for data collection purposes and termed TSZs in this report. APPENDIX A 10-YEAR POPULATION PROJECTIONS CITY OF SOUTHLAKE Service Area 1995 I 108 1 2 t 0 Sub-total 1 tO ! 995 Households 995 Populalion 2005 2005 Owelling Households 2005 Population Units Units ~03 345 327 305 ~.0~3 9200 2 4 3 3 10 9219 0 0 0 0 0 14036 105 349 330 308 1,023 Tragic Sur- vey Zone 2 4 4 6 4 4 13 8330 2 72 68 215 134 125 415 8450 2 248 261 874 453 423 1,405 8451 2 2 2 5 18 17 57 8454 Sub-total 4 33O 339 5 12 91 1,112 II 700 85 654 283 2,173 8492 Sub-total 5 632 49O 11 4O 555 466 10 38 1,178 I 1,074 14 1,887 1,584 24 109 3,618 980 744 11 4O 915 695 10 37 1,782 I 1,664 3,040 2,309 33 8441 8456 8457 8493 123 19017 87 ;ub-total 144 57 269 3O5 83 137 438 54 163 364 1,219 2 6 0 0 43 8 31 691 8324 8452 108 327 124 699 2 3 145 36 1,444 8453 101 336 1,013 116 385 2,169 2 7 3 10 135 448 113 4,481 ~ 34 383 653 8464 2 8465 0 8466 45 144 8467 8 8468 2,290 726 1,349 Sub-total Oweihng Units 106 22 114 0 58 Households 101 108 300 [ 285 ~995 Population 338 46 361 184 929 2C05 Dwelling Units 236 15 0 218 650 2005 Households 22O 2CC'5 Population 169 204 607 731 14 47 678 2,017 Traffic Sur- vey Zone 8323 8335 8469 6 187 177 593 Sub-total 8470 588 1,953. 8482 Sub-t,-' ' 8 8 Sub-total 7 32 547 153 732 3O 520 145 695 77 1,742 485 2,304 73 834 779 218 204 1,125 J 1,051 226 2,588 677 3 491 846O 8461 19019 180 140 473 254 40 38 128 218 119 237 204 395 I 787 678 8458 8497 8500 t108 X 0.934 occupancy rate = 3,837 X 3.322 persons per household : 12,747 ;,108 existing dwelling units plus 4,000 future dwelling units = 8,108 X 0.934 = 7,573 X 3.322 = 25,157 APPENDIX 8 10-YEAR EMPLOYMENT PROJECTIONS CITY OF SOUTHLAKE Roa(_ Service Area(s) ~ub-total 1995 Basic 1995 Retail 22 0 o I ° o I o 1995 Service 1995 Total Emp. 22 0 2005 Basic 25 0 2005 I 2005 Retail Service 2005 Total Emp. 22 I 0 I 9 34 0 I 0 0 0 0 0 0 0 22 25 one Zone 9200 9219 14036 2 0 0 0 0 3 1 0 4 833O 2 0 0 0 0 25 2 3 30 8450 2 20 15 82 117 97 18 91 206 8451 2 0 0 4 4 39 11 8 58 8454 2 2,202 2,219 2,685 ' 90 25 2,800 8492 ~ub*total 2,222 17 0 32 I 86 2,340 2,849 122 127 3,098 363 3 0 3 0 3 0 3 0 .;ub-total 363 2 0 17 0 0 365 17 387 650 96 157 10 21 15 40 0 : i 6 178 o 4 0 19 :382 0 8441 8456 8457 8493 19017 0 0 5 0 0 41 22 0 '47 23 7 67 58 69 17 8324 8452 8453 8465 4 0 0 0 0 26 8466 4 55 20 65 140 355 40 8467 4 0 15 96 110 227 16 8468 0 40 40 100 8464 2 9 49 29 4 4 3 70 10O 4O 296 264 367 133 1 4 :: 125 130 33 q.65 342 143 1,332 42 81 ub-total 9O3 Roadway Service Area(s) 223 5 5 t7 Sub-total I 251 1995 1995 Basic Retad 3 0 25 0 0 ~ 4 44 1995 Ser',,ice f2 25 5O 33 120 1995 Total Emp. 238 47 5O 54 2005 / 2005 Basic Retail 490 25 t4 2OO 100 45 415 Il 729 I 244 2O05 Service 20 225 17 75 41 378 2005 Total 600 350 76 75 250 1,351 Traffic Survey Zone 8320 8322 @323 8335 8469 6 0 2 4 [ 6 I 79 8 13 6 5 4 31I 40I 63 8 3 3ub-total 5 6 35 46 142 16 16 100 74 174 7 0 7 0 7 0 ~ub-tot' 0 341° 0 60 0 30 34 I 90 60 130 30 8 150 6 157 25 I 200 $4 150 10 40 J 360 8470 8482 19019 8 0 8 0 8 4 ub-total 4 0 2 2 60 0 34 94 6O 18 0 49 40 68 100 JJ 135 20 23 156 5 32 193 175 56 120 35'I: 8458 8497 85OO GLOSSARY OF TERMS AND DEFINITIONS 2 3 10. AC,wsor¢ Connive9 means the Capital ~mprovements advisor, committee established by the City for purposes of reviewing and making recommendations to the City Council on adoption and amendment of the City's impact fee program. Area-relaled facility means a capital improvement or facility expansion which is designated ~n the impact fee capital improvements plan and which is not a site-related facility. Area- related facility may include a capital ~mprovement which is located offsite, or within or on the perimeter of the development site. Assessment means the determination of the amount of the maximum impact fee per service unit which can be imposed on new development. Capital improvement means either a roadway facility, a water facility or a wastewater facility, with a life expectancy of three or more years, to be owned and operated by or on behalf of the City. (~ity means the City of Southlake, Texas. Credit means the amount of the reduction of an impact fee due, determined under this ordinance or pursuant to administrative guidelines, that is equal to the value of area-related facilities provided by a property owner pursuant to the City's subdivision or zoning regulations or requirements, for the same type of facility. Facility expansion means either a roadway facility expansion, a water facility expansion or a sewer facility expansion. Final plat aooroval means the point at which the applicant has complied with all conditions of approval in accordance with the City's subdivision regulations and the plat has been approved for filing with Tarrant or Denton County. Impact fee means either a fee for roadway facilities, a fee for water facilities or a fee for wastewater facilities imposed on new development by the City pursuant to Chapter 395 of the Local Government Code in order to generate revenue to fund or recoup the costs of capital improvements or facility expansion necessitated by and attributable to such new development. Impact fee~ do not include the dedication of rights-of-way or easements for such facilities, or the construction of such improvements, imposed pursuant to the City's zoning or subdivision regulations, Impact fee capital improvements plan means either a roadway capital improvements plan, a water capital improvements plan or a wastewater capital improvements plan adopted or revised pursuant to these impact fee regulations. A-1 12 Land use assumphon5 means the projections ol population and employmen[ growth and associaled changes in land uses, densities and inlensities, over at least a ten-year period, adopted by the City. as may be amended from time Io time, upon which the capital ~mprovements plans are based Land use equivalency labia means a table converting the demands for capital improvements genera'~ed by various land uses to numbers of service units, as may be amended from time to time 13¸ New development means the subdivision of land; the construction, reconstruction, redevelopment, conversion, structural alteration, relocation, or enlargement of any structure; or any use cr extension of the use of land; any of which increases the number of service units. 14. 15. 16. 17. 18. 19. 20. 21. Plat has the meaning given the term in the City's subdivision regulations. Plat includes replat. Ph~ttinq has the meaning given the term in the City's subdivision regulations. Plattinq includes replattinq. Property owner has the meaning given the term in the City's subdivision regulations. Property owner includes the developer for the new development. Recoupment means the imposition of an impact fee to reimburse the City for capital improvements which the City has previously oversized to serve new development. Roadway means any freeway, expressway, principal or minor arterial or collector roadways designated in the City's adopted Thoroughfare Plan, as may be amended from time to time. Roadway does not include any roadway designated as a numbered highway on the official federal or Texas highway system. Roadway capital improvements plan means the adopted plan, as may be amended from time to time, which identifies the roadway facilities or roadway expansions and their costs for each road service area, which are necessitated by and which are attributable to new development, for a period not to exceed 10 years. Roadway expansion means the ~xpansion of the capacity of an existing roadway in the City, but does not include the repair, maintenance, modernization, or expansion of an existing roadway to better serve existing development. Roadway facility means an improvement or appurtenance to a roadway which includes, but iS not limited to, rights.of-way, whether conveyed by deed or easement; intersection improvements; traffic signals; turn lanes; drainage facilities associated with the roadway; A-2 22. 23. 24. 25. 26. 27. 28. 29. Service area means e~ther a roadway service area, a water service area or wastewater benefit area within the City. within which impact fees for capital improvemenls or facility ex2ansioq wdl be collected for new development OCcurring within such area and within ,,',hich fees so collected will be expended for those types of improvemenls or expansions identified ~n the type of capital improvements plan applicable to the service area. Sen,ice unit means the applicable standard units of measure shown on the land use equivalency table in the Impact Fees Capital Improvements Plan which can be converted to vehicle miles in p.m. peak hour, for roadway facilities, or one inch (1') water meter equivalents, for water or for wastewater facilities, which sen'es as the standard,ed measure of consumption, use or generation attributable to the new unit of development. Site-related facility means an improvement or facility which is for the primary use or benefit of a new development and/or which is for the primary purpose of safe and adequate provision of roadway, water or wastewater facilities to serve the new development, and which is not included in the impact fees capital improvements plan and for which the property owner is solely responsible under subdivision or other applicable development regulations. Utility connection means installation of a water meter for connecting a new development to the City's water system, or connection to the C~ty' 's wastewater system. Wastewater facility means a wastewater interceptor or main, lift station or other facility included within and comprising an integral component of the City's collection system for wastewater. Wastewater facility includes land, easements or structure associated with such facilities. Wastewater facility excluded a site-related facility. Wastewater facility expansion means the expansion of the capacity of any existing wastewater improvement for the purpose of serving new development, but does not include the repair, maintenance, modernization, or expansion of an existing sewer facility to serve existing development. Wastewater capital improvements plan means the adopted plan, as may be amended from time to time, which identifies the wastewater facilities or wastewater expansions and their associated costs which are necessitated by and which are attributable to new development, for a period not to exceed 10 yea'rs. Water facility means a water interceptor or main, pump station, storage tank or other facility included within the comprising an integral component of the City's water storage or distribution system. Water [acility includes land, easements or structures associated with such facilities. Water facility excludes site-related facilities. A-3 30. Water facility exo~n~ion means the expansion of the capacity of any existing water facility for the purpose of serving new development, but does not include the repair, maintenance. modernization, or expansion of an existing water improvement to serve existing develop- ment. 31. Water imDrovemem",; plan means the adopted plan, as may be amended from time to time. which identifies the water facilities or water expansions and their associated costs which are necessitated by and which are attributable to new development, for a period not to exceed t 0 years. 32. W~t~r meter means a device for measuring the flow of water to a development, whether for domestic or for irrigation purposes. A-4 RE$OLL?rlON 95-45 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SOUTH:LAKE. TEXAS. APPROVING THE LAND USE ASSUMIq~ONS TO BE USED TO DEVELOP CAPITAL EMPROVEMENTS PLANS PURSUANT TO W'HlCH WATER. WASTEWATER AND ROADWAY [b/fi'ACT FEES MAY BE IM:POSED. WHEREAS, the governing body of the City of Southlake has appointed an Advisory Committee. as per the provisions of Chapter 395 of the Texas Local Government Code. to guide the update of plUm',rog, land use. capital ~mprovemcnts plans, and impact fee information for the existing and future water and wastewater utilities, and the development of pla-ming, land use. capital improvements plans, and impact fee information for tl, e existing and future roadway facilities: and. WHEREAS. this advisory information ultimately will be used by the City of Southlake in its evaluation and consideration of impact fee ordinances; and. WHEREAS, the City Council of the City of Southlake called for a public hearing at this regularly scheduled session of November 7, 1995, to seek public comment on the proposed land use assumptions and the general nature of the proposed capital improvements; and, WHEREAS. the City of Southlake made requisite public notice of such public hearing for three consecutive weeks in a general circulation local newspaper, the first such notice appearing at least thirty-ono (31) days in advance of the proposed hearing date; and. WHEREAS, the City of Southlake made publicly available on or before the date of the first publication of the notice various information concerning the public hearing issues; and, WHEREAS. the City Council of the City of Southlake has received public testimony on November 7. 1995. from the general public, now. REFORE BE IT RESOLVED, THE GOVERNING BODY OF THE CITY OF SOUTHLAKE hereby adopts the attached land use assumptions which will be used to develop capital improvements plana, pursuant to which water. wastewater, and roadway fees may be imposed under the provisions of Chapter 395 of the Texas Local Government Code PASSED AND APPROVED tl~s the day of~~,1995. CITY OF SOUTHLAKE, TEXAS By: ~'---~ '~aryFicke{~l~ayor v APPROVED AS TO FORM: City of Southlake, Texas Exhibit C-1 Water & Wastewater Capital Improvements Plan .•i•i.i.I.i•ii.mi•ii.imiiiI.mmi•ii•m • 0 M L 0 L' (...., x. CD 1- Lt , L1) CD I 4z1- ti N 1 C4 X i Pig E-' d' N Q `'' U W II lI 0 M .11111. 1 MIFNMINIIIIIIMI , 0 N 00 N ►s; O cON . cim N ri 41?k ° O O pilA Mil N` " N ____ 4 N f O eg V 411) ------2 , • O _ N tO rO ii i 0 PIMI ' � MrN C a ----- N vs RI NM r CA ° .------,..,-,..-.- -,-,-.. O O N O O N co o C lime --------- 0 w O O N .44. Ila0 0 H- ._ Oil ' o 4 N O . CI? 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DI 'C "-' m 4 4 UT 0) P/ r' E4 `.t c � � e+• � co a rq DCl/er = `� Cn 0 < 0 ►0'h 0 t-r (�� o°. �' t. ..y Ccr C .0 ti cn ° `. cn o , . 0 cD R c' ercn a .o, ° e P ° f � '"' ' cD � 00 •(-* p :- O pcD .1 � � u, E . m ti • n � ~ o' CD � c- 0, a. ( ° oocn � co ,, 0 b c� 0 cD n www ccDOD ° �• 0 Z:2)`(-1 � '1 co cPt ND ^...0x 0- CD -c-) w r' o U, a (.1)cn a. < Dp- .-1 cn oin- CD ' et• CAD a Cn ticD CD 0-1 • . 0DO p b < CO , a, Q 1 a' �� ° � RO � 0 � . & s= 00a4. � q i I1 I ~ ...................... ~ ~ o >-~ ~ ~ ~ ~zo ;I ! ! ! Exhibit C-2 Roadway Capital Improvements Plan Final Report Development of Transportation Impact Fees for The City of Southlake Submitted to The City of Southlake, Texas Submitted By Barton-Aschman Associates, Inc. November 2, 1995 TABLE OF CONTENTS Introductk~n ................................................... 2. Transportation Impact Fee Service Areas ..................................... 3 3. Transportation Impact Fee Setwice Units ...................................... 5 4. Existing Conditions Analysis .............................................. 12 5. Projected Conditions Analysis ............................................ 15 6. Calculation of Transportation Impact Fees ................................... 23 7. Conclusion ............................................................ 26 Appendices .................................................................. 28 B. C. D. E. F. G. H. Roadway Impact Fee Definitions .................................... Al Land Use Definitions ............................................. B1 Vehicle-Miles of New Demand Calculation ........................... C1 Potential Capital Improvement Program Project Locations and Costs ....... D1 Existing Capital Improvements ..................................... E1 Roadway Improvements Plan Projects ............................... F1 Roadway Improvements Plan Cost Analysis ........................... G1 Service Area Analysis Summary .................................... HI LIST OF TABLES 4. 5. 6. 7. 8. 9. 10. I1. Page [-rip Rudc:c:i[m ~{sti,matc~ tPM P,~ak [Iour} .............. 8 \',craga NCI-COG [:ip Lengths ....................................... 9 Land Use,Vehicle-Mile Equi'~alency Table ................................... 11 Road,.~,ay Facility Vehicle-Mile Capacities ................................... 12 Peak Hour Vehicle-Miles of Excess Capacity and Demand ...................... 14 Peak Hour Vehicle-Mi[es of Excess Capacity and Existing Deficiencies ............ 14 Vehicle-Miles of New Demand ............................................ i6 Roadway Improvements Plan Projects ...................................... 20 Vehicle-Miles of New Capacity Supplied .................................... 19 Summary of Roadway Improvements Plan Cost Analysis ....................... 21 Service Area Cost Per Service Unit Summary ................................ 24 LIST OF FIGURES 2. 3. 4. Page Service Areas for Roadway Impact Fees ...................................... 4 Potential Capital Improvement Project Locations .............................. 17 Recommended Capital Improvement Project Locations ......................... 18 Funding for Roadway Projects in Southlake .................................. 22 ii Introduction The funding of transportation improvements has often been a question of "x,k"ho pays for what.'?"; not only in Southlake, but in a number of communities across the country. Shrinking funds available for transportation improvements on city thoroughfares has prohibited many cities from upgrading infrastructure to meet increasing travel demands resulting from new grow'th. Many jurisdictions have looked to new development to help fund transportation improvements resulting from the impact on the roadway system caused by traffic generated by the development. As a result, many cities began to collect "impact fees" for transportation improvements necessitated by new development. Texas authorized impact fees with the passage of Senate Bill 336 (SB 336) during the 1987 legislature. SB 336 authorized cities to collect fees from new developments to finance new' construction or expansion of capital improvements such as water treatment and distribution facilities, storm and waste-water facilities, and transportation facilities. The bill ;tipulates that all fees collected from new developments after 1992 must not exceed the maximum amount calculated by the methodology described in SB 336. SB 336 has now been codified in Vemon's Texas Codes Annotated, Local Govermment Code, Chapter 395. Recognizing the need to provide a safe, adequate roadway system and desiring to have equitable funding of transportation improvements, the City of Southlake retained Barton-Aschman Associates, Inc. to assist in the development of transportation related impact fees. Purpose This study was conducted to implement a transportation related impact fee system for the City of Southlake. This system is based on a methodology developed by Barton-Aschman. This report presents the procedures, findings and con61usions of the study. Study Methodology To develop the transportation related impact fees for the City of Southlake, a series of logical work tasks were undertaken. These tasks are described below. Meetings were held with the City of Southlake Staff and the Capital Improvement Advisory. Committee to discuss the roadway methodology to be used in the study. 5outhlakoz Roadaay /rnpact Fee Study Page I 2. Appropriate data was collected to establish the basis for subsequent analysis. 3. Transportation impact fee service areas were established within the Southlake city limits. 4. Vehicle-miles of travel in the PM peak hour was used as the appropriate service unit for transportation impact fee calculations. 5. The conditions on the Southlake thoroughfare system were analyzed to determine the existing vehicle-miles of supply and demand within each service area. 6. The existing roadway network was analyzed to determine if any roadway capacity deficiencies existed within each impact fee service area. 7. New vehicle-miles of demand were calculated for each service area based on expected growth rates, trip generation characteristics, and average trip length information. 8. New vehicle-miles of supply were calculated for each service area based on the recommended roadway capital improvements plan developed by the City Staff and the Capital Improvements Advisory Committee. 9. Roadway costs for potential and recommended projects were developed by City Staff and compiled for each service area. 10. The cost of new roadway improvements attributable to new development was calculated. 11. The cost per transportation service unit was calculated for each service area. 12. This report was prepared to document the procedures, findings, and conclusions of this study. Organization of Report This report describes the background information, analysis, and findings of the study in six parts, with a chapter devoted to each: • Transportation Impact Fee Service Areas (Chapter 2) • Transportation Impact Fee Service Units (Chapter 3) • Existing Conditions Analysis (Chapter 4) • Projected Conditions Analysis (Chapter 5) • Calculation of Transportation Impact Fee (Chapter 6) • Conclusion (Chapter 7) Southlake Roadway Impact Fee Study Page 2 Transportation Impact Fee Service Areas A new development in a particular service area can only be assessed an impact fee based on the cost of capital improvements within that service area and necessitated by new development. Transportation service areas are different from other impact fee service areas which can include the entire city limits and Extra-Territorial Jurisdiction (ETJ). Transportation service areas are limited to a 3-mile maximum set by Chapter 395 to ensure that improvements are located in close proximity to the area which is generating the need. A service area structure was developed using criteria defined in Chapter 395. These service areas were configured so that no point in the area is more than three miles from another, which ensures that an improvement within the service area is located within the proximity requirements of state law. Several other considerations were used in the development of the service area structure. These included conforming to the city's traffic survey zone (TSZ) boundaries, creating as large as possible (v, ithin 3-mile limit), and use of potential roadway projects and natural features. The use of the TSZ structure helps to t;acilitate calculations and future updates because this is the smallest area for which land use information is compiled by the North Central Texas Council of Governments. Creation of large service areas tend to promote fee uniformity because costs average out over several projects and the use of potential roadway projects to form boundaries allow the cost of the projects to be distributed over adjacent service areas. Finally, efforts were also made to develop service areas so that supply of roadway service units matched with the predicted demand from future development. In other words, if future demand was predicted to be heavy within a particular: service area, efforts were made to include approximately the same amount of service units of supply from roadway projects within that area. Figure 1 illustrates the transportation impact fee service areas for Southlake. Eight service areas were created for this system. Southlake Road~,ay Impact Fee Study Page 3 F~GURE 1 SERVICE AREAS FOR ROADWAY IMPACT FEES 4 o Transportation Impact Fee Service Units An important aspect of de~eloping impact fees is the determination of the proper service unit to be used to calculate and asses impact fees for new developments. As defined in Chapter 395, "Service unit means a standardized measure of consumption, use, generation, or discharge attributable to an individual unit of development in accordance with generally accepted engineering or planning standards for a particular category of capital improvements or facility expansions." To determine the transportation impact fee for a particular development, the service unit must accurately identify the impact that the development will have on the transportation system serving the development. This impact is a combination of the number of new trips generated by the development, the particular peaking characteristics of the land-use(s) within the development, and the length of each new trip on the transportation system. The correct service unit must also reflect the supply which is provided by the roadway system and the impact on the system during the time in which peak, or design, conditions are present on the system. Transportation facilities are designed and constructed to accommodate volumes expected to occur during the peak hours (design hour). These volumes normally occur during the morning (AM) and evening (PM) rush hours as motorists travel to and from work. Vehicle-miles of travel is recommended as the service unit for calculating and assessing transportation impact fees in Southlake. Vehicle-miles as a service unit establishes a way to relate the intensity of land development to the demand on the system through the use of published trip generation data and it recognizes state legislation requirements with regards to trip length. The P.M. peak hour is recommended as the time period for assessing impacts because the greatest demand for roadway capacity occurs during this hour, roadways are sized to meet this demand and roadway capacity can more easily be defined on an hourly basis. The City of Southlake typically experiences its peak traffic volumes during the PM peak hour and plans their roadway system to accommodate this period. Traffic volume data collected in April and May 1995, confirmed the PM peak (5-6pm) as the highest period of use. 7ol~th&lke Road~*~v Impact Fee octudy Page 5 Sere ice Units Service units create a link between supply(roadway projects)and demand(development). Both can be expressed as a combination off the number of vehicles traveling during the peak hour and the distance traveled by these vehicles in miles Serf ice Unit Supply For roadway capital projects improvement, the number of service units provided is simply the product of the capacity of the roadway in one hour and the length of the project. For example: Given a four lane divided roadway project with a 700 vehicle per hour per lane capacity and a length of two miles, the number of service units provided is: 700 vehicles per hour per lane x 4 lanes x 2 miles = 5,600 vehicle-miles per hour Service Unit Demand The demand placed on the system can be expressed in a similar manner. For example, a development generating 100 vehicle trips in the PM peak hour with an average trip length of three miles would generate: 100 vehicle-trips (PM peak hour) x 3 miles/trip = 300 vehicle-miles per PM peak hour Service Units for New Development An important objective in the development of the impact fee system is the development of a specific service unit equivalency for individual developments. The vehicle-miles generated by a new development are a function of the trip generation and average trip length characteristics of that development. The following describes the process used to develop the vehicle-equivalency table which relates land use types and sized to the resulting vehicle-miles of demand created by that development. The impact fee system recommended for Southlake is based on the weekday PM peak hour. As a result, the number of service units need to be based on PM peak hour trip generation. Trip Generation Trip generation information for the PM peak hour was based on data published in the fourth and fifth edition of Trip Generation, by the Institute of Transportation Engineers. Trip Generation is a reference publication that contains travel characteristics of over 100 land uses across the nation and is based on empirical data gathered from over 3,200 studies that were reported to the Institute by public agencies, developers and consulting firms. Data contained in this publication is universally accepted for use in studies by transportation engineers throughout the nation. Data not available was drawn from other published information. Rates were established for specific land use type within Southlake Roadway Impact Fee Study Page 6 the broader categories of residential, office, commercial, industrial and institutional land uses. Within each of the land use categories, a rate was also established for any land uses not specifically identified. Trip Generation contains both rates and equations for estimating trip generation. In some cases the rates and equations yield significantly different estimates. Barton-Aschman developed a procedure based on information in Trip Generation to select between trip generation rates and equations for use in estimating Southlake's impact fees. The selection process used by Barton-Aschman was as follows: • Select most easily projected and verifiable development units. • Evaluate stability of rates and equations based on scattered diagrams shown in Trip Generation and the standard deviation and R= statistics. • Plot rate on scattered diagram and examine to determine whether rate line or equation better reflects the majority of data observations. • Check equation to see if it comes close to going through 0-0 (intersection of X and Y axes). • Check standard deviation and R:statistics. An R2 above 0.9 is very good; R=below 0.7 is not acceptable. Standard deviations above 60% of the mean are poor although the average for all uses shown in the report is approximately 90% of the mean. • A selection was made between rates and equations to use as a basis for developing service unit rates. Adjustments The actual "traffic impact" of a site is based on the amount of traffic added to the street system. To accurately estimate new trips generated by a new development, adjustments must be made to trip generation rates and equations to account for pass-by and diverted trips. The added traffic is adjusted so that each development is assigned only for a portion of trips associated with that development and thus reducing the possibility of over-counting by counting only primary trips generated. Trip generation rates were reduced by the percentages presented in Table 1 in an effort to isolate the primary trip purpose. Because of limited data regarding diverted trips, adjustments were limited to pass-by trips. Pass-by trips are those trips that are already on a particular route for a different purpose and simply stop at a particular development on that route. For example,a stop at a convenience store on the way home from the office is a pass-by trip for the convenience store. A pass-by trip does not create an additional burden on the street system and therefore should not be counted in the assessment of impact fees. A diverted trip is a similar situation, but a diversion is made from the regular route to make an interim stop. For example, a trip from home to work along Southlake Blvd. would be a diverted trip if the travel path was changed to White Chapel for the purpose of stopping at a cleaners. On a system-wide basis, this trip places a slightly additional burden on the street system but in many Southlake Roadway Impact Fee Study Page 7 cases, this burden is insignificant and is difficult to account for the purposes of assessing impact fees. Limited data is available to accurately estimate the reductions due to these trip types and was therefore not used to adjust trip generation rates. Table 1 contains the estimates of trip rate adjustments used in determining the appropriate rate to use in the impact lee calculation process. Adjustments mere based on studies conducted by ITE and other studies and mere therefore not presented to the Advisory Committee for comment. Table 1 Trip Reduction Estimates(PM Peak Hour) PERCENT OF ITE CODE LAND-USE CATEGORY UNITS(x) PASS-BY TRIPS 110 GENERAL LIGHT INDUSTRIAL 1000 GFA 0 130 INDUSTRIAL PARK 1000 GFA 0 150 MANUFACTURING 1000 GFA 0 151 MINI-WAREHOUSING 1000 GFA 0 210 SINGLE FAMILY DETACHED HOUSING DU 0 220 APARTMENT DU 0 250 RETIREMENT COMMUNITY DU 0 530 HIGH SCHOOL STUDENT 0 540 JUNIOR/COMMUNITY COLLEGE STUDENT 0 560 CHURCH/SYNAGOGUE 1000 GFA 0 565 DAY CARE CENTER 1000 GFA 76 610 HOSPITAL BEDS 0 710 GENERAL OFFICE BUILDING 1000 GFA 0 750 OFFICE PARK 1000 GFA 0 760 RESEARCH CENTER 1000 GFA 0 817 NURSERY(GARDEN CENTER) 1000 GFA 0 831 QUALITY RESTAURANT 1000 GFA 75 832 HIGH TURNOVER(SIT-DOWN)REST. 1000 GFA 90 834 FAST FOOD REST.W/DRIVE-THRU 1000 GFA 95 844 SERVICE STATION STATION 85 851 CONVENIENCE MARKET 1000 GFA 85 890 FURNITURE STORE 1000 GFA 10 912 BANK W/DRIVE THRU 1000 GFA 95 DU=DWELLING UNIT GFA=GROSS FLOOR AREA GLA=GROSS LEASABLE AREA (1)Expressed as percent of total PM peak hour trips generated The resulting recommended trip rates are illustrated as part of Land Use/Vehicle Mile Equivalency Table illustrated later in this chapter. Rates were developed in lieu of equations to simplify the assessment of impact fees by the City and likewise, the estimation of impact fees by persons who may be required to pay an impact fee in conjunction with a development project. A local study may also be conducted to confirm rates in Trip Generation or change rates to reflect local conditions. In such cases, a minimum of three sites should be counted. The results should be plotted on the scatter diagram of the selected land use contained in Trip Generation for comparison purposes. It is recommended that no change be approved unless the results show a variation of at least fifteen percent across the range of sample sizes surveyed. Trip Generation was used as the primary source of information. No local studies were conducted in Southlake. Southlake Roadway Impact Fee Study Page 8 Trip Lenuth Trip lengths (in miles)are used in conjunction with site trip generation to estimate vehicle-miles of travel. Trip length data was based on information gathered by the North Central Council of Governments in a region-wide travel and workplace survey conducted in 1984. The survey results were used to determine average trips lengths for common land-use types. Numerous land use types were identified in the home interview surveys and were aggregated into fifteen land-use categories Oyer 5.808,000 trips were recorded to these land uses. Using the trip length information from the surveys trips, average trip lengths were calculated for each land-use category. Table 2 summarizes the average trip lengths compiled from the survey. These trip lengths represent the average distance that a vehicle will travel between an origin and destination of which either the origin or destination contains the land-use category identified below. Data compiled by NCTCOG represents the best available information on trip length in the region. Trip length data by specific land use was not presented to the Advisory Committee, but information on trip length and how NCTCOG determines them was presented. Table 2 Average NCTCOG Trip Lengths Land-Use Category Average Trip Length (miles) Warehousing 10.83 Drive-In Bank 3.39 General Office Building 10.92 Hospital 7.55 Convenience Store --• Retail Mall 7.75 General Retail 6.43 Community Buildings 14.64 School 4.20 Jr./Community College 4.20 Light Industrial 10.02 Service Station 7.77 Restaurant 4 79 Residential 17.21 Other 13 74 Source: NCTCOG *Data not available Adjustments were made to the average trip lengths to account for travel on State roadways. Chapter 395 specifically states that State designated roadways cannot be included when calculating impact fees for new developments. Data from NCTCOG revealed that 63%of total vehicle-miles occurred on state facilities. Based on this data,each trip length was reduced to reflect only local,vehicle-miles of travel within Southlake. - To prevent double charging, and to fairly attribute the demand placed on the system to each trip end location, the adjusted trip length then was divided by two to reflect half of the vehicle trip to and from the development. This places the burden of travel during the peak hour equally between the origin and destination of the trip. Southlake Roadway Impact Fee Study Page 9 Service Unit Equivalency Table The result of combining the trip generation and trip length information is an equivalency table which establishes the service unit rate for various land uses. These service unit rates are based on an appropriate development unit for each land use. For example, a dwelling unit is the basis for residential uses, while 1,000 gross square feet of floor area is the basis for office, commercial, and retail uses. Other less common land uses use appropriate independent variables. Separate rates have been established for specific land uses within the broader categories of residential, commercial, industrial and institutional to reflect the differences between land uses within the categories. However,even with these specific land use types, information is not available for every conceivable land use so limitations do exist. The recommended equivalency table is illustrated in Table 3. Southlake Roadway Impact Fee Study Page 10 Table 3 Land UseNehicle-Mile Equivalency Table CATEEOCRY LAND USE DEVELOPMENT TRP RATE TRIP LENGTH TOTAL SERVICE UNITS: UNITS(X) •(MI) (VEH-Mi t DEV UNIT) 1 RESIDENTIAL ' SINGLE-FAMILY DETACHED 0 U 0 95(X) 3 0 2.85 I MULTI-FAMILY 0 U. 0 67(X) 3.0 2.02 RETIREMENT CCMMUNITY 0 U. 0.40(X) 3 0 1.20 OTHERS NOT SPECIFIED' 0 U 0.95(X) 3 0 2.85 'OFFICE GENERAL OFFICE SLOG 1000 GFA 1 33(X) 2.0 2.66 BUSINESS PARK 1000 GFA 1.35(X) 2.0 2.70 OTHERS NOT SPECIFIED' 1000 GFA 1.33(X) 2.0 2.66 COMMERCIAL GENERAL RETAIL 1000 GFA 1.50(X) 1.2 1.80 QUALITY RESTAURANT 1000 GFA 1.60(X) 0.9 1.44 FAST FOOD RESTAURANT 1000 GFA 1.66(X) 0.9 1 49 HIGH TURNOVER RESTAURANT 1000 GFA 1.60(X) 0.9 1.44 CONVENIENCE STORE;>2400 SQ FT 1000 GFA 8.57(X) 0.2 1 71 SERVICE STATION SITE 3.75(X) 0.2 0.86 GAS STATION W/CONY STR:<2400 SQ FT SITE 20.00(X) 0 2 4.60 BANK 1000 GFA 1.36(X) 0.6 0.82 FURNITURE STORE 1000 GFA 0.35(X) 1.2 0.42 OTHERS NOT SPECIFIED' 1000 GFA 1.50(X) 1.2 1.80 INDUSTRIAL GENERAL LIGHT INDUSTRIAL 1000 GFA 0.35(X) 1.9 0.67 INDUSTRIAL PARK 1000 GFA 0.87(X) 1.9 1.66 WAREHOUSE 1000 GFA 0.74(X) 2.0 1 48 MINI-WAREHOUSE 1000 GFA 0.22(X) 2.0 0.45 OTHERS NOT SPECIFIED' 1000 GFA 0.87(X) 2.5 2.18 INSTITUTIONAL ELEMENTARY SCHOOL STUDENTS 0.015(X) 0.8 0.01 HIGH SCHOOL STUDENTS 0.04(X) 0.8 0.03 JUNIOR/COMMUNITY COLLEGE STUDENTS 0.12(X) 0.9 0.11 DAY CARE CENTER STUDENTS 0.15(X) 1.0 0.15 HOSPITAL BEDS 0.82(X) 14 115 NURSING HOME BEDS 0.17(X) 1 4 0.42 CHURCH/SYNAGOGUE 1000 GFA 0.29(X) 0.8 0.23 OTHERS NOT SPECIFIED* 1000 GFA 0.29(X) 0.8 0.23 •THIS REPRESENTS TOTAL SERVICE UNIT EQUIVALENCY FOR LAND USES DU=Dwelling Unit NOT SPECIFIED IN THIS CATEGORY. ACTUAL EQUIVALENCY MAY VARY GFA=Gross Floor Area AND MAY BE DEMONSTRATED BY PROPERTY OWNER TO BE DIFFERENT PURSUANT TO CITY GUIDELINES. Southlake Roadway Impact Fee Study Page II , 4. Existing Conditions Analysis Chapter 395 specifically outlines what is required in the capital improvements plan. The existing conditions, including defining the existing roadway system, and analysis of the total capacity, the level of current usage, and commitments for usage of the existing roadway, are required as part of the capital improvements plan. This chapter discusses the existing conditions. Existing Conditions An inventory of the existing roadway facilities, as defined by Chapter 395, was conducted to determine existing conditions throughout Southlake. This analysis determines the capacity provided by the existing roadway system, the demand currently placed on the system and if any deficiencies exist on the system. Data for the inventory was obtained from field reconnaissance, the City Thoroughfare Plan and City Staff. The roadways were divided into segments by the Consultant based on volume changes, major intersections, service area boundaries, and capacity changes. These segments were assigned to their respective service areas. Some of the segments bordered two service areas. For these segments, the roadway capacity and demand was divided between the two service areas. In order to accomplish this, each segment was assigned a service area percentage of either 50 percent or 100 percent. For the majority of roadway segments,the length,number of lanes,cross-section,and PM peak hour volume were obtained. Lane capacities were assigned to each segment based on the type of cross- section and NCTCOG roadway capacities. Lane capacities as shown in Table 4. Table 4 Roadway Facility Vehicle-Mile Lane Capacities Hourly Vehicle-mile Capacity per Lane Roadway Facility Type Designation Mile of Roadway Facility Divided Arterial DA 700 Divided Collector DC 550 Undivided Arterial UA 625 Undivided Collector UC 500 Source: "Multi-modal Transportation Analysis Process (MTAP): A Travel Demand Forecasting Model," North Central Texas Council of Governments(NCTCOG),Transportation Department,January, 1990. Southlake Roadway Impact Fee Study Page 12 Information from tiCTCOG does not include a lane capacity for arterials with a continuous dual left- turn lane (segments identified in this study as "AS"). This type roadway is similar in nature to a divided arterial roadway and thus an hourly capacity of 700 vehicles per lane per hour was assigned to these segments. Existing Volumes Existing directional PM peak hour volumes were obtained from both existing counts and automated traffic counts conducted during April and May, 1995. Existing counts were obtained from the City from data collected in 1994. Automated traffic counts were collected on major segments throughout Southlake. Traffic volume data was collected at 42 separate locations. In an effort to minimize the total number of counts, data was collected at locations where traffic volumes would typify link volumes on the major segments within the immediate area. For segments not counted, estimates were developed based on data from adjoining roadway counts. This data was compiled for each roadway segment and entered into the database for use in calculations. A summary of volumes by roadway segment is included in Appendix E as part of the existing capital improvements database. Vehicle-Miles of Existing Capacity Supply An analysis of the total capacity within each service area was performed. For each roadway segment, the existing vehicle-miles of existing capacity supplied were calculated using the following equation: Vehicle-Miles of Capacity = Link capacity per peak hour per lane x No.of Lanes x Length of segment(miles) A summary of the existing vehicle-miles of capacity by service area is shown in Table 5. For a detailed listing of vehicle-miles of capacity by roadway segment,refer to Appendix E. Each direction of travel was calculated separately. Vehicle-Miles of Existing Demand The level of current usage in terms of vehicle-miles was calculated for each roadway segment. The vehicle-miles of existing demand were calculated by the following equation: Vehicle-Miles of Demand = PM peak hour volume x Length of segment(miles) Table 5 lists total vehicle-miles of demand for each service area. Appendix E includes a detailed listing of vehicle-miles of demand by roadway segment. Vehicle-Miles of Existing Excess Capacity and Deficiencies For each roadway segment, the existing vehicle-miles of excess capacity and deficiency were calculated. Each direction was evaluated to determine if the demand exceeded the capacity. If demand exceeded capacity in one or both directions,the vehicle-miles of deficiencies were calculated. If no deficiencies were noted, the excess capacity was based on capacity in both directions of travel. A summary of peak hour vehicle-miles of excess capacity and deficiencies by service area is shown Southlake Roadway Impact Fee Study Page 13 in Table 6. A detailed listing of the existing excess capacity and deficiencies by roadway segment is located in Appendix E. Table 5 Peak Hour Vehicle-Miles of Existing Capacity and Demand Service Area Capacity Demand 1 3,703 109 2 6,382 864 3 11,929 2,373 4 10,585 2,721 5 5,044 880 6 4,121 1,328 7 4,406 1,128 8 5,839 1,118 TOTAL 52,282 10,521 Table 6 Peak Hour Vehicle-Miles of Excess Capacity and Existing Deficiencies Zone Excess Capacity Existing Deficiencies 1 3,598 0 2 5,520 0 3 9,552 0 4 7,862 0 5 4,161 0 6 2,793 0 7 3,279 0 8 4,719 0 TOTAL 40,421 0 Southlake Roadway Impact Fee Study Page 14 Projected Conditions A description of all capital improvements or facility expansions and their costs necessitated by and attributable to new development in the service areas is required by Chapter 395. This chapter describes the projected growth, vehicle-miles of new demand, capital improvements program, vehicle-miles of new capacity supplied, and costs of the roadway improvements. Projected Growth The projected growth for each transportation service area is represented by the increase in the number of new vehicle-miles generated over the 10-year planning period. The basis for the calculation of new demand is the population and employment projections that were prepared by NCTCOG and used in the preparation of the Southlake Land Use Assumptions for Impact Fees report. Estimates of population and employment by TSZ were prepared for the years 1995 and 2005. Data of population was provided in terms of the number of dwelling units, households and persons. Employment data was broken into three classes of employees; basic, service and retail. NCTCOG aggregates this data to these components for use in their traffic forecasting model process. Each TSZ is comprised of a variety of residential and non-residential land uses and are classified by Standard Industry Classification (SIC) code. Basic employment (SIC 1,000-5,199) generally encompasses the industrial and manufacturing uses, service employment (SIC 6,000-9,799) encompasses government and office uses and retail employment (SIC 5,200-5,999) generally include commercial and retail uses. Projected Vehicle-Miles of New Demand Projected vehicle-miles of demand was calculated based on the growth expected to occur in the 10- year planning period and the service unit generation for each of the population and employment data components (basic, service and retail). Separate calculations were performed for each data component and then aggregated by service area. Vehicle-miles of demand for population growth was based on dwelling units and demand for employment was based on the number of employees and estimates of square footage per employee. Square footage estimates were obtained from NCTCOG and based on data collected in the workplace survey conducted in 1984. Southlake Roadway Impact Fee Study Page Table 7 lists the projected vehicle-miles of demand by service area. Appendix C contains the projected demand calculation worksheet. Table 7 Vehicle-Miles of New Demand Projected Vehicle-Miles Ser,ice Area of New Demand 1 638 1,728 3 2,569 4 2,887 5 1,912 6 2,966 7 1,382 8 1,203 TOTAL 15,285 Capital Improvements Program The first step in the development of the roadway impact fee system is the determination of a Capital Improvements Program (CIP). City staff in conjunction with the Capital Improvements Advisory Committee developed a capital improvement program of roadway projects to be constructed over the 10-year planning period. The CIP process began with the identification of all potential roadway projects that are eligible for impact fee recovery. Chapter 395 defines eligible roadway facilities as collector or arterial streets which have been designated on the officially adopted Thoroughfare Plan, excluding roadways designated on the federal or Texas highway system. Roadways constructed by private development are also excluded. Figure 2 illustrates the location of potential capital improvement program projects in Southlake. The cost associated with the potential projects list was determined to be about$55 million dollars based on estimates provided by City Staff. Appendix D (pp. D2-3) contains a breakout of costs by project for all potential projects. The CIP list was then pared by City Staff and the Advisory Committee to reflect a more affordable and achievable program. Considerations for project inclusion were: 1) need based on existing conditions, 2) affordability and achievability, 3) financial considerations, 4)jurisdictional issues, 5) Thoroughfare Plan and 6) Staff recommendation. The CIP was further refined in an attempt to match future supply with projected demand. Figure 3 illustrates the recommended capital improvement project locations. Southlake Roadway Impact Fee Study Page 16 CITY - - _ - - - SOUTHLARE --- V • I��.4 --,„!-„,-.:,--1.--).17,7. ,N.c-- il I P 4 — 7.;..—,.. .' • . ... 1 .......,...-:_. 1 a -- Zr''':' "a'::,-..76_, .,..''. ., i:..i'-;.iiCil.t : ! +r�.,_ te,,r: ; ,,,,, , ...... ri, , . \ ./ iL , /' $ it��• 11161161111r : f lr ;T.. •...... . Aingim....,it ......-:--. • r I I bHIfl . 4 tit_I ,.� • I. i li‘-., li ia B; -trs.2. rPliAIM :11, \I! iiiiirrammumr. — i _›,r) ge I: ..1 4, s, i Imo ir ip iiii 3 !I li _;�_ ,.tam fle _ 1' A . XV !" 0 f ..r!'. i Cs — 1-- — 1 — —COI 6_ , - ^� �� rIIP- : 7k i , - Li!' 1 1 i I. I am ii ih mkt 1104, / IIIIIIIIIIINP /I , ,....,....... hip ':�� 14 \L Vis,., , ..,, . �, i I` �'_-�„�— i s ; - _ // I , h rel ,i . Railroad Crossing Signal i0 Traffic Signal Recoupment 0 Traffic Signal Improvement 0 Roadway Improvement Project ORecoupment Project - Projects Not Eligible for FIGURE 2 Impact Fee Recovery POTENTIAL CAPITAL IMPROVEMENT PROJECT LOCATIONS 17 CITY OF "�, SOUTHLAKE - .� -.. , ` f -1 , �' �:, I '- put a • 1 . I ?i. -__ I -_ - r C..\::::..j . - I\ ----;.....7,, —^ if A� :fes .z _- ,.....j N =Er 1 itt i i 1 r ! I , i \ dark '` )1.. agia,." `J 11 I in 141 LI- �..,..., •111‘.. 11 mail...... S . '�,\._.,..,„.. „_ , ,r" k?..1.11P.. ill. .... ilL. III iiil,,,Hvs,„ I: i _.•,... _ • " _ 4 Y _ . 4;17 111161 :\:. le .,--: -3r lovi 4. t . ‘..., _.‘ ,„1„,....1..... . ELM /Iti _ o ri mil i 01 :. ; 1 . ( lea 10 1 0 . t, - abig 'U'- , . 1,______r 1 I .,i • 11 al , , - um _ , 8 —' ——— �• —� ... ..,wr�c .'w.s..4 a...... s.-• ' S tl to�icia wee-,+.. GSR,saw= 4 .91, 7' �.1r�.sarr+ .r WM.War loll 1 -�~" ' wi, 440.411111111 lllWI I CD Roadway improvement Project QRecoupment Project Q Traffic Signal Recoupment Railroad Crossing Signal • Traffic Signal FIGURE 3 RECOMMENDED CAPITAL IMPROVEMENT PROJECT LOCATIONS 18 Costs for roadway projects in the recommended CIP were developed for each segment based on data of recent construction in the area. Project costs were developed by City Staff for construction, engineering , right-of-way, bridge and traffic signals. Financial costs associated with each project were developed by the financial Consultant. Project costs also include the cost impact fee update (3 three year updates at $50,000) and were allocated to each project based on the supply provided by the impro'ement. Table 8 lists the projects and associated costs for each of the recommended projects. The cost for the recommended CIP program totals over $24 million. Of this total, over$386,000 is associated with project recoupment. The ability to recoup cost for previously constructed facilities is specifically authorized in State legislation. The only project scheduled for recoupment is a segment of North Kimball Road (from SH 114 to Southlake Blvd.). Appendix F lists the proposed projects by service area. Projected Vehicle-Miles Capacity Available for New Growth The vehicle-miles of new capacity supply were calculated similar to the vehicle-miles of existing capacity supplied. The equation used was: Vehicle-Miles of New Capacity Supplied= Link capacity per peak hour per lane x Num. of lanes within Service Area x Length of segment(miles) A summary of the vehicle-miles of new supply by service area is listed in Table 9. Table 9 Vehicle-Miles of New Capacity Supplied Vehicle-Miles of New Service Area Capacity Supply 1 1,900 2 3,650 3 5,376 4 6,060 5 6,853 6 5,626 7 4,900 8 2.500 TOTAL - 36,865 Southlake Roadway Impact Fee Study Page 19 o _ _o. , R ^ 2 n ._ - � m ^ dr o ' .� .0 «.- .. A . n ,_, 9 5 ` 3 . 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N 01 . g N J C 0 0 5- 0 5 O O 0 0 0 O 0 0 0 0 0 0 0 . 5- o M Up O d Ir v m v) J 111 W Ft N n n S. t- 0 (Q S m CL W` p (3, J = J Lu C J J N a0 OV. P G O m ~ M v ^ Z J re w W G ; N N N N ? 8 W pW g 8 3 N § zQ~ N = V > Z< 0 U '4 z 3 z 8 5 5 3 Yl in N M N ul U U N A 4f• vs us a _ 4.44 044.m JJ7 O. W W W ~ < Q MI N S V u. W J g ! z 3 0 = z d SU Z S z N $ ggz . S 9 bJ g�g g~g or m O U pm z t7 .- .- ^ U n 2 U t3 3 a tS a. < 0 13m N 3 LL 2 W N N N cc W m N N U W Ui Vl N (l O Z YvJ� y� y Z Q! J ...1 �( Ill w O h UO O C� 3. t<< h 3' S SS y yy O ufl 22 z U 7I U 22 < 5 g Z Z oC' H 00 = J ~ �"W O = z OZ 0 E ao 1S 3c.41d m . O C2 E z 3 z 3 3 z i w 3 W z z z 3 3 m W O z w ui 3 O W W 3 3 3 3 3 y w CC U m F= F- () . /� A A 1. A A ►. A (gyp d N <j N N n n n S W1 h A h Wl A S a ao I. A r- i 03 O F' R� I N N N N h N N N H 20 Cost of Roadway Improvements by Service Area The total cost for each service area to implement the roadway improvements plan projects was calculated. The design, construction, right-of-way, bridge, signal, finance and study update costs were all included in the calculation of total roadway within a particular service area. A summary of the total in each service area is shown in Table 10. A detailed listing can be found in Appendix G. Table 10 Summary of Roadway Improvements Plan Cost Analysis Service Area Total Project Cost(S) 1 996,070.00 2 2,902,140.00 3 4,089,559.00 4 3,341,770.00 5 4,408,870.00 6 3,477,147.00 7 3,537,889.00 8 1A93.269.00 TOTAL 24,216,714.00 Funding of Roadway Projects in Southlake The City of Southlake is currently improving roadways throughout the City,using a variety of funding sources. Figure 4 illustrates the roadway improvements recently or currently undertaken by the City or planned for the future. Segments are identified by funding source. Southlake Roadway Impact Fee Study Page 21 �_ ITY O I _�-- SOLTHL_�RE -,� s. , — f .. • Awtra��r 7 .., .... _________ _._._.___ _ . . 0 r a . s ,Cr-Lili 3--)I 7"77-7-:\t -_. g., ... ______, , ..,-- ,,, . , , ,,,...,...,, ,., _ r-.___ Ig„,, - I r, liakk \WU ; F' *. I jimr._. ,-IL..81 ,,i Q .tet ' iir. lr ...--4 ittqw, ,:zi - .... .., s __-l'w uhft - tiI uot. 11-11-3-:rt,' C --- III MI int 10,6„IIJ*Lt! j it ,.... ,,,-... . , „..1 1,..11„..„. ‘,...ii „..... i.„,.... ;, ,...._, . ........ �'• . J ire lEr7 ..\ 1 , 1 1 ,oihmimi I LL-4./ii ll , 1 . , ge . i : 2...ap 1,1 A ,. _ i_ , , _ 0 ,,_. „, , OM R+ wpo til iiat _ ii� ,�1' 4r:ft /1 --"111111111 1111.. 111W! 0 *al i OP 11 II 1 di 44 --°. D . ' _ Ip1Ji_ ,,...A 1111•11141 6.II : ol .. ..,:Z: ',ER r ' i --1 --114\'-'Ill a4 7- g IV iI • 1 ,c.,....j ..j h /Ai �/ Railroad Crossing Signal Q Traffic Signal Recoupment • Traffic Signal Improvement Q Roadway Improvement Project 0 Recoupment Project _ Projects Not Eligible for FIGURE 4 Impact Fee Recovery ;, Bond Protect FUNDING FOR ROADWAY PROJECTS IN SOUTHLAKE Impact Fee Projects 22 6. Calculation of Transportation Impact Fees This chapter discusses the calculation of the maximum fee per service unit and the calculation of transportation impact fees. The transportation impact fee will vary by the particular land use, service area,and size of the development. Examples are also included to better illustrate the method by which the transportation impact fees are calculated. Maximum Cost Per Service Unit The calculation of the maximum cost per service unit involves the calculation of the net capacity supplied by the CIP after existing demand and deficiencies are removed, and the calculation of the total cost of the net capacity supplied. Where net capacity supplied is greater than the new demand, the maximum fee is simply the cost of supplying the net capacity divided by the number of service units provided. For example, if only 60% of the service units supplied by the CIP are needed in the next 10 years, only 60% of the cost may be considered in calculation fees. If the net capacity supplied is less than projected new demand, then the maximum cost per service unit is calculated by dividing the total cost of net supply by the portion of new demand attributable and necessary by development. In other words, only the cost of what is provided can be considered. Calculations of the maximum fee were developed for each service area. Table 11 lists the maximum fee per service unit in each service area. This represents the cost per service unit and is the maximum fee 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. Appendix H details the maximum fee per service unit calculation for each service area. Southlake Roadway Impact Fee Study Page 23 TABLE 1 I - MAXIMUM FEE COST SUMMARY Service Maximum Fee Per Area Service Unit 1 $508 00 2 $795 00 3 $760 00 4 $551.00 5 $643.00 6 $618.00 7 $722.00 8 $597.00 Weighted Average $656.00 Calculation of Roadway Impact Fees The calculation of roadway impact fees for new development involves a two step process. Step one is the calculation of the total number of service units that will be generated by the development. Step two is the calculation of the impact fee due by the new development. Step 1: Determine number of service units(vehicle-miles) generated by the development using the equivalency table. No. of Development x Vehicle-miles = Development's Units per development unit Vehicle-miles Step 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 = Impact Fee due Vehicle-miles vehicle-mile from Development Examples: For developments located in Service Area 4, which has a maximum fee per vehicle- mile of$551. Single-Family Dwelling 1 dwelling unit x 2.85 vehicle-miles/dwelling unit=2.85 vehicle-miles 2.85 vehicle-miles x $551/vehicle-miles = $1,570.35 Southlake Roadway Impact Fee Study Page 24 50.000 square foot (s.f) Office Building 50 (1,000 s.f. units) x 2.66 vehicle-miles/1,000 s.f. units = 133 vehicle-miles 133 vehicle-miles x $551/vehicle-mile = $73,283.00 100.000 s.f. Retail Center 100 (1,000 s f. units) x 1.80 vehicle-miles/1,000 s.f. units = 180 vehicle-miles 180 vehicle-miles x $551/vehicle-mile = $99,180.00 300.000 s.f. Industrial Development 300 (1,000 s.f. units) x 0.67 vehicle-miles/1,000 s.f. units =201 vehicle-miles 201 vehicle-miles x $551/vehicle-mile =$110,751.00 Southlake Roadway Impact Fee Study Page 2) 7. Conclusions Chapter 395 authorizes the assessment and collection of impact fees in Texas for transportation related capital improvements which must be met in order to assess and collect impact fees. This study was conducted to fulfill the requirements of Chapter 395 in developing a transportation-related impact fee for the City of Southlake. Eight service areas were developed for Southlake. This service area structure was configured so that no point in each area is more than the 3-mile maximum set forth by law. The 3-mile limit ensures that roadway improvements are in close proximity to the development paying the fees that it serves. Vehicle-miles of travel in the PM peak hour is used as the service unit for calculating and assessing impact fees. Vehicle-miles establishes a relationship of the intensity of land development to the demand on the roadway system through the used of published trip generation data and average trip length. The PM peak hour is used as the time period for assessment because the greatest demand for roadway capacity occurs during this hour, roadways are sized to meet this demand and roadway capacity can more easily be defined on an hourly basis. The service units (vehicle-miles) for new development are a function of trip generation and the average trip length for specific uses. Trip generation information was based on data published in Trip Generation by the Institute of Transportation Engineers. Where possible, trip generation rates were adjusted to reflect the primary trip purpose. This would ensure that new development is assigned for the portion of trips associated with that specific development. Because of limited data of diverted trips,adjustments for only pass-by trips were made to trip generation rates. Average trip length data was based on information compiled by NCTCOG based on the 1984 Travel and Workplace survey. The average trip lengths were adjusted to remove travel on state roadways since the law does not allow state designated roadways to be included in calculating impact fees. The result of combining trip generation and trip length information is an equivalency table which establishes a service unit rate for various land uses. Separate rates were established for specific land uses within the broader categories of residential, community, industrial and institutional uses. An analysis of existing conditions revealed that the current roadway system provides over 52,200 vehicle-miles of capacity. The existing demand placed on the system was determined to be over Southlake Roadway Impact Fee Study Page 16 10,500 vehicle-miles. There were no existing deficiencies detected on the system. Projected growth, in terms of vehicle-miles over the 10-year planning period,was based on population and employment data that was prepared in the Land Use Assumptions for Impact Fees report. Based on this growth, the projected vehicle-miles of demand was calculated to be 15,283. A Capital improvements program for the 10-year planning period, was developed by City Staff in conjunction with the Capital Improvements Advisory Committee. The CIP process began by identifying all potential projects which could be included in the calculation on impact fees. Projects eligible for inclusion include arterial and collector streets that have been designated on the officially adopted Thoroughfare Plan of the City. State roadways and developer funded roadways are not eligible for inclusion in calculating impact fees. Forty-nine potential projects totaling over $55 million were identified. From that list, a recommended projects list was developed. Considerations for project inclusion were: the need based on existing conditions, project affordability and achievability, financial considerations, jurisdictional issues, the Thoroughfare Plan and Staff recommendation. The recommended CIP program consists of 21 projects totaling over$24 million and will provide 36,865 vehicle-miles of new capacity. A maximum fee per service unit was calculated for each service area based on the total cost of net capacity supplied by the CIP and the demand attributable to new development over the 10-year planning period. The result represents the cost per service unit and is the maximum fee which can be charged under Chapter 395. Southlake Roadway Impact Fee Study Page 27 A. Roadway Impact Fee Definitions ROADWAY ItiIPaCT FEE DEFINITIONS Average Trip Length - the average actual travel distance between two points. The average trip length for various land uses varies Data of a'erage trip length is based on information from the 1984 NCTCOG Workplace Surrey and Household Surnev for Metroplex. Diverted Trip - similar to pass-by trip, but a di,ersion is made from the re`?ular route to make an interim stop. Impact Fee - a charge or assessment imposed by a city against new development to generate revenue for funding or recouping roadway improvements necessitated and attributable to new development. Maximum Fee Per Service Unit-the highest impact fee that may be collected by the City per vehicle- mile of supply. Calculated by dividing the costs of the capital improvements by the total number of vehicle-miles of demand expected in the 10-year planning period. Pass-by Trip -a trip made as intermediate stop on the way from an origin to a primary trip destination, for example a stop at a convenience store on the way to office from home. PM Peak Hour - the hour when the highest volume of traffic typically occurs. Data collection (April/May 1995) revealed peak hour of travel between 5:00 and 6:00 pm for Southlake. PM Peak Hour Traffic Counts - the number of vehicles passing a certain point during the peak hours of travel. PM traffic counts conducted because greatest demand for roadway capacity occurs during this hour. Primary Trip - a trip made for the specific purpose of visiting a destination, for example, from home to office. Roadway Demand - the demand placed on the roadway network as a result of development. Determined by multiplying the trip generation of a specific land use by the average trip length. Roadway Supply(or Capacity) -the number of service units provided by a segment of roadway over a period of time. Determined by multiplying the lane capacity by the roadway length. Service Area- the area within the city boundaries to be served by capital improvements. Criteria for developing the service area structure include; 1) restricted to 3-mile limit by Chapter 395 (to ensure proximity of roadway improvements to development), 2) conforms to Traffic Survey Zone (TSZ) boundaries,3)as large as possible to 3-mile limit to promote fee uniformity,4)roadway projects on CEP as boundaries, 5) effort to match roadway supply with projected demand. Service Unit - a measure of use or generation attributable to new development for roadway improvements. Also used to measure supply provided by existing and proposed roadway improvements. Al Traffic Survey Zone (TSZ) - the smallest geographic area for which demographic (population and employment) data is available. An industry standard used by the North Central Council of Governments (NCTCOG) in the travel demand forecasting model process. Southlake is comprised of 34 TSZ's. Trip - a single or one-direction vehicle movement with an origin and a destination. Trip Generation - the total trip ends for a land use over a given period of time or the total of all trips entering and exiting a site during that designated time. Used in development of 10-year traffic demand projections and the equivalency table for Southlake. Based primarily on data prepared by the Institute of Transportation Engineers(ITE). ITE publishes trip generation for over 100 land uses (3000 studies) across the nation. Vehicle - for impact fee purposes, any passenger or goods transportation typically on the roadway during peak periods of travel. Vehicle-mile-a unit used to express both supply and demand provided by,and placed on,the roadway system. A combination of a number of vehicles travelling during a given time period and the distance in which these vehicles travel in miles. Over other methods, vehicle-mile specifically meets criteria of Chapter 395. For instance, trip lengths are different for a convenience store vs. a regional mall. A2 B. Land Use Definitions LAM) LSE DEFINITIONS Residential Single-Family Detached - Any single-family detached home on an individual lot is included in this category A typical example of this land use is a home in a suburban subdivision. Multi-Family - This land use includes both low-rise ("walk-up" dwellings) and high-rise multi-family apartments. An apartment is defined as a dwelling unit that is located within the same building with at least three other dwelling units. Also included in this land use are residential condominiums and townhomes. Residential condominiums and townhomes are defined as single-family units that have at least one other single-family unit within the same building structure. Mobile Home - Mobile home parks generally consist of trailers shipped, sited, and installed on permanent foundations, and typically have community facilities such as recreation rooms, swimming pools, and laundry facilities. Retirement Community - Retirement communities - restricted to adults or senior citizens - contain residential units similar to apartments or condominiums, and are usually self- contained villages. They may also contain special services such as medical facilities, dining facilities, and some limited supporting retail facilities. Office General Office Building- A general office building houses one or more tenants and is the location where affairs of a business, commercial or industrial organization, professional person or firm are conducted. The building or buildings may be limited to one tenant, either the owner or lessee, or contain a mixture of tenants including professional services, insurance companies, investment brokers, company headquarters, and services for the tenants such as a bank or savings and loan, a restaurant or cafeteria, and service retail facilities. Business Park- Business parks consist of a group of one or two story buildings served by a common roadway system similar to an office or industrial park. The tenant space is flexible to house a variety of uses. Tenants may be start-up companies or fully matured relatively small companies that require a variety of space. Offices, retail and wholesale sales, restaurants, and recreation, as well as warehousing, manufacturing, light industrial, and scientific research uses are typical within this land use. Commercial Shopping Center- A shopping center is an integrated group of commercial establishments which is planned, developed, owned, and managed as a unit. It is related to its market area in terms of size, location, and type of store. Shopping centers provide on-site parking facilities. Some centers may include non-merchandising uses: office Bt buildim_s, theaters. post offices, banks, health clubs, and recreational facilities such as ice skating rinks. Restaurant - This land use consists of sit-down eating establishments. Quality and high- turnover(sit-down) restaurants are included in this category. Quality restaurants usually have a turnover rate of at least one hour or longer. The turnover rate for a high-turnover (sit-down) restaurant is usually less than one hour. Fast Food Restaurant - This category includes fast food restaurants with or without drive- through windows, such as McDonalds, Burger King, Dunkin Donuts, and Taco Bell. Some establishments may include an indoor or outdoor playground. High Turnover Restaurant - This land use consists of sit-down establishments with turnover rates generally of less than one hour. Convenience Store: > 2.400 sq. ft. - Any convenience market with greater than 2,400 square feet. These markets sell convenience foods, newspapers, magazines, and often, beer and wine. The establishment may have gasoline pumps, but the main use at the location is usually the convenience store. Service Station - Service stations generally are located at intersections or freeway interchanges and may include facilities for servicing, repairing, and fueling motor vehicles. This land use includes service stations without convenience stores. Gas Station with Convenience Stores: < 2.400 sq. ft. - Service stations generally are located at intersections or freeway interchanges and may include facilities for servicing, repairing, and fueling motor vehicles. This land use includes service stations with convenience stores of less than 2,400 square feet. Bank - This land use includes walk-in and drive-in banks. `Valk-in banks are generally free-standing buildings with their own parking lots. These banks do not have drive-in windows. Drive-in banks provide banking facilities for the motorist while in a vehicle; many also serve patrons who walk into the building. Savings and loan companies should also be included in this category. New Car Sales -New car sales facilities are generally included are automobile services and parts sales along with a sometimes substantial used car sales operation. Some dealerships also include leasing activities and truck sales and servicing. Furniture Store - A furniture store specializes in the sale of furniture, and often, carpeting. Industrial General Light Industrial - Light industrial facilities usually employ fewer than 500 persons and have an emphasis on activities other than manufacturing. Typical light industrial activities include printing plants, material testing laboratories, assemblers of data processing equipment, and power stations; most facilities are free-standing and devoted to a single use. B2 Industrial Park - Industrial parks are areas containing a number of industrial or related facilities. They are characterized by a mix of manufacturing, service, and warehouse facilities with a wide variation in the proportion of each type of use from one location to another. Many industrial parks contain highly diversified facilities - some with a large number of small businesses and others with one or tmeo dominant industries. Warehousing - Warehouses are primarily devoted to the storage of materials and typically include an office and maintenance area. ;Mini-warehouse - A mini-warehouse is a building in which a storage unit or vault is rented for the storage of goods. Each unit is physically separated from other units and access is usually provided through an overhead door or other common access point. Institutional elementary School - Elementary schools serve students between the kindergarten and middle school or junior high school levels. Elementary schools are usually centrally located in residential communities in order to facilitate student access and have no student drivers. High School- High schools are for students who have completed middle school or junior high school. This land use typically includes grades nine (9) through twelve (12). Junior/Community College -This land use includes two-year junior colleges or community colleges. A number of two year institutions have sizable evening programs. Dav Care Center-A day care center is a facility where care for pre-school age children is provided, normally during the daytime hours. Day care facilities generally include classrooms, offices, eating areas, and playgrounds. Some centers also provide after- school care for older children. Hospital - A hospital is any institution where medical or surgical care is given to non- ambulatory and ambulatory patients, and overnight accommodations are provided. Nursing Home -A nursing home is any facility whose primary purpose is to care for persons who are unable to care for themselves. The term applies to rest homes, chronic care, and convalescent homes. . Church/Svnagogue - Churches and synagogues are buildings providing public worship services, and generally houses an assembly hall or sanctuary, meeting rooms, classrooms, and occasionally dining, catering, or party facilities. B3 C. Calculation of Vehicle-Miles of New Demand Vehicle-Mile Trip Generation by Service Area, Southlake Pe.fsed 9/13/1995 cased on Sept 5 199.5 Lard '.:se a,sLrrptcrs Repert Estimated Residential Growth Vehicle-Mile Tnp Generation 'Service Area ; Added IVehicle-Miles 1 Total ' Dwelling Units ! per DU Vehicle-Miles 1 ! 2201 2.85 ' 627, 2 370 2 85 1055' 3 604 2 85 1721 , 4 718 2 85 2046 5 350 2 85 998 5 1003 2 85 2859 7, 393 2 85 1120 8! 3421 2.85 975; Estimated Basic Employment Growth Vehicle-Mile Generation Service Areal Added 1 Square Feet j Total 1 Vehicle-Miles 1 Total 1 Employees I per emp 1 Square Feet 1 Per 1000/SF Vehicle-Miles I 11 3 i 1205 j 3,6151 0.67 2 1 2 627 j 12051 755,5350.67 506 3 931 12051 1,121,8551 0.67 752 41 8421 1205 1,014,6101 0.67 680 5 4781 1205 575,9901 0.67 386 6 1371 1205 165,085 0.67 111 7 163 1205 196,415 0.67 132 8' 131 1205 I 157,855 0.67 106 Estimated Service Employment Growth Vehicle-Mile Generation Service Area' Added Square Feet I Total ' Vehicle-Miles Total Employees per emp. Square Feet I Per 1000/SF Vehicle-Miles 1 1 91 3501 3,1501 2.66 8 21 411 3501 14,350 1 2.66 38 3 I 581 3501 20,300 j 2.66 54 4 I 32 1 350 11,200 2.66 30 5 258 350 90,300 2.66 240 6 -19 350 (6,650 2.66 (18) 7 -50 350 (17,500)] 2.661 (47) 8 j 99 3501 34,6501 2.66 1 92 Estimated Retail Employment Growth Vehicle-Mile Generation Service Areal Added Square Feet ' Total 1 Vehicle-Miles Total J Employees per emp. Square Feet 1 Per 1000/SF Vehicle-Miles 1 0 800 01 1.8 0 2 90 800 72,0001.8 130 3 29 800 23,2001 1.8 42 4 91 800 72,800 1.8 131 5 200 800 160,000 1.8 288 6 10 800 8,000 t8 14 7 123 800 j 98,400 1.8 177 8 21 - 8001 16,800 j 1.8 30 Vehicle-mile Generation Summary Residential Basic Service Retail Total Service Area Growth Growth Growth Growth Growth Vehicle-Miles Vehicle-Miles Vehicle-Miles Vehicle-Miles Vehicle-Miles 1 627 2 8 0 638 2 1055 506 38 130 1728 3 1721 7521 54 42 2569 4 2046? 680! 301 131 2887 51 998i 38611 2401 288 1912 61 28591 1111 -18! 14 2966 71 11201 1321 -471 177 1382 81 975 i 106 ! 921 301 1203 Totals j 11,4001 2,6741 398; 812j 15,285 Cl D. Potential Capital Improvement Program Project Location and Costs CITY OF S0 L-T ��`= " HLa�E - — � _ -- 3Ut Q ' 14 _ �,11E11IF a i . .r.tilr'-. \' ! , iVeil d�, N l MOW ___�. 44, i ',Mali. 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TYPE The type of roadway (used in determining capacity): DA = divided arterial UA = undivided arterial DC = divided collector UC = undivided collector PK-HR VOLUME The existing volume of cars on the roadway segment travelling during the afternoon (P.M.) peak hour of travel. A and B indicate the two directions of travel. Direction A is a northbound or eastbound and direction B is southbound or westbound. If only one half of the roadway is located within a service area (see % in service area), one of the directions will have no volume in this service area. The opposing direction will be recorded in the other service area. % IN SERVICE AREA If the roadway is located on the boundary between service areas, half of the roadway is inventoried in one service area and the other half in the other service area. This value is either 50% or 100%. VEH-MI SUPPLY PK-HR The number of total service units (vehicle-miles) supplied within the service area, based on the length and established capacity of the roadway type. VEH-MI TOTAL The total service unit (vehicle-mile) demand created by existing DEMAND PK-HR traffic on the roadway segment in the afternoon peak hour. EXCESS CAPACITY The number of service units supplied but unused by existing PK-HR VEH-MI traffic in the afternoon peak hour. EXISTING DEFICIENCIES The number of service units of demand in excess of the service PK-HR VEH-MI units supplied. NOTE: Excess capacity and existing deficiencies are calculated separately for each direction. It is possible to have excess capacity in one direction and an existing deficiency in the other. When both directions have excess capacity or deficiencies, the total for both directions are presented. E1 SOUTHLAXE IMPACT FEE EXISTING CAPITAL IMPROVEMENTS t IN VEH-N: VEH-M: EXCESS EX:ST:NG ROADWAY FROM TO LENGTH LANES TYPE PK-HR VOLDME SERV SUPPLY TOTAL CAPACITY DEF:C:ENC'_ (MI) A B TOTAL AREA PK-HR DEMAND PK-HOUR PK-HR VEH.V TOTAL PK-HR VEH-M: •• SERVICE AREA: 1 808 JONES T.W. KING N. WHITE CHAPEL 0.59 2 UC 12 8 20 100 590 12 578 0 80B JONES N. WHITE CHAPEL END 1.11 2 UA 9 12 21 100 1388 23 1365 0 N. WHITE CHAPEL B08 JONES GOOSE NECK 0.26 2 UA 21 24 45 100 325 12 315 0 N. WHITE CHAPEL GOOSE NECK COUNTY LINE 0.50 2 UA 35 30 65 100 625 33 593 0 T.W. KING COUNTY LINE BOB JONES 0.62 2 UA 31 16 47 100 775 29 747 0 •• Subtotal •• 3.00 3703 109 3598 0 r E2 SOUTHLAKE IMPACT FEE EXISTING CAPITAL IMPROVEMENTS t IN VEH-MI VEH-MI EXCESS EXISTING ROADWAY FROM TO LENGTH LANES TYPE PK-HR VOLUME SERV SUPPLY TOTAL CAPACITY DEFICI3N::_ (MI) A 8 TOTAL ARIA PK-HR DEMAND PK-HOUR PK-HR VE-_ TOTAL PK-HR VEH-MI ' •• SERVICE AREA: 2 B. DOVE N. WHITE CHAPEL RIDGECREST 0.32 2 UA 0 130 130 50 200 42 158 0 B. DOVE RIDGECREST N. CARROLL 0.65 2 UA 0 124 124 50 406 81 325 0 E. DOVE N. CARROLL LONESOME DOVE 0.41 2 UA 0 160 160 50 256 66 190 0 ' KIRKW00D BLVD. E. SH 114 T.W. KING 0.19 4 DA 31 16 47 100 532 9 523 0 ' LONESOME DOVE EMERALD CIRCLE BURNEY 0.53 2 VC 75 40 115 100 530 61 469 0 LONESOME DOVE B. DOVE EMERALD CIRCLE 0.19 2 UC 100 50 150 100 190 29 161 0 N. CARROLL QUAIL RUN BURNEY 0.20 2 UC 210 110 320 100 200 64 136 0 N. CARROLL E. DOVE QUAIL RUN 0.43 2 UC 259 156 415 100 430 178 252 0 N. WHITE CHAPEL COUNTY LINE E. DOVE 1.22 2 UA 56 39 95 100 1525 116 1410 0 N. WHITE CHAPEL SH 114 E. DOVE 0.64 2 UA 0 59 59 50 400 38 362 0 RIDGECREST B. DOVE WOODLAND 0.70 2 UC 67 28 95 100 700 67 633 0 T.W. KING COUNTY LINE KIRKW00D BLVD. B 0.39 2 UA 31 16 47 100 488 18 470 0 W. DOVE SH 114 N. WHITE CHAPEL 0.42 2 UA 125 100 225 100 525 95 431 0 •• Subtotal •• 6.29 6382 864 5520 0 E3 SOL T H*LAKE IMPACT FEE EXISTING CAPITAL IMPROVEMENTS t IN VEH-M: VEH-M: EXCESS EXISTING ROADWAY FROM TO LENGTH LANES TYPE PK-HR VOLUME SERV SUPPLY TOTAL. CAPACITY DEFIC:1YC:- (MI) A B TOTAL AREA PK-HR DEMAMD PK-HOUR PK-HR VEr. TOTAL PK-HR VEH-M: •• SERVICE AREA 3 N. PEYTONVILLE W. SOUTHLAXE BLVD TEN BAR TRAIL 0.43 2 UC 94 97 191 100 430 82 348 0 N. PEYTONVILLE TEN BAR TRAIL SOUTHRIDGE PKWY. 0.61 2 UC 70 96 166 100 610 101 503 0 N. PEYTONVILLE SOUTHRIDGE PKWY WOODBROOK LN 0.16 2 UA 140 125 265 100 200 42 153 0 N. PEYTONVILLE WOODBROOK W. DOVE 1.03 2 VA 48 96 144 100 1288 148 1140 0 N. WHITE CHAPEL CHAPEL DOWNS W. HIGHLAND 0.46 2 VA 0 382 382 50 288 176 112 0 N. WHITE CHAPEL SOUTHLAXE BLVD. CHAPEL DOWNS 0.51 2 UA 0 350 350 50 319 179 140 0 RANDOLL MILL KINGSWOOD DR. MORGAN RD. 0.93 2 UA 100 125 225 100 1163 209 953 0 RANDOLL MILL W. SOUTHLAXE BLVD. JOHNSON RD. 0.25 2 UA 293 0 293 50 156 73 83 0 RANDOLL MILL JOHNSON RD. FLORENCE RD. 0.51 2 UA 200 0 200 50 319 102 217 0 RANDOLL MILL MORGAN DR. W. DOVE 0.48 2 UA 73 153 226 100 600 108 492 0 RANDOLL MILL FLORENCE RD. KINGSWOOD DR. 0.37 2 UA 124 112 236 100 463 87 375 0 S. WHITE CHAPEL W. HIGHLAND SH 114 0.33 2 UA 0 205 205 50 206 68 138 0 S. WHITE CHAPEL SOUTHLAKE BLVD. CHAPEL DOWNS 0.51 2 UA 0 350 350 50 319 179 140 0 S. WHITE CHAPEL CHAPEL DOWNS W. HIGHLAND 0.46 2 UA 0 382 382 50 288 176 112 0 SHADY OAKS LOVE-HENRY CT. W. HIGHLAND 0.61 2 UC 41 50 91 100 610 56 554 0 SHADY OAKS RAVENAUX W. DOVE 0.63 2 UC 29 12 41 100 630 26 604 0 SHADY OAKS W. HIGHLAND RAVENAUX 0.35 2 UC 29 12 41 100 350 14 336 0 SHADY OAKS W. SOUTHLAXE BLVD. LOVE-HENRY CT. 0.39 2 UC 41 50 91 100 390 35 354 0 SOUTHRIDGE PKWY W. SOUTHLAXE BLVD BRAZOS DR. 0.33 4 DA 230 166 396 100 924 131 793 0 SOUTHRIDGE PKWY. BRAZOS N. PEYTONVILLE • 0.46 2 UA 100 80 180 100 575 83 493 0 W. DOVE N. PEYTONVILLE CITY LIMITS 0.09 2 UA 100 110 210 100 113 19 93 0 W. DOVE SH 114 N. PEYTONVILLE 0.52 2 UA 158 206 364 100 650 189 461 0 W. HIGHLAND S. WHITE CHAPEL SHADY OAKS 0.50 2 UA 50 79 129 100 625 65 561 0 SAM SCHOOL RD W. DOVE CITY LIMITS 0.33 2 UA 25 50 75 100 413 25 387 0 •• Subtotal •• 11.25 11929 2373 9552 0 E4 SOUTHLAKE IMPACT FEE EXISTING CAPITAL IMPROVEMENTS t IN .EH-M: VEH-M: EXCESS EX:ST:NG :AGWAY PROM TO LENGTH LANES TYPE PK-HR VOLUME SERV S7PPLY •OTAL CAPACITY OE7:O:= _-_ (M:) A 3 TOTAL AREA PX-({R DEMAMO PK-HOUR P<-HR v=?+,-v TOTAL P<-HR '/EH-M: • SERv:CE AREA 4 -. DOVE N. CARROLL LONESOME DOVE 0.41 2 UA 180 0 180 50 256 74 132 0 0. DOVE SUNSHINE N X:MBALL 0.41 2 UA 200 257 450 100 513 185 327 0 -. DOVE RIDGECREST N. CARROLL 0.65 2 UA 174 0 174 50 406 113 293 0 I DOVE N. WHITE CHAPEL RIDGECREST 0.32 2 UA 180 0 180 50 200 58 142 0 2. DOVE LONESOME DOVE SUNSHINE 0.41 2 UA 192 199 391 100 513 160 351 0 3. HIGHLAND N. KIMBALL SUNSHINE 0.48 2 UA 115 125 240 100 600 115 485 0 HIGHLAND SUNSHINE N. CARROLL 0.52 2 UA 105 119 224 100 650 116 533 0 I. HIGHLAND N. CARROLL SH 114 0.32 2 OW 0 100 100 100 448 32 416 0 L CARROLL SH 114 E. HIGHLAND 0.26 2 UA 225 110 335 100 325 87 238 0 1- CARROLL E. HIGHLAND WHISPERING LN 0.49 2 UA 155 95 250 100 613 123 489 0 I. CARROLL E. SOUTHLAKE BLVD. SH 114 0.74 2 UA 139 259 398 100 925 295 631 0 ' 1- CARROLL WHISPERING LN PRIMROSE LN 0.38 2 UA 145 87 232 100 475 88 388 0 L CARROLL PRIMROSE LN. E. DOVE 0.36 2 UA 145 87 232 100 450 84 367 0 L KIMBALL E. DOVE CITY LIMITS 0.61 2 UC 247 120 367 100 610 224 386 3 ii KIMBALL SH 114 SHADY LN. 0.73 2 UA 0 227 227 50 456 166 290 0 1. KIMBALL E. DOVE SHADY LANE 0.39 2 UA 275 210 485 100 488 189 299 0 i4. KIMBALL E. SOUTHLAKE BLVD. SH 114 0.19 2 UA 0 200 200 50 119 38 81 0 I. WHITE CHAPEL SH 114 E. DOVE 0.64 2 UA 123 0 123 50 400 79 321 0 , ,;. WHITE CHAPEL SOUTHLAKE BLVD. CHAPEL DOWNS 0.51 2 UA 250 0 250 50 319 128 191 0 • WHITE CHAPEL CHAPEL DOWNS W. HIGHLAND 0.46 2 UA 231 0 231 50 288 106 182 0 3. WHITE CHAPEL W. HIGHLAND SH 114 0.33 2 UA 200 0 200 50 206 66 140 0 ;UNSHINE E. HIGHLAND E. DOVE 0.70 2 UC 21 15 36 100 700 25 674 0 4. HIGHLAND SH 114 S. WHITE CHAPEL 0.50 2 UA 84 256 340 100 625 170 456 0 '• Subtotal e. 10.81 10585 2721 7862 0 E5 SOUTHLAKE IMPACT FEE EXISTING CAPITAL IMPROVEMENTS t :N VEH-H: VIM-H: ExC3:3 3x:3-:N; RCADaAY FROM TO LENGTH LANES TYPE PK-HR VOLUME SERV SUPPLY TOTAL CA?AC:- 0ce.....MC-_ CM:; A 3 TOTAL AREA PK-HR DEMA.`> PK-AO:t PK-;Z V3__ TOTAL PK-:AR 'r1-H: •• SERVICE AREA 5 BRUMLOW AVE. SH 26 E CONTINENTAL 0.76 2 UA 198 0 198 50 475 150 325 0 CROOKED LN E. SCUTHLAKE BLVD S. KIMBALL 0 58 2 UC 57 58 115 100 580 67 5.3 0 E. CONTINENTAL BRUMLOW S. KIMBALL 0.58 2 UA 75 70 145 100 725 84 64: 0 N. KIMBALL SH 114 SHADY LN. 0.73 2 UA 372 0 372 50 456 272 104 0 r N. KIMBALL E. SOUTHLAKE BLVD. SH 114 0.19 2 UA 100 0 100 50 119 19 130 0 ` S. CARROLL S. CONTINENTAL GREENWAY 0.70 2 UA 108 0 108 50 438 76 362 0 S. CARROLL GREENWAY B. SOUTHLAXE 0.30 2 UA 108 0 108 50 188 32 155 0 BLVD. S. KIMBALL CROOKED LN. E. CONTINENTAL 0.40 2 UA 75 70 145 100 500 58 442 3 S. KIMBALL E. SOUTHLAXE BLVD. CROOKED LN. 0.57 2 UA 32 16 48 100 713 27 685 0 SHADY LANE RAINTREE N. KIMBALL 0.42 2 UC 75 25 100 100 420 42 377 0 SHADY LN. SH 114 RAINTREE 0.43 2 UC 92 32 124 100 430 53 376 0 •• Subtotal •• 5.66 5044 880 4161 0 E6 SOUTHLAKE IMPACT FEE EXISTING CAPITAL IMPROVEMENNTS t IN '/EH-M: VEH-M: EXCESS EX:ST:NO i ROALwA'f FROM TO LENGTH LANES TYPE PK-HR VOLUME SERI S�PPLY NOTAL CAPAZ:TY OEF:C'EE: (M:) A a TOTAL AREA PK-HR OEM.AMO PK-HOUR PK-F1 7=',, TOTAL PK-HR VEH-M: •• SERVICE AREA 6 BRNJMLOW AVE SH 26 E CONTINENTAL 0.76 2 UA 0 206 206 50 475 157 313 0 E. CONTINENTAL S CARROLL BRUMLOW 0.34 2 UA 270 250 520 100 425 177 249 0 , E. CONTINENTAL HIGHLAND OAKS BYRON NELSON 0.53 2 UA 170 163 338 100 663 179 483 0 E. CONTINENTAL S. WHITS CHAPEL HIGHLAND OAKS 0.27 2 UA 180 175 355 100 338 96 242 0 ' B. CONTINENTAL BYRON NELSON S. CARROLL 0.49 2 UA 170 168 338 100 613 166 447 0 S. CARROLL E. CONTINENTAL GREENWAY 0.70 2 UA 0 102 102 50 438 71 367 0 S. CARROLL GREENWAY E. SOUTHLAKE 0.30 2 UA 0 102 102 SO 188 31 157 0 S. WHITE CHAPEL PRINCETON PARK SOUTHLAKE BLVD. 0.85 2 UA 287 0 287 50 531 244 287 0 S. WHITE CHAPEL CONTINENTAL PRINCETON PARK 0.25 2 UA 287 0 287 50 156 72 84 0 S. WHITE CHAPEL CITY LIMIT CONTINENTAL 0.47 2 UA 287 0 287 50 294 135 159 0 •• Subtotal •• 4.96 4121 1328 2793 0 ET , SOUTHLAKE IMPACT FEE EXISTING CAPITAL IMPROVEMENTS t :N VEH-N: VEH-M: EXCESS EX:ST:NG ' ROA:WAY FRIM TO LENGTH LANES TYPE PK-HR VOLUME SERV SUPPLY TOTAL CAPAC:"': ...,.._-�NC._ (M:) A a TOTAL AREA PX-HR GEMAMC PK-HOUR PK-=i V'c TOTAL PK--R VEH-M: •• SERV:CE AREA 7 S PEYTONVILLE W CONTINENTAL W SCUTHLAXE 1 00 2 UA 102 84 186 100 1250 186 1364 0 BLVD. S. WHITE CHAPEL CONTINENTAL PRINCETON PARK 0 25 2 UA 0 330 330 50 156 83 73 S. WHITE CHAPEL CITY LIMIT CONTINENTAL 0.47 2 UA 0 204 204 50 294 96 193 3 S. WHITE CHAPEL PRINCETON PARK SOUTHLAXE BLVD. 0.85 2 UA 0 330 330 50 531 281 250 0 W. CONTINENTAL SOtTCHLA103 HILLS LEXINGTON SQUARE 0.72 2 UA 100 190 290 100 900 209 691 0 W. CONTINENTAL S. PEYTONVILLE SOUTHLAXE HILLS 0.28 2 UA 90 180 270 100 350 76 275 0 W. CONTINENTAL DAVIS BLVD. S. PEYTONVILLE 0.52 2 UA 80 169 249 100 650 129 520 0 W. CONTINENTAL LEXINGTON SQUARE S. WHITE CHAPEL 0.22 2 UA 110 200 310 100 275 68 208 0 •• Subtotal •• 4.31 4406 1128 3279 0 E8 SOUTHLAKE IMPACT FEE EXISTING CAPITAL IMPROVEMENTS V :N YEH-M: +EH-w: EXCESS EX:ST:NG RCALWAY FRCM TO LENGTH .?.YES TYPE ?K-HR VOLUME SER/ SUPPLY TOTAL CA?AC..! YC:_ (M:) A 3 TCTAL AREA PK-HR 7EMA.".7 PK-HCt:R PK-HR YE TCTA:. PK-HA VEH-M: •• sERV:CE AREA 8 FLORENCE RD PEARSON LN. RANDOLL MILL 1.00 2 UC 44 88 132 100 1000 132 868 0 JOHNSON RD. PEARSON RANDOLL MILL 1 00 2 UA 115 115 230 100 1250 230 1020 0 N. PEARSON JOHNSON RD. FLORENCE RD. 0.51 2 UA 167 191 358 100 638 183 456 0 N. PEASON LN. W. SOUTHLAKE BLVD. JOHNSON RD. 0.49 2 UA 191 193 384 100 613 188 423 0 RANDOLL MILL W. SOUTHLAKE BLVD. JOHNSON RD. 0.25 2 UA 0 234 234 50 156 59 97 0 RANDOLL MILL JOHNSON RD. FLORENCE RD. 0.51 2 VA 0 150 150 50 319 77 242 0 S. PEARSON UNION CHURCH W. SOUTHLAXE 0.49 2 UA 80 72 152 100 613 74 538 0 BLVD. UNION CHURCH PEARSON LN. DAVIS BLVD. 1.00 2 UA 85 90 175 100 1250 175 1075 0 •• Subtotal •• 5.25 5839 1118 4719 0 E9 F. Roadway Improvement Plan Projects ROADWAY IMPROVEMENTS PLAN PROJECTS Definitions LANES The total number of lanes in both directions mailable for travel. TYPE The type of roadway (used in determining capacity): DA = divided arterial AS = arterial with continuous left-turn lane UA = undivided arterial DC = divided collector PK-HR VOLUME The existing volume of cars on the roadway segment travelling during the afternoon(P.M.) peak hour of travel. % IN SERVICE AREA If the roadway is located on the boundary between service areas, half of the roadway is inventoried in one service area and the other half in the other service area. This value is either 50%or 100%. VEH-MI SUPPLY TOTAL The number of total service units (vehicle-miles) supplied within the service area, based on the length and established capacity of the roadway type. VEH-MI TOTAL The total service unit (vehicle-mile) demand created by DEMAND PK-HR existing traffic on the roadway segment in the afternoon peak hour. EXCESS CAPACITY The number of service units supplied but unused by PK-HR VEH-MI existing traffic in the afternoon peak hour. F1 SOUTHLAXE IMPACT FEE ROADWAY IMPROVEMENTS PLAN PROJECTS ROADWAY FRCM TO LENGTH LANES TYPE PX-HR t IN VEH-MI VEH-MI EXCESS (M:) VOLUME SERV SUPPLY TOTAL CAPACITY TOTAL AREA PK-HR OEMAY.O PK-HOUR TOTAL P(-HZ 'JEH-MI •• SERVICE AREA 1 N. WHITE CHAPEL BOB JONES COUNTY LINE 0 76 4 UA 65 100 1900 49 1850 •• Subtotal •• 0.76 1900 49 1850 F2 SOLTHLAKE IMPACT FEE ROADWAY IMPROVEMENTS PLAN PROJECTS ROADWAY FROM TO LENGTH LANES TYPE PK-HR t IN VEH-MI VEH-MI EXCESS (M:) VOLUME SERV SUPPLY TOTAL CAPACITY TOTAL AREA PK-HR DEMA.MD PK-HCUR TOTAL PK-HR VEH-M: •• SERVICE AREA 2 N WHITE CHAPEL COUNTY LINE E. DOVE 0.90 4 UA 95 100 2250 86 2155 W. DOVE SH 114 N. WHITE CHAPEL 0 50 5 AS 225 100 1400 113 1237 •• Subtotal •• 1.40 3650 199 3452 F3 SOUTHLAXE IMPACT FEE ROADWAY IMPROVEMENTS PLAN PROJECTS ROADWAY FROM TO LENGTH LANES TYPE PK-HR I IN VEH-MI VEH-MI EXCESS (MI) VOLUME SERV SUPPLY TOTAL CAPACITY TOTA:. AREA P<-HR CEMA.4D P<-HCUR TOTAL ?<-Hit VEH-4: •• SERV:OE AREA 3 N. PEYTONVILLE RAVENW00D W DOVE 1 22 4 UA 144 100 3050 176 2374 N PEYTONVILLE W. SOUTHLAXE BLVD .12mi N of 1709 0.12 5 AS 191 100 336 23 313 SHADY OAKS FM 1709 DOVE 1.99 2 UC 92 100 1990 183 1907 •• Subtotal •• 3.33 5376 382 4994 F4 SOUTHLAKE IMPACT FEE ROADWAY IMPROVEMENTS PLAN PROJECTS ROADWAY FROM TO LENGTH LANES TYPE PK-HR t IN VEH-MI VEH-MI EXCESS (M:) VOLU'YE SERV SUPPLY TCTAL CAPAC:TY TOTAL AREA PK-HR OEMAMD PK-HCUR TOTAL PK-HR VEH-M: •• SERVICE AREA 4 E HIGHLAND N. CARROLL SH 114 0.32 4 UA 100 100 800 32 363 N. CARROLL E. SOUTHLAKE BLVD SH 114 0.74 5 AS 398 100 2072 295 1777 N. CARROLL SH 114 WHISPERING LANE 0.49 5 AS 205 100 1372 100 1271 N. KIMBALL SH 114 E. SOUTHLAKE BLVD. 0.19 5 AS 200 50 266 38 228 W. HIGHLAND SH 114 S. WHITE CHAPEL 0.62 4 UA 340 100 1550 211 1339 •• Subtotal •• 2.36 6060 676 4983 F5 SOUTHLAKE IMPACT FEE ROADWAY IMPROVEMENTS PLAN PROJECTS ROADWAY FROM TO LENGTH LANES TYPE PK-HR t IN VEH-MI VEH-MI EXCESS (M:) VOLUME SERV SUPPLY TOTA:. CAPACITY TOTAL AREA PK-HR D MAN) PK-HOUR TOTAL PK-HR VEX-M: •• SERVICE AREA: 5 BRUMLOW E. CONTINENTAL SH 26 0.76 4 UA 199 50 950 150 900 E. CONTINENTAL BRUMLOW S KIMBALL (OLD) 0 57 5 AS 145 100 1596 83 1513 E CONTINENTAL S KIMBALL (OLD) SH 26 0 47 5 AS 0 100 1316 0 1316 EXT. N. KIMBALL SH 114 E. SOUTHLAKE BLVD. 0.19 5 AS 100 50 266 19 247 S. KIMBALL B. SOUTHLAKE BLVD. CROOKED LN. 0.57 4 UA 48 100 1425 27 1399 S. KIMBALL CROOKED LN. S. CONTINENTAL 0.52 4 UA 0 100 1300 0 1300 EXT. •• Subtotal •,, 3.08 6853 279 6575 F6 SOUTHLAXE IMPACT FEE ROADWAY IMPROVEMENTS PLAN PROJECTS ROADWAY FROM TO LENGTH LANES TYPE PK-HR U IN VEH-MI VEH-MI EXCESS (M:) VOLUME SERV SUPPLY TOTAL CAPAC:TY TOTAL AREA PK-HR DEMA.MD PK-HCUP TOTAL PK-HR VEH-M: •• SERVICE AREA 6 BRUMLOW E. CONTINENTAL SH 26 0.76 4 UA 206 50 950 157 793 E. CONTINET•T:AL S. WHITE CHAPEL S CARROLL 1 29 5 AS 355 100 3612 458 3154 E. CONTINENTAL S. CARROLL BRUMLOW 0.33 5 AS 520 100 1064 198 946 •• Subtotal •• 2.43 5626 813 4813 F7 SOUTHLAXE IMPACT FEE ROADWAY IMPROVEMENTS PLAN PROJECTS ROADWAY FROM TO LENGTH LANES TYPE PK-HR t IN VEH-MI VEH-MI EXCESS (MI, VOLUME SERI SUPPLY TOTAL CAPACITY TOTAL AREA P<-HR D=MA.MO PE-HOUR :TAL PX-HR V=H-M: •• SERVICE AREA 7 W. CONTINENTAL DAVIS BLVD. S. PEYTONJILLE 0.52 S AS 249 100 1456 129 1326 W. CONTINENTAL S. PEYTONVILLE S WHITE CHAPEL 1.23 5 AS 310 100 3444 381 3063 •• Subtotal •• 1.15 4900 510 4339 F8 SOUTHLAXE IMPACT FEE ROADWAY IMPROVEMENTS PLAN PROJECTS RCADWAY FROM TO LENGTH LANES TYPE ?K-HR t IN VEH-MI VEH-MI EXCESS 'MI) VOLUME SERV SUPPLY TOTAL CAPACITY TOTAL AREA PK-HR DEEMA.MD PK-HOUR TOTAL PK-HR VEH-M: •• SERVICE AREA: 8 JOHNSON N. PEARSON RANCOLL MILL 1 00 4 UA 230 100 2500 230 2270 •• Subtotal •• 1.00 2500 230 2270 F9 G. Roadway Improvements Plan Cost Analysis ROADWAY IMPROVEMENTS PLAN COST ANALYSIS Definitions LANES The total number of lanes in both directions available for travel. TYPE The type of roadway (used in determining capacity): DA = divided arterial AS = arterial with continuous left-turn lane UA = undivided arterial DC =divided collector % IN SERVICE AREA If the roadway is located on the boundary between service areas, half of the roadway is inventoried in one service area and the other half in the other service area. This value is either 50% or 100%. TOTAL SEGMENT COST The estimated cost (in dollars) of the entire segment of the proposed improvement. TOTAL COST IN SERVICE AREA The estimated cost(in dollars) of the portion of the proposed roadway improvement within the service area. G1 SOL:HLAKE IMPACT FEE ROADWAY IMPROVEMENT PLAN COST ANALYSIS TOTAL COST LENGTH TOTAL IN SERVICE ROADWAY FROM TO (M:1 LANES TYPE RDWY COST AREA •• SERVICE AREA 1 N WHITE CHAPEL BOB JENES COUNTY LINE 0 75 4 VA 953,339.:0 953,333 00 •• S:Scocal •• 0.75 958,339 00 953,333 00 TOTAL ROADWAY COST IN SERVICE AREA - 5 958339.00 TOTAL TRAFFIC CONTROL DEVICE COST IN SERVICE AREA • S 0.00 TOTAL FUTURE CIP PREPARATION COST IN SERVICE AREA • S 7730.91 TOTAL IFRIP COST IN SERVICE AREA • 5 966069.91 G2 SOUTHLARE IMPACT FEE ROADWAY IMPROVEMENT PLAN COST ANALYSIS TOTAL COST LENGTH TOTAL :N S=R'.:=E RCADWAY FRCM TO (MI) LANES TYPE ROW? COST AREA •• SER/ICE AREA. 2 N WHITE CHAPEL COUNTY L:N3 _ 0072 0 9: 4 UA 1,942,524 00 1,942,424 00 W COVE SH 114 N WHITE CHAPEL 0 50 5 AS 733,415 00 733,415 00 •• Subtotal •• 1 40 2,731,039 00 2,731,039 00 TOTAL ROADWAY COST IN SERVICE AREA - $ 2731039.00 TOTAL TRAFFIC CONTROL DEVICE COST IN SERVICE AREA - $ 156250.00 TOTAL FUTURE CIP PREPARATION COST IN SERVICE AREA - $ 14651.49 TOTAL IFRIP COST IN SERVICE AREA - $ 2902140.49 G3 SCUTHLAXE IMPACT FEE ROADWAY IMPROVEMENT PLAN COST ANALYSIS TOTAL COST LENGTH TOTAL :N SERV:CE ROADWAY FRCM TO (M:) LANES TYPE RDWY COST AREA •• SERV:CE AREA 3 N PEYTCN':ILLE RA'i=NaC00 A CCVE 1 22 4 UA 1,539.335 00 1,538,385 00 N ?EY':OW/I..LE W SCU:HLAXE BLVD 12mi N of 1707 0 12 5 AS 183,227.00 183,220.03 SHADY OAKS FM 1709 DOVE 1.93 2 UC 2,183,830.00 2,193,830.00 •• Subtotal •• 3.33 3,911,435.00 3,911,435.00 TOTAL ROADWAY COST IN SERVICE AREA - $ 3911435.00 TOTAL TRAFFIC CONTROL DEVICE COST IN SERVICE AREA - $ 156250.00 TOTAL FUTURE CIP PREPARATION COST IN SERVICE AREA • $ 21874.41 TOTAL IFRIP COST IN SERVICE AREA - $ 4089559.41 G4 SOVTHLAKE IMPACT PEE ROADWAY IMPROVEMENT PLAN COST ANALYSTS TCTA. COST LENGTH TOTAL ZN SERV:c_ RCAZWAY FRC.M TO (M:) USES TYPE RO:Y COST AREA •• SERJ_CE AREA 4 E HIGHLAND N CARROLL SH 1:i 0 32 4 JA 373,5:1.00 43.511 03 N. CARROLL E. SCU':HLA.)E BLVD SH 114 0.74 5 AS 1,166,854.00 1,166,354 00 N. CARROLL SH 114 WHISPERING LANE 0.49 S AS 772,646.00 772,646.00 N. K:!HALL SH 114 E SOLTHLAKE BLVD. 0.19 5 AS 299,593.00 149,799.00 W. HIGHLAND SH 114 S. WHITE CHAPEL 0 62 4 UA 781,803.00 781,303.03 •• Subtotal •• 2.36 3,424,412.00 3,274,613.00 TOTAL ROADWAY COST IN SERVICE AREA - $ 3274613.00 TOTAL TRAFFIC CONTROL DEVICE COST IN SERVICE AREA • $ 42500.00 TOTAL FUTURE CSP PREPARATION COST IN SERVICE AREA • $ 24657.53 TOTAL IFRIP COST IN SERVICE AREA - $ 3341770.53 G5 SOITCHLAXE IM?ACT FEE ROADWAY IMPROVEMENT PLAN COST ANALYSIS TCTA.. COST ..ZNGTH ...TA.. IN S14'I:Z.. � W � FRCM TO (M:1 "...AYES TYPE � R3,+Y COST AMAa.,A.. A. •• SERV:CE AREA 5 I. CONTINENTAL SH 26 0 75 4 VA 953.333 00 479,169 00 3a'.v•...CW '- 794 00 ^,13),794 00 5 KIM3ALL (OLD) 0.57 5 AS 1,133, E CONTINENTAL BRL•MLOW 741,110.00 7i1,110.00 E. CONTINENTAL EXT. S. KIMBALL (OLD) SH 26 0.47 5 AS N. KIMBALL SH 114 E. SOU MLAKE BLVD. 0.19 5 AS 299,598.00 149,799.00 S. KIMBALL E. SOUTMIAKE BLVD. CROOKED LN. 0.57 4 VA 718,754.00 713,754.00 S. KIMBALL CROOKED LN. E. CON':INENTAL EXT. 0.52 4 UA 655,705.00 655,705.00 •• Subtotal •• 3.08 4,557,299.00 3,929,331.00 TOTAL ROADWAY COST IN SERVICE AREA • S 3928331.00 TOTAL TRAFFIC CONTROL DEVICE COST IN SERVICE AREA - S 452656.25 TOTAL FUTURE CIP PREPARATION COST IN SERVICE AREA . S 27884.17 TOTAL IFRIP COST IN SERVICE AREA - S 4408871.42 G6 SOUTHLARE IMPACT FEE ROADWAY IMPROVEMENT PLAN COST ANALYSIS TOTAL COST LENGTH TOTAL IN SERVICE ROADWAY FRCM TO (MI) LANES TYPE ROW? COST .AREA •• S1RVICE AREA 6 3RCM'JW D CONT."NE TTL, SN 26 0 76 4 JA 958,313.00 473,163 00 E CCNT:NENTAL S WH:TE CHAPEL S CARROLL 1 29 5 AS 2,121,985 00 2,121,985 00 E. CONTINENTAL S CARROLL BRUMLOW 0.38 5 AS 599,195.00 599,195 00 •• Subtotal •• 2.43 3,679,518.00 3.200,349.00 TOTAL ROADWAY COST IN SERVICE AREA - S 3200349.00 TOTAL TRAFFIC CONTROL DEVICE COST IN SERVICE AREA - $ 253906.25 TOTAL FUTURE CIP PREPARATION COST IN SERVICE AREA - $ 22891.63 TOTAL IFRIP COST IN SERVICE AREA - S 3477146.88 G7 SOLTHLAx_ IM?ACT FEE ROADWAY IMPROVEMENT PLAN COST ANALYSIS TOTAL COST LENGTH TOTAL IN SERVICE ROADWAY FROM TO (MI) LANES TYPE P. WY COST AREA •• 02x7001 AREA 7 a CONTINENTAL 0A7:3 9:.VD S ?EYTONV:LLE 0 52 5 AS 935,35: 00 995,95: 07 w CONTINENTAL S PEYTONVILLE S WHITE CHAPEL 1 23 5 AS 2,297,625 00 2,237,625 00 •• Subtotal •• 1.75 3,283,576.00 3,283,576.00 TOTAL ROADWAY COST IN SERVICE AREA - 5 3283576.00 TOTAL TRAFFIC CONTROL DEVICE COST IN SERVICE AREA . 5 234375.00 TOTAL FUTURE CIP PREPARATION COST IN SERVICE AREA • 5 19937.61 TOTAL IFRIP COST IN SERVICE AREA • 5 3537888.61 G8 SCUTHLAKE IMPAC: FEE ROADWAY IMPROVEMENT PLAN COST ANALYSIS TOTA:. COST LENGTH TOTAL IN 3E V:CE ROADWAY FROM TO (M:) LANES TYPE RDWY COST AREA •• SERVICE AREA. a JOHNSON N PIARSCN RANCOLL M:LL 1 CI 4 JA 1,433,035 00 1,433,196 00 •• Subtotal •• 1.00 1,483,096 00 1,483.096.00 TOTAL ROADWAY COST IN SERVICE AREA - $ 1483096.00 TOTAL TRAFFIC CONTROL DEVICE COST IN SERVICE AREA - $ 0.00 TOTAL FUTURE CIP PREPARATION COST IN SERVICE AREA . $ 10172 25 TOTAL IFRIP COST IN SERVICE AREA - $ 1493268.25 G9 H. Service Area Analysis Summary Summary Maximum Impact Fee Per Service Unit Service Area Maximum Fee Per Service Unit 1 $508.00 2 $795.00 3 $760.00 4 $551.00 5 $643.00 6 $618.00 7 $722.00 8 $597.00 H1 SOUTHLAXE IMPACT FEE SIIR7:CE AREA A.NALYS:S SUMMARY SIIR'::CE AREA TOTAL VEH-MI OF CAPACITY SUPPLIED BY IFRIP (TVMCAP) • 1900 TOTAL VEH-MI OF EXISTING DEMAND (VMEXT) • 49 TOTAL VEH-MI OF EXISTING DEFICENCIES (VMDEF) • 0 NET AMOUNT OP ROADWAY CAPACITY SUPPLIED (NVMCAP) • 1851 NVMCAP • TVMCAP - VMEXT - VMDEF TOTAL COST OF IFRIP WITHIN SERVICE AREA (TVMCOST1) • $966,069.91 COST OF NET CAPACITY SUPPLIED (NCVMCAP) • $941,155.48 NCVMCAP • (NVMCAP/TVMCAP)•TVMCOST1 COST TO MEET EXISTING NEEDS AND USAGE (EXCOST) • $24,914.43 TOTAL VEH-MI OF NEW DEMAND OVER TEN YEARS (TNEWDEM) • 638 PERCENT OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NPCNT) • 34.47 IF TNEWDEM > NVMCAP, NPCNT • 100.00 IF TNEWDEM c NVMCAP, NPCNT • (TNEWDEM/NVMCAP)•100 COST OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NCVMDEM) • $324,396.11 NCVMDEM • (TNEWDEM/NVMCAP) • NCVMCAP MAXIMUM FEE PER SERVICE UNIT (VEH-MI) • $508.00 MAX FEE • NCVMDEM/TNEWDEM H2 SOUTHLAXE IMPACT FEE SERVICE ARIA ANALYSIS SUMMARY SERVICE AREA 2 TOTAL VEH-MI OF CAPACITY SUPPLIED SY IFRIP (TVMCAP) - 3650 TOTAL VEH-MI OF EXISTING DEMAND (VMEXT) - 199 TOTAL VEH-MI OF EXISTING DEFICENCIES (VMDEF) • 0 NET AMOUNT OF ROADWAY CAPACITY SUPPLIED (NVMCAP) • 3451 NVMCAP - TVMCAP - VMEXT - VMDEF TOTAL COST OF IFRIP WITHIN SERVICE AREA (TVMCOST1) • $2,902,140.49 COST OF NET CAPACITY SUPPLIED (NCVMCAP) - $2,743,914.20 NCVMCAP - (NVMCAP/TVMCAP)•TUMCOST1 COST TO MEET EXISTING NEEDS AND USAGE (EXCOST) - $158,226.29 TOTAL VEH-MI OF NEW DEMAND OVER TEN YEARS (TNEWDEM) - 1728 PERCENT OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NPCNT) - 50.07 IF TNEWDEM > NVMCAP, NPCNT • 100.00 IF TNEWDEM < NVMCAP, NPCNT - (TNEWDEM/NVMCAP)•100 COST OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NCVMDEM) - $1,373,944.87 NCVMDEM • (TNEWDEM/NVMCAP) • NCVMCAP MAXIMUM FEE PER SERVICE UNIT (VEH-MI) = $795.00 MAX FEE - NCVMDEM/TNEWDEM H3 SOUTHLAXE IMPACT FEE SERVICE AREA ANALYSTS SUMMARY SERVICE AREA 3 TOTAL VEH-MI OF CAPACITY SUPPLIED BY IFRIP (TVMCAP) • 5376 TOTAL VEH-MI OF EXISTING DEMAND (VMEXT) • 382 TOTAL VEH-MI OF EXISTING DEFICENCIES (VMDEF) • 0 NET AMOUNT OF ROADWAY CAPACITY SUPPLIED (NVMCAP) • 4994 NVMCAP - TVMCAP - VMEXT - VMDEF TOTAL COST OF IFRIP WITHIN SERVICE AREA (TVMCOST1) - $4,089,559.41 COST OF NET CAPACITY SUPPLIED (NCVMCAP) • $3,798,969.44 NCVMCAP - (NVMCAP/2VMCAP)•TVMCOST1 COST TO MEET EXISTING NEEDS AND USAGE (EXCOST) - $290,589.97 TOTAL VEH-MI OF NEW DEMAND OVER TEN YEARS (TNEWDEM) - 2569 PERCENT OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NPCNT) - 51.44 IF TNEWDEM > NVMCAP, NPCNT • 100.00 IF TNEWDEM < NVMCAP, NPCNT - (TNEWDEM/NVMCAP)•100 :es COST OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NCVMDEM) - $1,954,255.60 NCVMDEM - (TNEWDEM/NVMCAP) • NCVMCAP MAXIMUM FEE PER SERVICE UNIT (VEH-MI) • $760.00 MAX FEE - NCVMDEM/TNEWDEM H4 SOUTHLAXE IMPACT FEE SERVICE AREA ANALYSIS SUMMARY 51a/:CE AREA 4 TOTAL VEH-MI OF CAPACITY SUPPLIED BY IFRIP (TVMCAP) - 6060 TOTAL VEH-MI OF EXISTING DEMAND (VMEXT) ' 676 TOTAL VEH-MI OF EXISTING DEFICENCIES (VMDEF) ' 0 NET AMOUNT OF ROADWAY CAPACITY SUPPLIED (NVMCAP) - 5384 NVMCAP • TVMCAP - VMEXT - VMDEF TOTAL COST OF IFRIP WITHIN SERVICE AREA (TVMCOST1) - 53,341,770.53 COST OF NET CAPACITY SUPPLIED (NCVMCAP) • 52.968,992.17 NCVMCAP = (NVMCAP/TVMCAP).TVMCOSTI COST TO MEET EXISTING NEEDS AND USAGE (EXCOST) • 5372.778.36 TOTAL VEH-MI OF NEW DEMAND OVER TEN YEARS (TNEWDEM) ' 2887 PERCENT OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NPCNT) - 53.62 IF TNEWDEM s NVMCAP, NPCNT - 100.00 IF TNEWDEM < NVMCAP, NPCNT . (TNEWDEM/NVMCAP) 100 COST OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NCVMDEM) = 51,592,028.30 NCVMDEM • (TNEWDEM/NVMCAP) • NCVMCAP MAXIMUM FEE PER SERVICE UNIT (VEH-MI) - 5551.00 MAX FEE - NCVMDEM/TNEWDEM H5 SOUTHLIXE IMPACT FEE SERVICE AREA ANALYSIS s2O'.AAY SERVICE AREA 5 TOTAL VEH-MI OF CAPACITY SUPPLIED BY URI? (TVMCAP) - 6853 TOTAL VEH-MI OF EXISTING DEMAND (VMEXT) - 279 TOTAL VEH-MI OF EXISTING DE:ICENCIES (VMDEF) - 0 NET AMOUNT OF ROADWAY CAPACITY SUPPLIED (NVMCAP) - 6574 NVMCAP - TVMCAP - VMEXT - VMDEF TOTAL COST OF IFRIP WITHIN SERVICE AREA (TVMCOST1) - $4,408,871.42 COST OF NET CAPACITY SUPPLIED (NCVMCAP) - 54,229,377.02 NCVMCAP - (NVMCAP/TVMCAP)•TVMCOST1 COST TO MEET EXISTING NEEDS AND USAGE (EXCOST) - $179,494.40 TOTAL VEH-MI OF NEW DEMAND OVER TEN YEARS (TNEWDEM) - 1912 PERCENT OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NPCNT) - 29.08 IF TNEWDEM > NVMCAP, NPCNT - 100.00 IF TNEWDEM < NVMCAP, NPCNT - (TNEWDEM/NVMCAP).100 COST OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NCVMDEM) - 51,230,083.49 NCVMDEM - (TNEWDEM/NVMCAP) • NCVMCAP MAXIMUM FEE PER SERVICE UNIT (VEH-MI) - $643.00 MAX FEE - NCVMDEM/TNEWDEM H6 SOUTHLAXE IMPACT FEE SERVICE AREA ANALYSIS SUMMARY SERVICE AREA: 6 TOTAL VEH-MI OF CAPACITY SUPPLIED BY IFRIP (TVMCAP) - 5626 TOTAL VEX-MI OF EXISTING DEMAND (VMEXT) - 813 TOTAL VEH-MI OF EXISTING DEFICENCIES (VMDEF) - 0 NET AMOUNT OF ROADWAY CAPACITY SUPPLIED (NVMCAP) - 4813 NVMCAP - TVMCAP - VMEXT - VMDEF TOTAL COST OF IFRIP WITHIN SERVICE AREA (TVMCOST1) - $3,477,146.88 COST OF NET CAPACITY SUPPLIED (NCVMCAP) - $2,974,672.58 NCVMCAP - (NVMCAP/TVMCAP)•TVMCOST1 COST TO MEET EXISTING NEEDS AND USAGE (EXCOST) - $502,474.30 TOTAL VEH-MI OF NEW DEMAND OVER TEN YEARS (TNEWDEM) - 2966 PERCENT OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NPCNT) - 61.62 IF TNEWDEM NVMCAP, NPCNT - 100.00 IF TNEWDEM < NVMCAP, NPCNT - (TNEWDEM/NVMCAP)•100 COST OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NCVMDEM) - $1,833,135.02 NCVMDEM - (TNEWDEM/NVMCAP) • NCVMCAP MAXIMUM FEE PER SERVICE UNIT (VEX-MI) . $618.00 MAX FEE - NCVMDEM/TNEWDEM H7 SOUTHLAXE IMPACT FEE SERVICE AREA ANALYSIS SUMMARY SEER'/:CE AREA 7 TOTAL VEH-MI OF CAPACITY SUPPLIED BY IFRIP (TVMCAP) . 4900 TOTAL VEH-MI OF EXISTING DEMAND (VMEXT) • 510 TOTAL VEH-MI OF EXISTING DEFICENCIES (VMDEF) • 0 NET AMOUNT OF ROADWAY CAPACITY SUPPLIED (NVMCAP) • 4390 NVMCAP . TVMCAP - VMEXT - VMDEF a TOTAL COST OP IFRIP WITHIN SERVICE AREA (TVMCOST1) • $3,537,888.61 COST OF NET CAPACITY SUPPLIED (NCVMCAP) • $3,169,659.39 NCVMCAP • (NVMCAP/TVMCAP)•TVMCOST1 COST TO MEET EXISTING NEEDS AND USAGE (EXCOST) • $368,229.22 TOTAL VEH-MI OF NEW DEMAND OVER TEN YEARS (TNEWDEM) • 1382 PERCENT OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NPCNT) • 31.48 IF TNEWDEM NVMCAP, NPCNT • 100.00 IF TNEWDEM c NVMCAP, NPCNT • (TNEWDEM/NVMCAP)•100 COST OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NCVMDEM) • $997,828.99 NCVMDEM . (TNEWDEM/NVMCAP) • NCVMCAP MAXIMUM FEE PER SERVICE UNIT (VEH-MI) • 8722.00 MAX FEE • NCVMDEM/TNEWDEM H8 SOUTHLAXE IMPACT FEE SERVICE AREA ANALYSIS SUMMARY SERVICE AREA: 8 TOTAL VEH-MI OF CAPACITY SUPPLIED BY IFRIP (TVMCAP) - 2500 TOTAL VEH-MI OF EXISTING DEMAND (VMEXT) - 230 TOTAL VEH-MI OF EXISTING DEFICENCIES (VMDEF) - 0 NET AMOUNT OP ROADWAY CAPACITY SUPPLIED (NVMCAP) - 2270 NVMCAP • TVMCAP - VMEXT - VMDEP TOTAL COST OP IPRIP WITHIN SERVICE AREA (TVMCOST1) - $1,493,268.25 COST OP NET CAPACITY SUPPLIED (NCVMCAP) - $1,355,887.57 NCVMCAP - (NVMCAP/TVMCAP)•TVMCOST1 COST TO MEET EXISTING NEEDS AND USAGE (EXCOST) - $137,380.68 TOTAL VEH-MI OF NEW DEMAND OVER TEN YEARS (TNEWDEM) - 1203 PERCENT OP IPRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NPCNT) - 53.00 IF TNEWDEM > NVMCAP, NPCNT - 100.00 IF TNEWDEM < NVMCAP, NPCNT • (TNEWDEM/NVMCAP)•100 COST OF IFRIP ATTRIBUTABLE TO NEW DEVELOPMENT (NCVMDEM) - $718,560.68 NCVMDEM - (TNEWDEM/NVMCAP) • NCVMCAP MAXIMUM FEB PER SERVICE UNIT (VEH-MI) - $597.00 MAX FEE - NCVMDEM/TNEWDEM • H9 C ca ca 'C 1 > L L. d ` +-� 1 c 0 CCI = iii 11) a 'j 2 >' V� .jA 114; .03 !Q .y ca 4 W N d Ja. .0 Vapt x O N 4 1crs _ co r .1c ett000NNOd: tOOCp00000000 CI I N OO � NMMetuO6Oa6606 c4niai6N OIWI e- e- N M M CD et O M O r r co a. 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O u_ 2 0 , N co Tr 1A co 1- CO 1 LL E Cw o N fl. co us co co co co co co 1 j ! 0 L G fa o E 0 0 0L. 0 0 0 0 0 E ; v cu > 0 Q 0 0 0 0 0 d 0 0 0 0 0 O 0 Fort Worth Star-Telegram i v ccc a r Joao AD INVOICE NO 1615087 400 W. SEVENTH STREET•FORT WORTH,TEXAS 76102 ACCOUNT NO. CIT57 ipSTATE OF TEXAS ty of Tarrant Before me, a Notary Public in and for said County and State, this day personally appeared TAMMIE BRYANT Billing Specialist for the Fort Worth Star-Telegram, published by the Star-Telegram Inc. at Fort Worth, in Tarrant County, Texas; and who, after being duly sworn, did depose and say that the following clipping of an advertisement was published in the above named paper on the following dates: DATE AD INVOICE NO. DESCRIPTION AD SIZE TOTAL RATE AMOUNT NCH/LINE 4/13M 161508 notice of PUBLIC I358 1x 91L 91 . 66 • 60 . 06 PUBNLCHEARING 04/13-04/1,3 NOTICE IS HEREBY GIVEN to all interested persons that the City Council of the City of Southlake,Texas,will be ho- dling a public hearing during I the Regular City Council Meeting to be held on April 23,1996 at 7:30 p.m.in the City Council Chambers of City Hall, 667 North Carroll Avenue,Southlake,Texas. Purpose of the hearing is to consider the second reading of the following ordinance: ODANEEEAN ORDINANO.CE TO •THE REGULATION OF THE USE AND DVELOPMENT OF LAND IN THE INCORPORAT- ED LIMITS OF SOUTHLAKE, TEXAS IMPOSING AN IM- PACT FEE ON LAND DEVEL- OPMENT IN SOUTHLAKE SOR PROVIDING WATER AND WER FACILITIES NECES- SIGATED BY SUCH NEW DE- ADWAYN IMPR• OVEOMENITS Sl DEVEL- OPMENT;SUPPORT THE WORN TO BEFORE ME, THIS THE 16 thDAY OF APRIL r 1996 THE OR INA ADOPTION OF 4,t,..-Lt. THE ORDINANCE; PROVID- �!!•�.'d'�'r-'►'1>^.'•,- ^•-�•': '- ING DEFINITIONS PROVID- ING PI?NSNOF THE CIITYDCOUN- � 0.'.> `�4 RHONDA R. GOKE Notary Public CIL' PROVIDING FOR THE 4 ASSESSMENT, PAYMENT P it ?' COMMISSION EXPIRES A AND TIME ANDOF PAYMENT FA-F #'ram'•. ° SEPTEMBER 8 1999 TARRANT COUNTY, TEXAS — CILI ESRIPCTSFEE;PRO- Irrh�F�p�y,�+ r VIDING FOR THE ASSESS- �M�i` �4%, MENT PAYMENT AND TIME OF PAYMENT OF A ROAD- WAY IMPACT FEE' PROVID- ING FOR REVIEW OF WATER ORIGINAL INVOICE AND RECONCILE WITH MONTHLY STATEMENT. THANK YOU! AND SEWER FACILITIES IM- PACT FEES AND THE FEE SCH EDULES; PROVIDING � TH TEAR ALONG THIS PERFORATION AND RETURN THE LOWER PORTION WITH YOUR PAYMENT k MENT OF REVENUE COLLECTED &tL1A 0`/ FROM WATER AND SEWER FAANDLI ROADWAY TIES CT IMPACT FEES INTO WATER AND FEEUIROAD- WAYACCONTSAND IMPACT FEE AC- \ COUNTSpc U ESTABLISHED FOR . REMIT TO: 400 W. SEVENTH ST. • FORT WORTH,TEXAS 76102 THAT .• PURPOSE'PROVIDING; PROD-• �� FOR EXEMPTIONS; PROVID- ING FOR REFUND OF UNEX- PENDED FUNDS•PROVIDING ACCOUNT AMOUNT FOR USE OF FUNDS DE- NUMBER C I T 5 7 60. 06 RIVED FROM WATER AND DUE SEWER FACILITIES IMPACT FPACT AND ROPROVIIDIG NG IF ANY QUESTIONS, PLEASE CALL (817) 390-7501 THAT WATER AND SEWER PAGE 1 OF 1 FACILITIES IMPACT FEES AND PROVIDING IMPACT FEES MAY BE PLEDGED TO- WARD PAYMENT OF BOND ISSUES AND SIMILAR DEBT INSTRUMENTS; PROVIDING THAT THIS ORDINANCE SHALL BE CUMULATIVE OF ALL ORDINANCES• PROVID- ING A SEVERABILITY CLAUSE PROVIDING A SAV- INGS CLAUSE' PROVIDING R PUBLICATION IN PAM- O F SOUTHLAKE T FORM• PROVIDING IALBNEWSPAPER;AND C A R R O L L A V E (DING AN EFFECTIVE LAKE, TX 76092-9595 60 . 06 CityofSouthlake PLEASE PAY ciySecretaryrand THIS AMOUNT , PLEASE WRITE IN AMOUNT ENCLOSED _______ FED. I.D. NO. 22-3148254 Fort Worth Star-Telegram 1684539 AD INVOICE NO. 400 W.SEVENTH STREET•FORT WORTH,TEXAS 76102 C I T 57 ACCOUNT NO. iik TATE OF TEXAS of Tarrant Before me, a Notary Public in and for said County and State, this day personally appeared TAMMIE BRYANT Billing Specialist for the Fort Worth Star-Telegram, published by the Star-Telegram Inc. at Fort Worth, in Tarrant County, Texas; and who, after being duly sworn, did depose and say that the following clipping of an advertisement was published in the above named paper on the following dates: DATE AD INVOICE NO. DESCRIPTION AD SIZE TOTAL RATE AMOUNT INCH/LINE 4/26ME 168453 ORDINANCE NO. 65 I358 1x 86L 86 .66 56.76 ORDINANCENO.657 O 4/2 6-0 4/2 6 AN ORDINANCE RELATING TO _ THE REGULATION OF THE USE AND DEVELOPMENT OF ' LAND IN THE INCORPORAT- ED LIMITS OF SOUTHLAKE, TEXAS IMPOSING AN IM- PACTF'EE ON LAND DEVEL- OPMENT IN SOUTHLAKE FOR PROVIDING WATER AND WASTEWATER FACILITIES -.... ., NECESSITATED BY SUCH NEW DEVELOPMENT- PRO- VIDING ROADWAY IMPROVE- MENTS TO SUPPORT NEW DEVELOPMENT; STATING _.. THE AUTHORITY FOR ADOP- TION OF THE ORDINANCE; PROVIDING DEFINITIONS' PROVIDING FINDINGS ANl DECLARATIONS OF TNFIGE CITY COUNCIL PROVIDI FOR THE ASSESSMENT PAYMENT AND TIME OF PA`I- ENT OF A WATER AND PACT FEE' ESSMIIIES SIGs ,�L1 R THE ASSESSMENT PACYENT AND TIME OF PAY T FEE,-OF P ROADWAY F R REVIEW F WATER AND WORN TO BEFORE ME, THIS THE 29THpAY OF APRIL 1996 SI WASTEWATER FACILITIES �/� SC ETHEESS AND PLACEMENT OF J e �� '�1 v� REOVENUE PLgCOLLECTEOD ;�4 rcni)VOH K. GOKE 1 Notary Public �c FROM WATER AND WASTE- + ,, WATER FACILITIES IMPACT ��* ' COMMISSION EXPIRES FEES AND ROADWAY IM- PACT FEES INTO WATER ,i'.,,,,,. +:s SEPTEMBER 8, 1999 TARRANT COUNTY,TEXAS AND WASTEWATER FACILI- h r TIES IMPACT FEE hti�.�Ir+t4= COUNTS AND ROADWAY AM PACT FEE ACCOUNTS ES- TABLISHED FOR THAT EXEMPTIONSROVPROVIDING! ORIGINAL INVOICE AND RECONCILE WITH MONTHLY STATEMENT. THANK YOU! FOR REFUNb OF UNEX- PENDED FUNDS•PROVIDING ROR USE OF kUNDS DE-L-TEAR ALONOJHIS PERFORATION AND RETURN THE LOWER PORTION WITH YOUR PAYMENT---j WASTEWATER R M W FACILITIES IMPACT FEES AND PROVID- ING IMPACT FEES PROVID00(T /11.1) - ING THAT WATER AND IMPACTASFEES AND PROVED P ING IMPACT FEES MAY BE tarU �T 1 PLEDGED TOWARD PAY- ram AND MENT OF BOND ISSUES REMIT TO: 400 W.SEVENTH ST.•FORT WORTH,TEXAS 76102 MENTSMI PROVIDING N THAT CUMULLIS ATIVE OF SHALL ORDE C I T 5 7 56.76 NANCE• PROVIDIGN A SEV- ACCOUNT AMOUNT ERABILITY CLAUSE;PROVID- NUMBER DUE ING A SAVINGS CLAUSE; PROVIDING IINNPAMPHLETUFORM; PAGE 1 DF1 IF ANY QUESTIONS, PLEASE CALL(817)390-7501 PROVIDING FOR PUBLICA- TION IN OFFICIAL NEWSPAPER,AND PROVIDSDAPP - PASE AND R DATE.this the 23rd day of April, 1996, during the regular City Coun- cil Meeting of the City of -,Southlake Texas, Gary Fickes,Mayor EST: andra L.LeGrand, •ASTOFORM. story OF SOUTHLAKE I aylor,Jr., N CARROLL AVE SOUTHLAKE, TX 76092-9595 PLEASE PAY 56.76 THIS AMOUNT, PLEASE WRITE IN AMOUNT ENCLOSED