Transportation Impact Fee Study City of Midway, Florida

Transportation Impact Fee Study

City of Midway, Florida

Florida Planning and Development Lab Department of Urban and Regional Planning Florida State University August 2007

City of Midway, Florida Transportation Impact Fee Study

Florida Planning and Development Lab Department of Urban and Regional Planning Florida State University

Executive Summary

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The Department of Community Affairs (DCA) has funded the City of Midway,

Florida to contract Florida State University’s Department of Urban and Regional

Planning to provide professional services for a study of transportation impact fees for the

City. A transportation impact fee is a fee assessed on new development for its impact on

the city’s transportation infrastructure. The fee is used to fund capital improvement

projects for transportation infrastructure.

New development brings additional traffic to local roads and impact fees can be

imposed to fund a share of the needed improvements to the city’s transportation

infrastructure required by growth. The fee amounts are calculated to address a

proportionate share of the cost of improvements to the City’s transportation infrastructure

necessary to serve new growth and development.

As demand for transportation infrastructure increases impact fees are a tool local

governments can enact to provide additional funding to support infrastructure

improvements. Impact fees allow local governments to finance construction

improvements with a schedule in the government’s comprehensive plan that ensures the

improvements are in place to serve the service demands of new development. Thus,

impact fees can support growth in some areas by assuring the construction of needed

services. By planning for growth in advance, the City of Midway can avoid

overburdening capital facilities to the point of slowing or halting development.

Impact fees can be levied through written provisions in ordinances or, as in many

cities, through negotiations. Although an alternative to the use of debt instruments,

impact fees can be legally controversial, especially if they are not clearly related to a

public purpose. Impact fee legislation has evolved through case law in the State of

Florida. Only recently has a generalized statute been established by the state to respond

to the growing use of such fees. However, is does not deal with how to directly create



and manage transportation impact fees within a local jurisdiction. As part of local police

power, governments can levy fees basing them on specific needs and benefits. They must

also justify the amount and how/where fees may be spent in order for them to be legally

adopted. The introduction to this report will discuss the legal framework for impact fees.

The Land Use Assumptions section of this report examines the existing and future

land uses in Midway, as well as existing and future population estimates. Most of

Midway is currently residential and agriculture land uses but the City anticipates

increasing its commercial and industrial land uses in the future. The population is

projected to nearly double from 1,449 in 2000 to 2,949 in 2030. Midway’s land uses can

affect the revenue from collected transportation impact fees because impact fees are

assessed depending on land use type.

Impact fees might affect the rate of growth of development in a community by

increasing the cost to build, but infrastructure needs must be financed one way or another

by the local government. The existing Capital Improvements Element from Midway’s

Comprehensive Plan does not contain a financially feasible Schedule of Capital

Improvements. This is inconsistent with the requirements of 163.3164 (32), Florida

Statutes. Impact fees can be used by Midway to plan financially feasible transportation

improvements.

Table A includes the proposed impact fees for the City of Midway at 100 percent

for four land use categories. It also presents the potential discounted rates from 80 to 20

percent. At a 40 percent implementation level the City would be near the average for

these four land use categories based on other comparable cities. Further detail is included

within the report and appendix.



Table A: Summary of Transportation Impact Fee Totals by Adoption Percentages

Seven development projects in the City of Midway were analyzed to present the

potential impact fee rates. The review showed that at 100 percent of the actual costs,

these seven projects would yield almost $16.8 million in impact fees, while at 20 percent

implementation the revenue from collected impact fees would amount to nearly $3.4

million. Table B below summarizes the findings of the review.

Table B: Summary of Impact Fee Revenues

Adoption Percents Total Revenue100% $16,783,153 90% $15,104,838 80% $13,426,522 70% $11,748,207 60% $10,069,892 50% $8,391,576 40% $6,713,261 30% $5,034,946 20% $3,356,630

Growth in the City will increase the demand on all modes of the current

transportation infrastructure. This increase may impact the current quality of the

transportation network in the City. Transportation impact fees provide a way for the City

to supplement the funding of its Capital Improvements Element. Recommendations are

for a 40% implementation rate based upon this study. The revenues from impact fees

RESIDENTIAL Unit 100% 90% 80% 70% 60% 50% 40% 30% 20% Single Family (Detached) du $12,429.01 $11,186.11 $9,943.21 $8,700.31 $7,457.41 $6,214.50 $4,971.60 $3,728.70 $2,485.80

OFFICE

50,000 sf or less 1,000

sf $15,337.02 $13,803.31 $12,269.61 $10,735.91 $9,202.21 $7,668.51 $6,134.81 $4,601.10 $3,067.40

50,001-100,000 sf 1,000

sf $13,073.21 $11,765.89 $10,458.57 $9,151.25 $7,843.93 $6,536.61 $5,229.29 $3,921.96 $2,614.64

INDUSTRY

General Industrial 1,000

sf $7,055.10 $6,349.59 $5,644.08 $4,938.57 $4,233.06 $3,527.55 $2,822.04 $2,116.53 $1,411.02

*RETAIL VARIES SUBSTANTIALLY, FURTHER DETAIL PROVIDED WITHIN APPENDIX *Refer to Appendix



will aid in capacity expanding projects. Recommendations and alternatives for the City’s

consideration are as follows:

Recommendations:

• Consider an inter-local agreement with Gadsden County for the implementation

of impact fees within the unincorporated portion of the County which will fall

within the proposed Midway Urban Service Boundary.

• Develop a Long Range Transportation Plan, which lists proposed financially

feasible transportation improvement projects to meet future travel demands. The

City of Midway needs to include within this plan an evaluation of US 90. This

would include a thorough evaluation of needed improvements and potential

transportation impacts of future land uses at build-out.

• Evaluate the potential for county gas taxes to provide valuable revenue for

funding transportation infrastructure improvements on county roads. Increased

tax revenue could decrease the level of needed impact fee implementation.

• Re-evaluate the Capital Improvements Element so it is financially feasible.

Alternatives:

• Implement a discounted Transportation Impact Fee. The fee can be implemented

at a rate ranging from 10 to 100 percent. It could also be phased in with periodic

increases.

• Strengthen infrastructure regulation for subdivisions so impact fees may be

discounted. Mandate urban-level transportation infrastructure within new

development so that impact fee revenue can be used for other necessary projects.

• Offer impact fee deference based on income. Very-low and low-income new

residents of Midway may be eligible to defer paying all, or a portion of, the

impact fee based on the price of the house.



Table of Contents Introduction: Legal Framework

Transportation Impact Fee Overview 1 Florida Statutes 2 Need Test 4 Benefit Test 5

Section 1: Land Use Assumptions 1.1 Midway Roadway Network 7 1.2 Existing and Future Land Use 9 1.3 Population and Employment 11 1.4 Capital Improvements Plan 12 1.5 Selection of Model Ordinances 15

Section 2: Methodology for Transportation Impact Fees 2.1 Demand Component 17

2.1.1 Trip Generation Rates 2.1.2 Trip Lengths 2.1.3 Percent New Trips 2.1.4 Calculating Vehicle Miles Traveled

2.2 Cost Component 18 2.2.1 Cost Per Lane 2.2.2 Capacity Per Lane 2.2.3 Calculating Cost Per Vehicle Mile Traveled

2.3 Credit Component 21 2.4 Importance of Localized Data 22 2.5 Proposed Impact Fee Schedule 23

2.5.1 Review of Rates in other Cities/Counties across Florida 2.5.2 Discounted Transportation Impact Fee Levels



Section 3: Transportation Impact Fee Structure 3.1 Impact Fee Service Areas 30

3.1.1 The Role of Impact Fee Service Districts for Midway 3.2 Policy Review 34

3.2.1 Midway Comprehensive Plan Review 3.2.2 Midway Land Development Code Review

3.3 Transportation Impact Fee Model Ordinances 36 3.4 Implementation and Administration of Transportation Impact Fees 39

3.4.1 Transportation Impact Fee Recommendation 3.4.2 Imposition of Transportation Impact Fees 3.4.3 Administration of Transportation Impact Fees 3.4.4 Use of Funds 3.4.5 Transportation Impact Fee Benefit Districts 3.4.6 Transportation Impact Fee Trust Funds 3.4.7 Fee Waiver/Assistance Option

3.5 Proposed Land Development Code Amendments 45 Appendices Appendix A Land Use 47

Appendix B Proposed Transportation Impact Fee Ordinance 51

Appendix C Net Present Value at 5% Interest Rate and 25-Year Life 66

Appendix D Florida Studies Trip Characteristics Database 67

Appendix E Discounted Transportation Impact Fees 75

Appendix F Proposed Transportation Impact Schedule 79

Appendix G Transportation Impact Fee Procedures Manual 86



List of Tables

Table 1: Midway Road Network Characteristics..................................................8

Table 2: Population Projections for Midway.......................................................11

Table 3: Midway Capital Improvements Schedule.............................................14

Table 4: Construction Costs Per Lane Mile.........................................................19

Table 5: Average Capacity Added Per Lane Mile...............................................20

Table 6: County Fuel Tax Budget 2007................................................................22

Table 7: Comparison of Transportation Impact Fees........................................26

Table 8: Transportation Impact Fee Revenue Estimates...................................29

Table 9: Model Transportation Impact Fee Ordinances....................................38

Table 10: Proposed Impact Fee Phasing Schedule………………………………40

Table 11: Maximum Income Per Household Size..................................................45


Florida Planning and Development Lab 1 Department of Urban and Regional Planning Florida State University

LEGAL FRAMEWORK

Transportation Impact Fee Overview

As the city of Midway grows and new development occurs in the city, the existing

transportation network and levels of service (LOS) may be affected. If a local

government is not prepared to set reasonable development standards, or does not have a

plan for the provision of transportation infrastructure needed to serve new growth,

development can negatively impact the levels of service and quality of life for residents

of Midway. The effects of growth can be managed so that there is not a deterioration of

the existing transportation infrastructure, and the infrastructure is improved as needed.

Impact fees are a strategy to fund a share of the needed improvements for

transportation infrastructure. The fees can fund improvements to the City’s infrastructure

necessary to serve new growth and development. To impose impact fees the dual rational

nexus test must be applied. A new development must have a reasonable connection

between the anticipated need for additional capital facilities and the population growth

generated by the new development. A new development must also have a reasonable

connection between the expenditures of the impact fee funds collected and the benefits to

the new development from those expenditures.1

The implementation of transportation impact fees can provide much benefit to the

community. Property taxes, one traditional method for funding infrastructure, have met

with political resistance recently in Florida. A State-mandated cut in property taxes poses

a possible compromise to this conventional method of paying for infrastructure needs

brought on by new development.2 Even though impact fees do not reflect the full price of

infrastructure improvements, fees can provide benefits to those paying the impact fees

and to the entire community. New residents benefit from quality roads with the capacity

1 Source: Florida Impact Fee Review Task Force 2 Source: The Brookings Institute, “Paying for Prosperity: Impact Fees and Job Growth”



to serve them, and the community as a whole benefits by having adequate infrastructure

to continue with economic development and growth.

Transportation impact fees will ensure that the needs of new development can be

met within a reasonable amount of time and can help ensure that new system

improvements are made before growth places too much strain on existing facilities and

thereby lowers the quality of life in the community. By planning transportation

infrastructure improvements in advance, the City of Midway can focus on promoting

smart growth and economic development.

Florida Statutes

As communities grow, infrastructure demand and costs increase. Local

governments constantly seek innovative ways to fund infrastructure. Impact fees provide

a way for local governments to increase revenue by requiring new development to pay for

associated impacts to infrastructure. The fees are a one-time assessments placed upon the

developer usually made after the building permit has been issued.

The legal framework of impact fees is highly diverse and varies from state to

state. Some states have statewide statutes dealing specifically with local impact fees. In

other states, the authority is given to local governments. In the majority of states,

including Florida, impact fee policy has evolved through court-tested specific efforts by

local governments to generate funds to provide for needed and demanded services.

The State of Florida lacks specific legislation for impact fee standards and local

jurisdictions have defended enactment as a broad form of “police power” to aid in land

regulation for the better welfare of the communities they serve. Courts have used this

“implied authority” to uphold the fees. Therefore, the lack of State regulation is not

necessarily a legal barrier to impact fee adoption. A “dual rational nexus test” has

emerged as a court-approved process for the adoption of impact fees. The dual rational



nexus test is the most commonly cited legal justification for impact fees. Standards

generally set by courts are as follows:

The local government must:

1.) Demonstrate how the new development created the need for infrastructure or

infrastructure improvements; and

2.) Make a reasonable connection between the use of the fees for infrastructure and the

benefits received by the new development.

Florida Statute 163.31801, passed on June 14, 2006, establishes the legal framework for

impact fees in the state. The Statute reads as follows:

163.31801 Impact fees; short title; intent; definitions; ordinances levying impact fees.--

(1) This section may be cited as the "Florida Impact Fee Act."

(2) The Legislature finds that impact fees are an important source of revenue for a local government to use in funding the infrastructure necessitated by new growth. The Legislature further finds that impact fees are an outgrowth of the home rule power of a local government to provide certain services within its jurisdiction. Due to the growth of impact fee collections and local governments' reliance on impact fees, it is the intent of the Legislature to ensure that, when a county or municipality adopts an impact fee by ordinance or a special district adopts an impact fee by resolution, the governing authority complies with this section.

(3) An impact fee adopted by ordinance of a county or municipality or by resolution of a special district must, at minimum:

(a) Require that the calculation of the impact fee be based on the most recent and localized data.

(b) Provide for accounting and reporting of impact fee collections and expenditures. If a local governmental entity imposes an impact fee to address its infrastructure needs, the entity shall account for the revenues and expenditures of such impact fee in a separate accounting fund.

(c) Limit administrative charges for the collection of impact fees to actual costs.

(d) Require that notice be provided no less than 90 days before the effective date of an ordinance or resolution imposing a new or amended impact fee.



(4) Audits of financial statements of local governmental entities and district school boards which are performed by a certified public accountant pursuant to s. 218.39 and submitted to the Auditor General must include an affidavit signed by the chief financial officer of the local governmental entity or district school board stating that the local governmental entity or district school board has complied with this section.

The legislation provides little guidance requiring how local governments may

implement fees. The only “requirements” for the fee itself are mentioned in Sections 3a

and 3b and state respectively, “require that the calculation of the impact fee be based on

the most recent and localized data” and “the entity shall account for revenues and

expenditures of such impact fee in a separate accounting fund”. The dual rational nexus

test will be discussed further in the next two sections by describing the details of the two

core principals of the test: need and benefit.

Need Test

In order to meet the rational demands upheld by courts, local governments must

demonstrate that the new development creates a need for additional transportation

facilities. Florida Statutes Chapter 163.3177 consists of required and optional elements

for comprehensive plans. It establishes the requirement for a plan to incorporate a Capital

Improvement Element which is designed to “consider the need for and the location of

public facilities”3. Comprehensive planning legislation has made it mandatory that all

communities must plan for growth, and communities like Midway that are trying to

accelerate growth must realize the need for growth to help pay for itself.

Growth creates a strain on the existing transportation network due to the increase

in locally produced traffic. Impact fees are often adopted by communities experiencing

rapid growth to manage this strain on the local road network. Growth can create the need

for capacity expanding road improvements. Impact fees are designed in such a way that

new developments pay a proportional share of those capacity needs. Also due to this

3 163.3177(3)(a), Florida Statutes



growth, all features of the transportation network will be under strain including sidewalks

and current traffic control devices which will soon be inadequate. Population forecasts

for Midway along with a detailed description of the City’s transportation network are

discussed in more detail further in Section 1 of this report.

As previously mentioned, the courts have consistently upheld that an impact fee is

legal as long as the local ordinance contains certain characteristics (these characteristics

are outlined within the Benefit Test section). These impact fees are one-time expenses

imposed to help defray the costs of providing the off-site infrastructure necessary to

service a new development. However, because judgment falls upon case law, the City

must be cautious on where they use fees. For example, the City must establish a clear

“need” when using impact fees to improve existing rural roads to urban standards.

Benefit Test

In order to be legally sufficient in providing a benefit, an impact fee must have four

characteristics required by Florida case law:4

(1) An impact fee must be imposed only on new development or new expansion of an existing development; and

(2) An impact fee must be a one time only charge; and

(3) Revenues from impact fees must be allocated for capital expenses only, operating costs are excluded; and

(4) The fee must represent a proportional share of the cost of the new facility needed to serve the new development.

To ensure a rational nexus, transportation impact fees must be spent only on growth

related capital improvement projects directly benefiting developments from which fees

4 Florida Impact Fee Review Task Force: Final Report and Recommendations February 1, 2006



were collected. There are formal methods to ensure fees are spent for their intended

purpose. One method, service districts, is proposed for the City of Midway. Service

districts define boundaries in which collected funds may be used for improvements. For

example, District A impact fee revenues may not be spent inside District B unless there is

a direct benefit to District A. Further more, within a local government’s Code of

Ordinances, fees can be required to be spent within a given timeframe and refunded if

deadlines are not met.



SECTION 1 LAND USE ASSUMPTIONS

Before calculating transportation impact fees it was first necessary to evaluate the

road network of Midway and gather information about the existing and proposed future

land uses. Population and employment data were also reviewed. This section contains a

summary of the land use assumptions and other demographic information about Midway.

1.1 Midway Roadway Network

According to the 2005 Midway Comprehensive Plan the city has 35.5 miles of

public roads. Interstate 10 (I-10) traverses the northeast corner of Midway and is a

limited access Strategic Intermodal System (SIS) facility. US 90 parallels I-10 through

Midway and is part of the Florida Intrastate Highway System (FIHS). Both of these

facilities are 4-lane, divided facilities and are classified as rural. The remaining network

in Midway consists of 2-lane arterial roads. Figure 1 (see Appendix A) shows the

existing road network within the existing land use map for Midway.

The Florida Department of Transportation (FDOT) collects traffic volume data

from count stations located on I-10 and US 90. These counters record daily traffic

volume on these roads. This information gives some indication of the traffic traveling

through part of Midway, but for a more accurate analysis of traffic conditions for other

roadway segments the city and/or county would need to conduct traffic counts on the

local roads.

In Florida a level of service standard is used to measure a driver’s perceived

congestion on a road. LOS can range from A to F, with “A” roads having optimal

driving conditions and “F” roads having congested traffic conditions. US 90 and I-10

have LOS standards set by the FDOT since both are state maintained roads. Gadsden

County and Midway has set the LOS standards for Martin Luther King Blvd. and

Brickyard Road as LOS C and D, respectively. Each LOS standard corresponds to a



maximum service volume (MSV) that is set by FDOT standardized tables. If that volume

is surpassed the road is said to be “deficient”, or exceeding its MSV.

A new development may cause the traffic volumes on a road to exceed the

adopted level of service standard and this is an example of where impact fees become

important. Impact fees can be used to fund transportation improvements and mitigate for

new traffic on existing roads. Table 1 summarizes data about the Midway road network.

Table 1: Midway Road Network Characteristics

Road No.

Lanes Facility Type

Max. Service Volume

Peak Hour MSV

Current LOS

Adopted LOS

State Road

Segments 2006 AADT

Available Capacity

I-10 4 Divided 38,700 3,870 B B A 37,500

5,676 B 28,548

US 90 4 Divided 32,800 3,150 C C

A 19,300

13,800

B 18,700 C 17,000 D 12,200

CR 268/ Martin Luther King Blvd. 2 Undivded 7,000 670 C C NA 3,800 3,200

Brickyard Road 2 Undivided 1,900 180 D NA NA NA

Midway is included in the Capital Region Transportation Planning Agency

(CRTPA), which is Tallahassee’s metropolitan planning organization. As a member of

the CRTPA, Midway is required to coordinate its transportation infrastructure with the

area covered by the agency including Tallahassee, Leon County, parts of Gadsden

County and parts of Wakulla County. The coordination of municipalities within the

CRTPA area is most important for multi-modal transportation planning. The CRTPA

Year 2030 Long Range Transportation Plan (LRTP) includes a list of cost-feasible

improvements for the region over the 2030 time horizon. According to the most current

LRTP (adopted 2005) there are no planned improvements for Midway.



1.2 Existing and Future Land Use

The City of Midway is composed of approximately 5,684 acres of land, most of

which has an existing land use of agriculture. The second largest use of land is vacant,

followed by residential. Figure 2 (see Appendix A) shows the existing land use in

Midway. Most of this land is developed at low densities and the city’s land development

regulations (LDRs) limit density to four dwelling units per acre for residential land (LDR

Article II, March 2003). Based on the 2000 population there are about 2.94 people per

household5.

Since its incorporation in 1986 Midway has increased in land area by annexing

adjacent property into the city limits. This helps the city to grow its tax base and to

provide better services for its residents. Recently approved and proposed annexations for

Midway have totaled 344 acres6. During a discussion with Midway’s Community

Services Director Roosevelt Morris on June 9th it was noted that the city has met its

annexation quota imposed by the Florida Department of Community Affairs (DCA) in

2007, and already anticipates annexing more land in 2008. It is assumed that the pace of

annexation will continue into the near future (through 2020).

Midway recently approved an Urban Services Boundary (USB). The USB

includes the current city limits and extends into unincorporated Gadsden County on the

northern side of Midway. The city intends on providing urban services to all land within

the USB, regardless as to whether or not it is annexed into Midway. Most of this land is

undeveloped now but the city must consider how it will provide services as the land

develops. Even if internal subdivision roads are built by developers the existing collector

roads leading to new developments may need improvements to accommodate increased

traffic. Impact fees are one way Midway could meet its service and infrastructure

obligations in the USB.

5 US Census 2000 Fact Sheet. 6 City of Midway Comprehensive Plan June 2007, Section 1.4.1 Large Scale Amendments



The Future Land Use Map (FLUM) for Midway was updated in early 2007. The

map designates larges sections of residential land use in the areas of Midway south of I-

10. Commercial and industrial development is located mainly near the I-10 interchange

and along US 90. Much of the land that was agriculture in the Existing Land Use Map is

designated residential in the FLUM. See Figure 2 in the Appendix for the FLUM.

Additional information about the future direction of growth and land us in

Midway was gathered during a meeting with the city’s Community Service Director, Mr.

Roosevelt Morris, on June 13, 2007. Mr. Morris indicated that the community wants to

remain a mainly residential city with some commercial, light industrial, and retail

development. Residential development has historically occurred in Midway south of I-

10, and this is likely to continue in the future. Most commercial and retail development

is located near the US 90 and I-10 interchange and along US 90 towards Quincy.

Although there is some industrial development near the interchange, the city would like

to limit it to light industrial within the city limits, and focus on promoting more

commercial development while supporting the planned residential land uses.

The Gadsden Station Development of Regional Impact (DRI) is located south and

east of Midway. While this DRI lies within the unincorporated portion of Gadsden

County the traffic from it has the potential to impact Midway’s road network. Midway

should coordinate with Gadsden County on assessing the DRI’s impact to the road

network.

In summary, Midway is composed of several different land uses with the road

network acting to separate these land uses. If Midway chooses to collect impact fees

there will be the opportunity to generate funds from both the expanding residential and

commercial uses. It would be appropriate to have the anticipated growth help pay for the

infrastructure that it will need and consume.



1.3 Population and Employment

Midway’s population increased by 48.2 percent between 1990 and 20007. Within

the same time period Gadsden County experienced a 7.6 percent population increase.

These drastically different growth rates suggest that using Gadsden County projections to

extrapolate population estimates for Midway may systematically underestimate

Midway’s population in the years to come. To generate projections specific to Midway,

an exponential growth model was estimated using the University of Florida’s Bureau of

Economic and Business Research’s (BEBR) population figures for Midway for the years

1990 through 2005. Population projections for the years following 2005 were then

estimated using the results from the model. Table 2 shows the results of a population

growth analysis from 2010 through 2025. According to the results of the analysis the

population of Midway will grow by about 104.9 percent, or roughly double, between

2000 and 2025.

Table 2: Population Projections for Midway

Population Estimate by Year 2000* 2005* 2010 2015 2020 2025 1,446 1,568 1,853 2,164 2,526 2,949

*Population estimates from Bureau of Economic & Business Research

Employment opportunities in Midway are limited due to the small number of

commercial businesses in the city. Most jobs are in retail, accommodation/food services,

and public administration. A Florida Department of Transportation maintenance office

provides most of the jobs in public administration. The Flying J service station and rest

stop supplies most of the retail and service jobs. The resulting pattern of commuting to

Tallahassee or other cities for employment by Midway residents will continue.

7 Based on city-level population estimates from the University of Florida Bureau of Economic and Business Research from 1990 through 2004.



1.4 Capital Improvements Element

The Capital Improvements Element (CIE) is a required part of any municipality’s

comprehensive plan. The CIE contains a list of infrastructure improvements needed over

a five or ten-year time period (the “schedule”), and when these improvements will be

funded. In 2005 Senate Bill 360 strengthened the requirements for the CIE so that a

municipality must demonstrate the financial feasibility of their schedule. Financial

feasibility is defined by 163.3164 (32), F.S. as follows:

“ ‘Financial feasibility’ means that sufficient revenues are currently available or

will be available from committed funding sources for the first 3 years, or will be available

from committed or planned funding sources for years 4 and 5, of a 5-year capital

improvement schedule for financing capital improvements, such as ad valorem taxes,

bonds, state and federal funds, tax revenues, impact fees, and developer contributions,

which are adequate to fund the projected costs of the capital improvements identified in

the comprehensive plan necessary to ensure that adopted level-of-service standards are

achieved and maintained within the period covered by the 5-year schedule of capital

improvements. The requirement that level-of-service standards be achieved and

maintained shall not apply if the proportionate-share process set forth in s. 163.3180(12)

and (16) is used.”

The current Midway capital improvements schedule is not financially feasible. It

has been Midway’s practice to list potential improvements on the schedule based on

pending grant funding. Grants were historically used because Midway has not spent a

significant amount of its tax revenues on transportation improvements. According to the

City’s expense report filed with the Florida Department of Financial Services the city

spent $19,678 on Road/Street Facilities in 2005, while it received $277,552 in federal

grants for transportation during that same year. The 2007-2008 proposed budget for

Midway was not available at the time of this study but according to a conversation with



Mayor Delores Madison on June 9, 2007 the city currently plans to continue the use of

grant money for transportation related improvements.

During a meeting with the city Community Services Director, Roosevelt Morris

on June 13, 2007 a discussion occurred concerning Midway’s transportation

improvement goals. Mr. Morris confirmed that the community’s first goal is to pave all

remaining unpaved public roads. After paving is complete the city will most likely use

federal grants to focus on other infrastructure needs such as sewer and water. The City

will continue the process of negotiating with developers during the permitting process to

provide transportation improvements associated with proposed developments. To date,

this method has worked well for Midway and it avoids levying an impact fee on new

developments. These typically get passed onto new residents as part of home prices. Mr.

Morris also stated that future developments, mainly residential subdivisions, will be

required to install sidewalks and curb and gutter if the city council approves amendments

to the Land Development Regulations in late June 2007. The City has noted that growth

and new development requires urban-type services.

The FDOT Work Program lists the funded improvements for state roads over a

five year time span. The current Work Program for 2007-2012 does not list any

improvements within the Midway city limits.

Table 3 contains the 10-year capital improvements schedule for Midway. The

schedule included here only contains transportation-related infrastructure improvements.

The last four years do not have any potential transportation improvements listed.



Proposed Improvement LocationApproximate

Cost Source of Funds

Turning lanesMLK Blvd.& Palmer Road $250,000 Developers

Intersection improvementsUS 90 & 10/90 Commerce Park $200,000 CDBG-ED

Intersection improvements

US 90 & Dupont Road/US 90/ Gadsden Station $300,000 CDBG-ED, EDA, OTTED

Road improvements Palmer Road $200,000 Developers

Traffic signalBrickyard Road & US 90 $130,000 State and local budgets

Realign intersectionMLK Blvd, US 90, and CR 159 $300,000 EDA/OTTED/developers

Traffic signalMLK Blvd, US 90, and CR 159 $130,000 State and local budgets

Paving

McCray Martin Rd., Kitt Lane, Lawson Rd, Silver Hill Rd. $650,000 CDBG

Resurface Peters Rd, Mine Rd. $150,000 Local budget

ResurfaceMidway Forest Roads $250,000 Local budget

PavingHolton Rd, Harris Rd, Burns Rd, Parker Rd $650,000 CDBG-NR

Resurface Gadsden 10/90 $800,000 Local budget

ResurfaceJoyner Rd, Tennell Rd, Shuler Rd $150,000 Local budget

ResurfaceKnight Rd, Bradwell Lane, Williams Rd $150,000 Local budget

CDBG-Community Development Block GrantCDBG ED-Community Development Block Grant Economic DevelopmentEDA-Economic Development Administration-US Dept. of CommerceOTTED-Florida Office of Tourism, Trade, and Economic DevelopmentCDBG NR-Community Development Block Grant Neighborhood Revitalization

Table 3: Midway Capital Improvements Schedule

2013-2017No transportation infrastructure improvements listed.

2008-2009

2007-2008

2011-2012

2010-2011

2009-2010

2012-2013



1.5 Selection of Model Ordinances

If Midway chooses to adopt impact fees it will do so by adopting an ordinance

into the City’s Code of Ordinances. A review was made of Florida local government

ordinances for a basic structure that would be appropriate for Midway. The actual

ordinance in Appendix B is modeled after Professor James Nicholas’ Model Impact Fee

Ordinance from the Florida Impact Fee Review Task Force.

The process began with the attempt to find similar jurisdictions, mainly cities. A

variety of factors were reviewed, including population, demographics, and location. This

review resulted in one jurisdiction, the City of Dundee. The City of Dundee levies

transportation impact fees for both local and county roads. The City imposes its own

impact fees for its local roads and further imposes the County fees through an inter-local

agreement for the County roads. With characteristics similar to Midway Dundee’s

ordinance was analyzed, but was found to be general and lacking supporting detail.

In order to attain more detailed information, the search was expanded. The

expansion necessitated dropping the factors of population, demographics and location.

This resulted in ordinances from larger cities and counties. An east coast, a west coast,

and a central peninsula county were selected to analyze the impact fees in each part of the

state.

The model ordinances used in this study are Alachua, Brevard and Lee Counties

and the City of Dundee. Section 3.3 and Table 9 provide summaries of each of the

ordinances from the model jurisdictions.



SECTION 2 METHODOLOGY This section details the methodology used to determine a Transportation Impact

Fee formula for the City of Midway. The proposed formula is based on an average-cost,

demand-driven model. The demand-driven model charges a new development the

average cost of replacing the capacity it consumes on the major roadway system. That is,

for every calculated vehicle-mile of travel (VMT) generated by the development, the road

impact fee charges the net average cost to construct an additional vehicle-mile of

capacity. The formula used to compute the impact fee for land uses evaluated in this

study are as follows:

• Demand x Cost – Credits = Impact Fee

The demand component of the impact fee is typically expressed in vehicle-miles

traveled on roadways. The VMT is a consumption of a portion of the lane mile capacity

available for each roadway. The cost of adding capacity to the roadways is usually

expressed as dollars per vehicle miles traveled. The credit component accounts for other

revenues which may be spent on roadway capacity expansion projects. This will avoid

charging new development twice to fund the same improvements. The demand, cost and

credit components of the impact fee methodology will be detailed in subsequent sections.

It should be noted that a marginal-cost method for calculating impact fees could

have been used; however, Midway lacks the data necessary to use such a methodology.

Marginal-cost transportation impact fees are calculated using the specific costs of

infrastructure associated with a list of improvements (e.g. the Capital Improvements

Schedule) for the jurisdiction imposing the fees. New development is charged the

proportional cost of its demand on the improved/new infrastructure and it does not have

to help pay for deficiencies caused by existing traffic. In Midway’s situation the Capital

Improvements Schedule was not feasible for use in the marginal-cost calculation and it

was more appropriate to use the average-cost method described below.



2.1 Demand Component

The transportation demand component of the Transportation Impact Fee formula

for Midway is measured in vehicle miles of travel, or VMT. Transportation demand

estimates the amount of roadway capacity different types of land uses will consume. The

roadway capacity consumed by a land use (VMT) is calculated using the following units

of measure:

• Number of daily trips generated by land use category; • Length of those trips; and • Percent new trips of existing traffic

2.1.1 Trip Generation Rates The trip generation rates for each land use category were derived from the

Institute of Transportation Engineers (ITE) Trip Generation Handbook, 7th Edition. The

trip rates for each land use category can be found in Appendix F. Trip rates represent a

single or one-direction vehicle movement with either the origin or the destination inside

the site of a land use. One trip end is equal to one trip. Total trip ends are the total of all

trips entering plus all trips exiting a project area during a given period of time. Thus, a

single one-way trip from home to work counts as one trip end for the residence and one

trip end for the work place, for a total of two trip ends. Since every trip has an origin and

a destination, all trips rates are divided by two. This allows for the trip to be equally

distributed between the origin and the destination, and avoids charging double for a trip.

2.1.2 Trip Lengths The trip lengths for each land use category were derived from previous studies in

Florida and can be found in Appendix D. The average lengths for each land use are

determined in order to accurately portray the demand created by each. The trip length is

the distance traveled from the origin to the destination.



2.1.3 Percent New Trips The percent of new trips for each land use category was derived from previous

studies in Florida and can be found in Appendix D. Percent of new trips is the proportion

of travel that is new travel, rather than travel that might have already been on the road

system. Some land use categories receive pass-by trips. This means that the destination of

the trip was not to that specific land use, but on the way to the destination the passer bier

entered the site. The demand, in destination trips, created by each land use is accounted

for by the percent of new trips.

2.1.4 Calculating Vehicle Miles Traveled (VMT) The result of combining the trip rates, trip lengths, and percent new trips is a

travel demand schedule. The travel demand schedule establishes the average daily

VMT generated by various land use types per unit of development. To calculate the

VMT, the trip rate, trip length, and percent of new trips are multiplied by each other.

• VMT= Trip Rate x Trip Length x Percent New Trips

Every trip has an origin and destination. To prevent the double-counting of travel

generated among land use categories due to the fact the every trip has an origin and a

destination, an adjustment is made. The trip burden is equally placed upon the origin and

the destination. To account for this, the VMT is divided by two.

• Daily VMT per Land Use= VMT / 2

2.2 Cost Component

The cost component of the transportation impact fee formula is measured in

dollars per VMT. It is an estimate of the cost to add capacity for one vehicle using

average construction costs and capacity added figures. The cost per VMT is calculated

using the following units of measure:



Cost per lane (dollars)

Capacity per lane (VMT)

2.2.1 Cost per Lane

The average cost to construct a lane-mile of roadway is used in the impact fee

formula. Most models reviewed for this study used the county/city’s capital

improvements list to compile the total cost of improving all of the roads on their list.

Improvements were generally related to capacity issues and involved widening to

improve capacity. Midway’s capital improvements list does not include any capacity

adding widening projects. However, it is still possible to calculate an impact fee using

the average cost of widening a road in Midway. Since the impact fees are based on an

average they will not need to be updated when the capital improvements schedule

changes.

The cost to construct one mile of road in Midway are composed of four parts:

design, right of way acquisition, actual construction costs, and construction

engineering/inspection. In Midway this figure amounts to approximately $4.6 million.

Table 4 summarizes the construction costs. The data for construction costs was obtained

from FDOT District 3.

Table 4: Construction Costs per Lane Mile

Cost Type Cost Per Lane Mile

Design $325,000 Right-of-way (ROW) $874,000

Construction $2,842,100 Construction Engineering/Inspection

(CEI) $558,900 Total Cost $4,600,000

Source: FDOT District 3 Transportation Costs, Office of Policy Planning, Shane Adams



2.2.2 Capacity per Lane

A lane-mile of roadway is capable of carrying a set capacity of vehicles in one

day. This is similar to the maximum service volume for that road on a mile basis.

Capacity can vary depending on the road type (e.g. highway versus arterial) and location

(e.g. urban versus rural). Most transportation impact fees are determined by calculating

the amount of added capacity that would result by making all of the improvements in the

capital improvements plan. As in the cost per lane-mile calculation it is necessary to use

an average for Midway since the capital improvement schedule lacks a significant

amount of capacity adding projects. A survey of previous studies was conducted to

develop transportation impact fees in other areas of Florida, found the average added

capacity to be about 10,666 vehicles. This volume is most likely high for what would be

added in Midway, but can be adjusted when Midway’s capital improvements schedule is

updated. Table 5 shows how the average capacity per lane was calculated from previous

studies. Table 5: Average Capacity Added per

Lane Mile

Source

Capacity Added Per Lane Mile

Polk(1) 11,013 Collier(2) 10,901 Citrus(3) 10,094 Average Capacity Added 10,666 (1) Polk County Transportation Impact Fee Study, 2005 (2) Collier County Transportation Impact Fee Study, 2006 (3) Citrus County Impact Fee Study, 2006

2.2.3 Calculating Cost per Vehicle Mile Traveled

The next step in calculating the cost portion of a transportation impact fee is to

determine the cost per vehicle mile traveled (VMT). This calculation involves using the

average construction cost per lane mile ($4,600,000) and the average capacity added per

lane mile (10,666 vehicles). The resulting figure will be used to determine the total

impact fee per land use type before credits are taken. The calculation is as follows:



Average construction cost per lane mile/average capacity added per land mile =

$4,600,000/10,666 = $431.28 per VMT

2.3 Credit Component

If the City collects revenues generated by the development other than impact fees

the revenues must be accounted for and incorporated as a credit towards the impact fee to

ensure there is not an overcharge for capital improvements. In the calculation of the

proposed transportation impact fee, credit will be given for that portion of State and local

motor fuel taxes that are used to fund capacity-expanding capital improvements on the

major roadway system. Gasoline taxes are a direct way for a local government to fund its

transportation expansion projects and are included as an impact fee credit. Primary fuel

taxes adopted by Gadsden County follow:

• County Ninth Cent Fuel Tax

• Local Alternative Fuel User Fee

• Local Option Fuel Tax (6 cpg)

• County Gas Tax (7th Cent)

• Tier II and III Diesel

• Motor Fuel Use Tax FS260.6

Table 6 categorizes the budget accounted from each individual fuel tax obtained

from the Gadsden County Board of County Commissioners (BOCC) revenue status

report. A total of $3,705,181 is the budgeted return from fuel revenues before fees and

interest is included.



Table 6: County Fuel Tax Budget 2007 County 9th Cent Fuel Tax $84,000 Local Alt. Fuel User Fee $2,000 Local Option Fuel Tax $1,375,942

County Gas Tax (7th Cent) $538,239 Tier II and III Diesel $1,698,000

Motor Fuel Use TaxFS260.6 $7,000

Total $3,705,181Source: Gadsden County BOCC

Gas tax revenue may prove to be a valuable source of revenue for the City of

Midway. This money could directly be used to enhance and maintain county roads such

as County Road 268 (Martin Luther King Boulevard). Revenues may also reduce the

total impact fee cost by decreasing the costs incurred by the city to improve its

transportation infrastructure. County fuel tax revenue should be considered as an

alternative or supplement to transportation impact fees.

An ad valorem tax is another form of infrastructure financing which may be used

as a credit. The financial plan for the City of Midway has expressed that ad valorem tax

revenue will not be used directly for transportation infrastructure.8 Taxes collected from

the 2006 tax roll generated $213,237.45 for the City.9 As market values change and new

developments increase total revenues, city officials may choose to allocate revenues for

transportation improvements.

2.4 Importance of Localized Data

Data for this impact fee study was gathered from the most localized available

sources. This is important as Florida Statute 163.31801 Section 3(a) requires data to be

the most recent and localized available. The potential exists for elements used in the

study to be challenged, with the cost component input sources being the most likely. The

8 Based on response from meeting with city officials on June 7. Subject to change but equation will allow to be factored in. 9 Source: Gadsden County Tax Collector



cost per lane mile and capacity added are based on averages for the region and state. To

avoid the possibility of this, the City could commission further studies to attain the actual

figures for the City of Midway or Gadsden County.

2.5 Proposed Impact Fee Schedule The detailed impact fee calculations are included in Appendix F. The calculations

illustrate the maximum transportation impact fee per unit of land use that may be charged

in the City of Midway. It includes the major land use categories and the impact fees for

the individual land uses contained in each of the major categories. The appendix also

includes for each land use the impact fee demand component variables (trip rate, trip

length, and percent new trips), the VMT, the cost per VMT, the total impact fee cost, the

credit per VMT, the gas tax credit, and the resulting net impact fee. FDOT classifies the

City of Midway as urban transition; therefore, the impact fees must be based upon urban

costs as opposed to rural. For reference purposes, Appendix F also contains the impact

fees based upon rural costs.

In order to ensure comprehension of the Transportation Impact Fee calculation, a

sample calculation is presented. The following example is for the Single Family

Residential (Detached) land use category (ITE Land Use Code 210).

Step 1: VMT = Trip Rate x Trip Length x Percent New Trips

• Trip Rate = 9.57 • Trip Length = 6.34 • Percent of new trips = 100 %

VMT = (9.57 x 6.34 x 100 %) = 60.67 Step 2: Daily VMT per Land Use = VMT / 2

• VMT = 60.67 Daily VMT = 60.67 / 2 = 30.34 Step 3: Cost per VMT = Cost per lane mile / added capacity per lane mile



• Total Cost per lane mile: $4,600,000 • Added capacity per lane mile = 10,666

Cost per VMT = $4,600,000 / 10,666 = $431.28 Step 4: Total impact cost = Daily VMT per Land Use x Cost per VMT

• Daily VMT for Single Family Residential= 30.34 • Cost per VMT = $431.28

Total Impact Cost = 30.34 x $431.28= $13,083.70 Step 5: Credit per VMT= ($/gallon used for capital improvements / Fuel Efficiency) x Effective Days per year (365) x Present value of gas tax payments

• $/Gallon used for capital improvements = $.08 • Fuel Efficiency = 19.07 • Effective days per year = 365 • Present Value of Gas Tax Payments= 14.0939

Credit per VMT= ($.08 / 19.07) x 365 x 14.0939 = $21.58 Step 6: Gas Credit = Daily VMT per Land Use x Credit per VMT

• Daily VMT for Single Family Residential = 30.34 • Credit per VMT = $21.58

Gas Credit= (30.34 x $21.58) = $654.69 Step 7: Net Impact Fee = Total Impact cost – Gas Credit

• Total Impact Cost for Single Family Residential = $9,670.49 • Gas Credit for Single Family Residential = $654.69

Net Impact Fee = ($13,083.70- $654.69) = $12,429.01 (at 100%)

2.5.1 Review of Rates in Other Cities/Counties across Florida

The transportation impact fee programs of eleven cities and counties across

Florida were reviewed in order to compare the fees to the City of Midway. The summary

of this review is presented in Table 7. This table includes six land uses with single family



detached as the lone residential land use, and five non-residential land uses. The impact

fees for the eleven jurisdictions are then summarized, leading to the highest, lowest, and

average for the six land use categories. Table 7 also includes the proposed impact fees

for the City of Midway at 100% and 40%. The fees are presented at 40% to show the

percentage at which the City would be near average for these six land use categories.



Table 7: Comparison of Transportation Impact Fees

Midway Midway Deltona Dundee North Port Ocoee Alachua Brevard Citrus Lee Marion Polk Sumter at 100% at 40% at 50%

Date of last update 2006 2006 2005 2006 2006 2006 2007 2007 2005 2005 2004

Residential:Single Family Detached (2,000 sq ft) du $12,429 $4,972 $502 $6,048 $1,874 $3,969 $2,104 $4,353 $4,853 $8,976 $5,462 $6,048 $2,582Non-residential:Supermarket 1000 sf $24,395 $9,758 $1,540 $10,450 $4,822 $19,181 $3,814 $11,258 $9,988 $15,837 $11,795 $10,450 $17,650Office (50,000 sf) 1000 sf $15,337 $6,135 $520 $9,768 $2,653 $6,333 $1,821 $5,058 $6,322 $7,305 $8,883 $9,768 $2,670

High Turnover Restaurant 1000 sf $59,178 $23,671 $2,400 $40,242 $7,767 $25,893 $3,814 $23,213 $23,992 $20,337 $27,807 $40,242 $19,550Retail (100,000 sf) 1000 sf $13,493 $5,397 $700 $8,278 $7,004 $6,127 $3,814 $5,270 $5,847 $15,837 $7,055 $8,278 $7,650Bank w/Drive-Thru 1000 sf $57,138 $22,855 $2,480 $51,800 $7,018 $10,392 $3,814 $23,331 $26,800 $25,134 $31,371 $51,800 $35,250

Land Use UnitCity County

Summary of Transportation Impact Fees

Low High

Average of all peer cities/

counties Residential: Single Family Detached (2,000 sq ft) $502 $8,976 $4,280 Non-residential: Supermarket $1,540 $19,181 $10,617 Office (50,000 sf) $520 $9,768 $5,555 High Turnover Restaurant $2,400 $40,242 $21,387 Retail (100,000 sf) $700 $15,837 $6,896 Bank w/Drive-Thru $2,480 $51,800 $24,472



2.5.2 Discounted Transportation Impact Fee Levels In order to determine the appropriate level of impact fees for the City of Midway,

the fees will be presented as discounts. The discounted impact fee amounts are included

in Appendix E. This Appendix illustrates the impact fees at 100%, 90%, 80%, 70%, 60%,

50%, 40%, 30%, and 20% of the actual costs. These discounted rates provide valuable

insight for the City of Midway in adopting what they feel to be the most appropriate rate.

Options for the City include phasing the rates by starting with a discounted rate

and moving to a set rate over a set number of years, or adopting discounted rates in order

to promote economic development, consistent with the City of Midway Comprehensive

Plan. It is important to note that if the City decides to discount rates it must have a

backup plan for providing a financially feasible Capital Improvements Element to fund

transportation infrastructure. The money that is lost through the discounts must be

accounted for through separate funding sources. If not, funds for the needed

improvements may fall short and the City could experience a backlog of traffic on the

transportation system.

Development projects in the City of Midway were analyzed to present the impact

fee rates from another prospective. The analysis included seven currently approved,

recently completed, proposed and existing developments in the City. The estimated

impact fees for each of these developments were compiled to serve as a comparison of

the different fee levels. Table 8 consists of the seven land use categories the

developments would fall under, the number of units, and the impact fee amounts for each

fee level.

The sample of projects does not represent the exact size of each of the

developments, but a conservative estimate based on discussions with the City of

Midway.10 Table 8 summarizes the findings of the review. It shows that at 100% of the

10 Source: Meeting with Roosevelt Morris on Wednesday, June 13, 2007



actual costs, these seven projects would yield $16,783,153.73 in impact fees, while at

20% they would amount to $3,356,630.75 in impact fees.



Table 8: Sample Transportation Impact Fee Revenue Estimates

Single Family Detached du 1000 du $12,429,010 $11,186,109 $9,943,208 $8,700,307 $7,457,406 $6,214,505 $4,971,604 $3,728,703 $2,485,802

Bank w/Drive-Thru 1000 sf 4,000 sf $228,553 $205,698 $182,843 $159,987 $137,132 $114,277 $91,421 $68,566 $45,711Convenience Store with Gas Pumps 1000 sf 4,000 sf $321,498 $289,348 $257,198 $225,049 $192,899 $160,749 $128,599 $96,449 $64,300Fast Food Rest w/ Drive-Thru 1000 sf 4,000 sf $570,592 $513,533 $456,473 $399,414 $342,355 $285,296 $228,237 $171,178 $114,118Hotel room 100 rooms $690,369 $621,332 $552,295 $483,258 $414,221 $345,185 $276,148 $207,111 $138,074Retail (100,000 sf) 1000 sf 80,000 sf $1,079,409 $971,468 $863,527 $755,586 $647,645 $539,704 $431,764 $323,823 $215,882Supermarket 1000 sf 60,000 sf $1,463,723 $1,317,350 $1,170,978 $1,024,606 $878,234 $731,861 $585,489 $439,117 $292,745

$16,783,154 $15,104,838 $13,426,523 $11,748,208 $10,069,892 $8,391,577 $6,713,261 $5,034,946 $3,356,631

Impact Fee at 60% of actual

costLand Use Unit # Units

Impact Fee at 100% of

actual costResidential:

Non-residential:

Total:


actual cost


actual cost


actual cost


actual cost


cost


cost


cost



SECTION 3 TRANSPORTATION IMPACT FEE STRUCTURE

The previous section focused on the methodology used to calculate transportation

impact fees for Midway. This section will discuss implementation of the impact fees.

First, the use of service districts is examined. Service districts can establish a solid

foundation for the rational nexus test in Midway. Next, example policies and ordinances

are reviewed and related to Midway. Finally, there is a discussion on the administrative

aspects of collecting impact fees from new development.

3.1 Impact Fee Service Areas

Service areas are used when calculating impact fees to limit the geographic scope

of where a fee is collected and spent. An important part of the rational nexus test is that

impact fees are applied so that the people who paid the fees benefit from their

expenditure. Service areas or districts may not be necessary in very small communities,

but their role in the rational nexus test is essential. In most communities it would be

difficult to establish the necessary connection between the need for a road improvement

and the benefit received by those who paid an impact fee, if, for example, the

improvement were to occur ten miles from where the fee was collected. Districts provide

a method for fairly assessing those who will benefit from an improvement with the cost

of making the improvement. It is logical to assume those within a specified geographic

area will benefit from an improvement to a major collector or arterial road within that

area.

Physical characteristics or land use are two ways to form district lines. The

geographic layout of Midway’s road network is such that most traffic south of I-10/US 90

must travel north/south on MLK Blvd. or Brickyard Road to get to US 90. Traffic on the

northern side of US 90 also travels north/south to get to US 90 and I-10. Currently, with

the separation of land uses as residential on the south side and vacant/commercial on the

north side, and assuming that path of most trips uses US 90 to enter/exist Midway, there



is little reason for traffic to use both sides of US 90. It is logical to establish each side as

a district so that the users benefit from the impact fees.

District One will encompass the entire city limits north of US 90 while District

Two will be contained by the city limits south of US 90. Figure 3: Midway

Transportation Impact Fee Service Districts is available in Appendix A.

Land within the Midway’s proposed USB will not be within either service district

since Midway cannot legally assess impact fees on property out if its jurisdiction. It is

possible for Gadsden County to assess an impact fee within Midway’s USB. An

interlocal agreement could be established to transfer a portion of the collected fee to

Midway from Gadsden County. Another option is to wait until the land within the USB

is annexed into Midway and then modify the current districts or establish a third district.

Traffic patterns will need to be reassessed at that time to ensure a rational nexus exists

between impact fees collected and any potential transportation infrastructure

improvements within the new service district.

3.1.1 The Role of Impact Fee Service Districts for Midway

As previously mentioned, the population of Midway is increasing. While the

existing infrastructure is currently adequate there will be a time in the near future when

infrastructure improvements will be needed. To illustrate the impact fee concept to

Midway two scenarios have been prepared based on proposed future developments

within the city. The scenarios, one for each service district, describe the possible future

improvements related to the proposed new developments that could be paid for by impact

fees.

District One-Impact Fee Scenario

During the conversation with Mr. Morris on June 13th a proposed 60,000 square

foot commercial retail development was discussed. Mr. Morris said this new

development will likely occur on the southeast corner of US 90 and County Road (CR)



159. The site would contain an average-sized grocery store and other retail. Traffic trips

would be attracted from both sides of I-10 as this would be the first retail center in

Midway. As a result, that intersection would need major improvements.

A realignment of MLK Blvd and CR 159 with US 90 would be necessary. A

signal may be needed for the intersection, and turning lanes on US 90 and CR 159 may

be warranted. Impact fees collected from the commercial development as well as any

new residential development in District One could be used to fund these improvements.

It is also important to mention that impact fees collected in District Two could most

likely be used for this group of improvements since the basis for a rational nexus could be

supported. Residents of District Two would be likely to use this intersection and

shopping center entrance.

District Two-Impact Fee Scenario

A new residential development is proposed for a large tract of land south of I-10

and north of MLK Blvd, within the District Two service district. This development will

be built in phases and will include a 100-acre parcel for an elementary/middle school.

The first phase is complete and contains 200 homes. The next three phases are underway

and will include 400 homes. The remaining phases will include an approximate 900

additional homes and the schools. A build-out date of 2013 was assumed based on the

current building rate and Mr. Morris’s projections. Currently, the only way access to the

development is Palmer Road which connects to MLK Blvd. just north of the railroad

tracks. There is a proposed second access point further west down MLK Blvd near the

future school site (herein the school access point). It is assumed that most traffic will exit

the development and travel south on MLK Blvd to either Brickyard Road or US 90 where

all of Midway’s commercial and retail sites are located. This is also the connection to I-

10 and the route most commuters to Tallahassee will take. The segment of MLK Blvd.

that may be impacted is about 3.5 miles long.



The traffic impacts from the new development can be described by examining the

capacity and volumes of MLK Blvd. The peak hour maximum service volume of MLK

Blvd. is 670 vehicles (FDOT 2002 Quality/Level of Service Handbook). MLK Blvd. can

be broken into two segments: the first segment (Link 1) is from the city limit to Brickyard

Road and the second (Link 2) is from Brickyard Road to US 90. It is assumed that 60

percent of traffic will use the school access point and 40 percent will use Palmer Road for

access. This assumption of the vehicle distribution is based on a planning-level traffic

analysis.

Using FDOT TIPS software a trip generation analysis for the daily and PM peak

hour was conducted with codes from the Institute of Transportation Engineers Manual

(7th Edition). The following codes were used: ITE Codes 210 (Single Family

Residential), 520 (Elementary School), and 522 (Middle School). The analysis showed

that 9,978 net daily trips and 971 PM peak hour trips will be generated by the proposed

development. The existing background traffic (2006) of 192 vehicles was grown to 221

vehicles in 2013 using a conservative growth rate of 2 percent. Total traffic in 2013 was

projected to be 1,192 in the PM peak hour. Even if 60 percent (715 vehicles) use Link 1

and 40 percent (477 vehicles) use Link 2, MLK Blvd will be operating below the adopted

LOS and need to be improved. Another alternative is for Midway to lower its LOS for

this road. This would result in a maximum capacity volume of 1,300 PM peak hour trips

and a LOS of D.

When MLK Blvd. operates below the adopted LOS standard due to the new

residential development, Midway will need to have a revenue source to help pay for the

cost of additional road capacity. By charging an impact fee to residents of the new

development in District Two, the funds from those impact fees can be used to improve

MLK Blvd.



Summary

The previous scenarios are just two examples of how impact fees may be used in

Midway. While legal precedent prevents the use of impact fees for routine maintenance

of transportation infrastructure such as repaving it is possible to use them for a variety of

projects as long as the rational nexus is met. This following list contains some examples

of improvements that can be funded by transportation impact fees.

• Road widening

• Intersection turn lanes

• Intersection signals

• Multi-modal facilities such as bike lanes and sidewalks

3.2 Policy Review

In order to understand the context of the City of Midway, local policies for the

City were reviewed. The review included the City of Midway Comprehensive Plan and

the City of Midway Land Development Code. The purpose the review is to get an

understanding as to what should be incorporated into the impact fee structure in order to

be in compliance with the goals, objectives and policies of the Midway Comprehensive

Plan and to determine what could be introduced into the Land Development Code.

3.2.1 Midway Comprehensive Plan Review The Transportation Element and the Capital Improvements Element provide

policy direction to undertake an impact fee study. Policy B.1.1.6 of the Transportation

Element states that the City of Midway shall consider adopting an impact fee ordinance

which assesses new developments an equitable pro rata share of the costs to provide

roadway improvements to serve the development. Policy H.l.5.1 states that within five

years after plan adoption, Midway shall complete a study of the feasibility of

implementing impact fees to finance facility improvements which are required as a result

of the impacts of new development. The recommendation of this study will support both

the Transportation and Capital Improvement Elements of the Comprehensive Plan.



Economic development is being promoted in the City of Midway. Policy A.1.8.4

of the Future Land Use Element states that the City shall continue to study various

methods of attracting commercial and industrial activities in the City. Evidence of this

goal is the Interchange Commercial zoning district around the I-10/ U.S. 90 interchange.

The City is attempting to attract a wider array of non-residential uses to increase the tax

base and strengthen the economy. In creating the impact fee schedule, the fees for all

land uses, residential and non-residential, could be reduced in order to promote economic

development, yet still provide funding for transportation infrastructure.

Another issue as determined by the Comprehensive Plan is housing affordability

in the City of Midway. Section 3.2.4 of the Housing Element projects that the City will

need 420 affordable housing units by 2010 and 502 by 2020. Impact fees could indirectly

add onto the cost of a new home, making it more difficult to provide new affordable

housing units. In order to comply with the affordable housing goal, the recommended

impact fee structure for the City of Midway will include an impact fee assistance

program. This program will defer the payment of impact fees for qualified residents until

the home is sold. Refer to the Impact Fee Ordinance in Appendix B for details.

3.2.2 Midway Land Development Code Review The transportation impact fees will assure that compliance with Concurrency

Management Regulation in Section 4.00.00 of the Land Development Code does not halt

new development. Impact fees can assist in maintaining the Level of Service (LOS)

standards for the roads by providing funding for needed road capacity as a result of new

development. This will allow for improvements to be made by making the new

development pay for their share of the costs of growth.



3.3 Transportation Impact Fee Model Ordinances

The transportation impact fee study for the City of Midway was derived from a

number of model ordinances. This section will provide a summary table of these

ordinances and provide a brief review of the most relevant elements for the City of

Midway.

The jurisdictions from which the model ordinances originate provide much of the

impact fee regulation through the Impact Fee Ordinances. Therefore, the ordinances were

reviewed to determine the linkage to the Comprehensive Plans.

The model ordinances are summarized in Table 9. The table shows when the

four models require payment of the impact fees, what the residential and non-residential

impact fees calculation are based on, if they offer impact fee payment assistance, who the

program is administered by and how it is funded, and how the number of service districts

in each model. A majority of the model ordinances, three out of four, require payment

before the issuance of a building permit and base the residential impact fee per dwelling

unit. Therefore, it is suggested that the City of Midway use this model.

Impact fee assistance varies among the model ordinances. The City of Dundee

was the lone jurisdiction not offering some type of assistance. Brevard County’s impact

fee deferral program offers deferred impact fee payments for very low income, low

income, and moderate income individuals. The benefit to this program is that the impact

fees are deferred in the form of a lien on the property and become due upon sale. The

impact fees are not waived with this program, just deferred to allow the home to be

purchased affordably. In creating the impact fee ordinance, the deferral program was

detailed as an option for the City of Midway to implement.

Upon implementation of an impact fee program, the City of Midway must also

determine who will administer the program. The administrative process is detailed in the

Procedures Manual for residential and non-residential in Appendix G. Also, the actual



administration costs, including salary and benefits of the administrator, must be

determined and can be funded from the impact fees account.

The City of Dundee imposes Polk County impact fees for the County roads within

its City limits, along with enforcing its own fees for the local roads. Midway has several

County roads located within its City limits. Since Gadsden County currently does not

have transportation impact fees, it is recommended that the City of Midway reach an

inter-local agreement with the County to impose the proposed impact fees within the

unincorporated areas of the County which will fall within the proposed Midway Urban

Service Boundary.



Table 9: Model Transportation Impact Fee Ordinance Summaries

City or County

Impact Fee Due Date

Fee Basis

Impact Fee Assistance?

Administration paid by: Administrator Districts Residential

Non-Residential

Alachua County

Before issuance of certificate of occupancy

Per 1000 sq. ft.

Per 1000 sq. ft.

0% interest, soft second mortgage for a 5-yr term

Not to exceed actual costs to administer

County Manager designates the Impact Fee Administrator from the Growth Management Dept. 3

Brevard County

Before building permit issuance

Dwelling Unit

Per 1000 sq. ft.

Deferral of up to 100% of the fee in the form of a lien on the property, not due/payable until sale of the property

No more than 8% of the collected impact fees

County Manager and the county or municipal officials designated 6

Dundee Before building permit issuance

Dwelling Unit

Per 1000 sq. ft.

No. Can go before city council on a case-by-case basis 3% of the impact fees Building Department

City-wide

Lee County

Before building permit issuance

Dwelling Unit

Per 1000 sq. ft.

Fee waivers for any new single family home located in an enterprise zone

Up to 3% of the impact fees, in addition to the impact fee amount Impact Fee Coordinator 5



3.4 Implementation and Administration of Transportation Impact Fees

The transportation impact fees collected by Midway would be available for use

only on local roads within the service district from which they are collected. One

example would be Brickyard Road in District Two. The local roads are depicted in

Figure 3 in Appendix A. Since there are not many local roads in Midway, particularly

well-traveled roads, in most cases the roads that will need to be improved will be county

or state roads like County Road 268 (Martin Luther King Boulevard) and US 90. In

order to apply impact fee revenue to improvements on these roads Midway will need to

execute agreements with Gadsden County and the State. The County or the State would

initiate the improvements and Midway would be just one of the funding contributors.

With Considering Midway’s emphasis on residential land use the collector roads

that service new developments and subdivisions are likely to benefit from the use of

transportation impact fee revenue. For example, Palmer Road is a residential collector

for the Orion’s Point subdivision and other new residential development in that area. In

fact, it currently provides the only in/out access for these developments. It would be

difficult to negotiate with the developer for improvements to Palmer Road since the

developer is already responsible for all the roads within the subdivision. If impact fees

are collected the City could apply those revenues to improving Palmer Road because a

rational nexus exists. The residents of the new subdivision will be using Palmer Road

and they will benefit from its improvement.

In this section, following the impact fee recommendations, the ordinance is

broken down into implementation recommendations and administration responsibilities

for the City. The implementation and administration structure incorporates portions of

the model ordinances which best apply to the conditions in the City of Midway. For

exact details and wording of the ordinance refer to the Midway Transportation Impact

Fee Ordinance in Appendix B.



3.4.1 Transportation Impact Fee Recommendation The impact fees are recommended to be phased in over a period of years to reduce

their immediate impact on the local construction and development market. It is

recommended that the City implement the impact fees at 40% over a 10-year period.

Table 10 represents the proposed phased schedule. It shows the impact fees for the

Single Family detached land use category over the 10-year period, and the

implementation percentage for each year. Years 1 and 2 are proposed to have a 5%

implementation rate and years 3 and 4 a 10% rate, respectively. Thereafter the rate

increases 5% each year over the next 6 years, reaching 40% implementation at Year 10.

This allows for a slow introduction and a gradual increase to impact fees for the City of

Midway.

Table 10: Proposed Impact Fee Phasing Schedule

Year 1 & 2 3 & 4 5 6 7 8 9 10 Implementation

% 5% 10% 15% 20% 25% 30% 35% 40% Single Family (Detached) $621 $1,243 $1,864 $2,486 $3,107 $3,729 $4,350 $4,972

A recommendation of a 40% implementation rate will not only benefit the

construction and housing market in Midway, but it is logical considering the limited

opportunities for outright spending of impact fees on local roads. As mentioned

previously Midway will need to reach agreements with the County and State to use

impact fee revenues on US 90 and County Road 268. As a partial funding partner to any

improvements on these roadways the City can afford to reduce the amount of impact fees

it collects and rely on supplemental funding from the County and State.

3.4.2 Imposition of Transportation Impact Fees Any person who, after the effective date of the Midway Transportation Impact

Fee ordinance, seeks to develop land within the corporate limits of the City of Midway,

Florida, by applying for a building permit to make an improvement to land, including

residential and non-residential buildings, or for additions or expansions to buildings other



than single-family residential buildings, which will generate additional traffic shall be

required to pay a transportation impact fee in the manner and amount set forth in Section

__.07 of the Transportation Impact Fee Ordinance.

The transportation impact fee shall be determined at the time of building permit

application. No building permit for any activity requiring the payment of an impact fee

pursuant to Section __.07 of the Transportation Impact Fee Ordinance shall be issued

unless and until the transportation impact fee required by this section has been paid.

3.4.3 Administration of Transportation Impact Fees The City of Midway shall collect the necessary funding to administer the

implementation and operation of the Transportation Impact Fee program. The necessary

funding should be based on the actual costs to administer the impact fee program,

including necessary salary and benefits of the administrator, set forth in Section

163.31801(3) (c), Florida Statutes.

The city of Midway will determine who is responsible for the administration of

the Transportation Impact Fee Program. The administrator may be a current employee of

the city or a newly hired employee contracted with the administrative charges of which

the city is entitled to per Section __.12 of the Transportation Impact Fee Ordinance.

The Impact Fee Administrator shall determine the land use to which the impact

fee will be based. The amount of payment required for the impact fee shall be determined

by the impact fee schedule in Section __.07 of the ordinance. Once the impact fee is

collected, the Impact Fee Administrator shall deposit all funds into the correct

Transportation Impact Fee Trust Fund account pursuant to Section _.10. District 1 is the

area of the city of Midway north of Interstate 10 and District 2 is the area of the city of

Midway south of Interstate 10.

At least once each fiscal period the Impact Fee Administrator shall present to the

Midway City Council a proposed capital improvement program for the transportation



network, assigning funds, including any accrued interest, from the Transportation Impact

Fee Trust Funds to specific transportation improvement projects and related expenses.

Monies, including any accrued interest, not assigned in any fiscal period shall be retained

in the same Transportation Impact Fee Trust Funds until the next fiscal period except as

provided by the refund provisions of the ordinance.

3.4.4 Use of funds Funds collected from transportation impact fees shall be used for the purpose of

capital improvements to and expansion of transportation facilities associated with the

arterial and collector road network as designated by the Midway Comprehensive Plan or

appropriate to the implementation thereof. No funds shall be used for periodic or routine

maintenance. As mentioned in section 3.4.3, the City of Midway is entitled to a portion of

the impact fees collected as administrative charges, not to exceed the actual costs.

In the event that bonds or similar debt instruments are issued for advanced

provision of capital facilities for which transportation impact fees may be expended,

impact fees may be used to pay debt service on such bonds or similar debt instruments to

the extent that the facilities provided are of the type described in the paragraph above of

this section and are located within the appropriate impact fee districts created by Section

__.10 of the ordinance.

The impact fee funds may be used to issue refunds. If a building permit expires

without commencement of construction, then the fee-payer shall be entitled to a refund,

without interest, of the impact fee paid as a condition for its issuance except that the City

shall retain five percent of the fee to offset a portion of the costs of collection and refund.

Any funds not expended or encumbered by the end of the calendar quarter

immediately following six years from the date the transportation impact fee was paid

shall, upon application of the then current landowner, be returned to such landowner with

interest at the rate of three percent per annum, provided that the landowner submits an

application for a refund within 180 days of the expiration of the six year period.



3.4.5 Transportation Impact Fee Benefit Districts To be certain a nexus exists between the new development and infrastructure

improvements, the city of Midway should develop two Transportation Impact Fee benefit

districts. The first district includes the areas of the City north of Interstate 10 and the

second district includes the areas south of Interstate 10. Funds collected from these

districts may be used for improvements in its own district or for projects in the other

district, of which the city has declared to be of direct benefit for both districts.

3.4.6 Transportation Impact Fee Trust Funds As noted in 163.31801(3) (b), Florida Statutes, the City of Midway must account

for the revenues and expenditures of the impact fees in a separate accounting fund. To

accomplish this, the City should create two trust funds, one for each of the impact fee

benefit districts. This will allow for the funds to be audited on an annual basis to account

and report for impact fee collections and expenditures.

3.4.7 Fee Waiver/Assistance Option11 In order to partially or completely mitigate for potentially adverse effects on the

production of affordable housing and first time homeownership that may be due to the

imposition of the transportation impact fee, the City shall, upon approval of an

application by any eligible new homebuyer, execute a contract to defer payment of a

percentage of the transportation impact fee according to the provisions described in

Section __.14 (b) of the Impact Fee Ordinance.

For the purchase of a newly constructed principal residence, the sales price or

value of which does not exceed the maximum eligible sales price, the City shall defer

payment of up to 100 percent of the transportation impact fee imposed for any

homebuyer that qualifies as a low-income or very low-income person or household. The

homebuyer shall pay the remaining portion of the transportation impact fee, if applicable,

11 Note: This is an optional provision that the City of Midway may or may not include in the ordinance.



prior to the issuance of a building permit in accordance with the provisions of the

contract for deferral.

A new homebuyer or community-based organization, or developer that wishes to

defer payment of a percentage of the transportation impact fees assessed on a residential

property shall submit an application together with the necessary supporting

documentation to the impact fee administrator to initiate an eligibility review. If the City

determines that the applicant is eligible for deferral of impact fees, the City will prepare a

contract for deferral. The contract for deferral shall include provisions for the new

homebuyer or community-based organization to execute a notice of assessment setting

forth the balance of the transportation impact fee that remains unpaid and to notify the

City of the date of the closing on the eligible property. The notice of assessment shall

also indicate that the unpaid balance is due and payable upon the subsequent sale of the

property by the homebuyer or community-based organization. The notice shall be in

recordable form acceptable to the City and shall authorize the City to record the notice in

the official records of the City within 90 days following notification to the City of the

date of the closing by the homebuyer or when rental units are sold or transferred and no

longer meet the affordable definition set forth in this document. Upon execution, the

notice of assessment shall constitute a lien on the property for the balance of the

transportation impact fee that is due under the terms and conditions of this subsection.

The U. S. Department of Housing and Urban Development (HUD) produces data

on housing affordability. The Area Median Income (AMI) for Gadsden County is used to

determine affordability for the City of Midway. The AMI for Gadsden County was

$58,200 in 2007. According to HUD, any family of four making 50 percent of the median

income or less is to be considered very-low income, and any family making 50 to 80

percent of the median income is to be considered low-income. Therefore, within Midway,

very-low income was determined to be any family making less than $29,250, and low-

income was determined to be any family making from $29,250-$46,800.



Therefore, any applicant for the impact fee deferral program shall not exceed the

income listed in Table 11 based on household sizes. The home must be new construction

and should not exceed the purchase price of $164,13512. The maximum purchase price

represents what a family of four making 80% of the AMI could afford. That is, spending

a maximum of 28% of their gross monthly income for housing expenses.

Table 11: Maximum Income per Household Size Median Income

1 Person

2 Persons

3 Persons

4 Persons

5 Persons

6 Persons

50% $20,500 $23,400 $26,350 $29,250 $31,600 $33,950 80% $32,750 $37,450 $42,100 $46,800 $50,550 $54,300

Source: United States Department of Housing and Urban Development (HUD)

3.5 Suggested Land Development Code Amendments

The City of Midway should consider a proposed transportation impact fee

ordinance amending section 4.00.00 of the Land Development Code and adding section

4.02.00 to include the following recommendations:

4.02.00 IMPACT FEES

4.02.01 Transportation Impact Fees

A. Generally- Transportation Impact Fees are charged to new development for

the cost of replacing the capacity they consume on the major roadway system.

The Transportation Impact Fee structure for the City of Midway requires new

development to pay for their share of the costs of growth. The fee is based on

the amount of additional traffic new development will bring to the roads.

B. General Rules.

1. Any person who applies for a building permit shall be required to pay all

transportation impact fees due at the time of, and as a condition of, receiving

the building permit, pursuant to the impact fee rate schedule in effect at the

time a building permit is issued. 12http://www.calculators4mortgages.com/calculators/loan/incomeq.html



2. All transportation impact fees collected by the city of Midway shall be

segregated from other revenue of the city. Each of the two transportation

impact fee benefit districts created as part of the City of Midway

Transportation Impact Fee Ordinance shall have its own trust fund

established.

3. Funds collected from the Midway Transportation Impact Fees must be used

for the purpose of transportation-related capital improvements or expansion

to collector or arterial roadways within the transportation impact fee benefit

district of which the funds were collected. Funds may be used for projects in

other transportation impact fee benefit districts which are of benefit to the

transportation impact fee benefit district from which the funds were

collected.



APPENDIX A

Land Use



Figure 1: Midway Existing Land Use Map

Figure 2: Midway Future Land Use Map



APPENDIX B

Proposed Transportation Impact Fee Ordinance



Section __.01 Short title, authority and applicability.

(a) This article shall be known and may be cited as the “Midway Transportation Impact Fee Ordinance.”

(b) The city council of Midway has authority to adopt this article pursuant to Article VIII of the Florida Constitution and section 163.31801, Florida Statutes.

(c) The provisions of this article shall apply within the corporate limits of the City of Midway.

Section __.02 Intent and Purpose

(a) This article is intended to implement and be consistent with the Midway Comprehensive Plan.

(b) The purpose of this article is to ensure that transportation improvements occur concurrently with development and that new development bears a proportionate share of the cost of capital expenditures necessary to help fund the transportation improvements that will be needed as development occurs in Midway.

Section __.03 Legislative Findings. The city council of Midway makes the following findings and determinations:

(a) The City of Midway must expand its transportation system in order to maintain current levels of service if new development is to be accommodated without decreasing current levels of service. This must be done in order to promote and protect the public health, safety and welfare;

(b) The Florida Legislature through the enactment of Section 163.31801, Florida Statutes, authorizes the City of Midway to enact impact fees.

(c) The imposition of impact fees is one of the preferred methods of ensuring that development bears a proportionate share of the cost of capital facilities necessary to accommodate such development. This must be done in order to promote and protect the public health, safety and welfare;

(d) Each of the types of land development described in Section __.07 hereof, will generate traffic necessitating the acquisition of rights-of-way, road construction and transportation improvements.

(e) The fees established by Section __.07 are derived from, are based upon, and do not exceed the costs of providing additional rights-of-way, road construction and transportation improvements necessitated by the new land developments for which the fees are levied.

(f) The report entitled "Midway Transportation Impact Fee Study", dated __________, sets forth a reasonable methodology and analysis for the determination of the impact of new development on the need for and costs for additional rights-of-way, road construction and transportation improvements in the City of Midway.



(g) *This is included if fees will be discounted It is in the interest of the public to discount all transportation impact fees by __%,

in order to encourage economic development consistent with the City of Midway Comprehensive Plan.

Section __.04 Rules of Construction

(a) The provisions of this article shall be liberally construed so as to effectively carry out its purpose in the interest of the public health, safety and welfare.

(b) For the purposes of administration and enforcement of this article, unless otherwise stated in this article, the following rules of construction shall apply to the text of this article:

(1) In case of any difference of meaning or implication between the text of this article and any caption, illustration, summary table or illustrative table, the text shall control.

(2) The term "shall" is always mandatory and not discretionary; the term "may" is permissive.

(3) Words used in the present tense shall include the future; and words in the singular number shall include the plural, and the plural the singular, unless the context clearly indicates the contrary.

(4) The phrase "used for" includes "arranged for," "designed for," "maintained for" or "occupied for."

(5) The term "person" includes an individual, a corporation, a partnership, an incorporated association or any other similar entity.

(6) Unless the context clearly indicates the contrary, where a regulation involves two or more items, conditions, provisions or events connected by the conjunction "and," "or" or "either . . . or," the conjunction shall be interpreted as follows:

a. The term "and" indicates that all the connected terms, conditions, provisions or events shall apply.

b. The term "or" indicates that the connected items, conditions, provisions or events may apply singularly or in any combination.

c. The term "either . . . or" indicates that the connected items, conditions, provisions or events shall apply singularly but not in combination.

(7) The term "includes" shall not limit a term to the specific example, but is intended to extend its meaning to all other instances or circumstances of like kind or character.

(8) "Impact Fee Administrator" means the City Administrator or the city officials he/she may designate to carry out the administration of this ordinance. Any official so designated shall be approved by the City of Midway before exercising duties hereunder.

(9) All terms relating to types of development shall have the same meaning as portrayed in the Midway Land Development Code.



Section __.05 Definitions Arterial road shall have the same meaning as set forth in Subsection 334.03(1) of the

Florida Statutes.

Building permit is the approval issued by the city of Midway that authorizes the construction or placement of a building, dwelling, mobile home, recreational vehicle or other structure on a site.

A capital improvement includes transportation planning, preliminary engineering,

engineering design studies, land surveys, right-of-way acquisition, engineering, permitting and construction of all the necessary features for any transportation construction project including, but not limited to: (1) Construction of new through lanes; (2) Construction of new turn lanes; (3) Construction of new bridges; (4) Construction of new drainage facilities, sidewalks and bicycle paths in

conjunction with new roadway construction; (5) Purchase and installation of traffic signalization (including new and upgraded

signalization); (6) Construction of curbs, medians, and shoulders; and (7) Relocating utilities to accommodate new roadway construction.

Collector road shall have the same meaning as set forth in Subsection 334.03(4) of

the Florida Statutes.

Certificate of occupancy is the certificate issued by the city of Midway Building Department after final inspection indicating that the building is in proper condition to be occupied.

Development order means a regulatory approval for the development of land issued

by the city of Midway.

Expansion of the capacity of a road applies to all road and intersection capacity enhancements and includes but is not limited to extensions, widening, intersection improvements, upgrading signalization, and expansion of bridges.

A fee-payer is a person commencing a land development activity within the city of

Midway which generates traffic and which requires the issuance of a building permit by the City.

Floor area is that area of the building or structure provided with heating or air

conditioning or designed to be provided with heating or air conditioning.



Impact fee administrator means a city official, other than the city manager, designated by the city manager to carry out the administration of this article.

Independent fee calculation study means the traffic engineering and/or economic

documentation prepared by a fee-payer or on behalf of a fee-payer to allow the determination of the impact fee other than by the use of the table in subsection __.07(a).

Land development activity generating traffic means any change in land use or any

construction of buildings or structures or any change in the use of any structure that attracts or produces vehicular trips.

Level of service is a qualitative measure that represents the collective factors of speed,

travel time, traffic interruption, freedom to maneuver safely, driving comfort and convenience, and vehicle operating costs provided by a highway facility under a particular volume condition. Levels of service vary from A to F. Level of service E describes a roadway condition that is operating at between 91 percent and 100 percent of capacity, where speeds are low, with some unstable flow and some stoppage, and where there is very little driver independence with regard to speed and lane choice.

Mandatory or required right-of-way dedications and/or roadway improvements

means such non-compensated dedications and/or roadway improvements required by the city of Midway.

Road shall have the same meaning as set forth in Subsection 334.03(23) of the

Florida Statutes.

Site-related improvements are capital improvements and right-of-way dedications for direct access improvements to and/or within the development in question. Direct access improvements include but are not limited to the following: (1) Construction of new through lanes; (2) Access roads leading to the development; (3) Driveways and roads within the development; (4) Acceleration and deceleration lanes, and right and left turn lanes leading to

those roads and driveways; and (5) Traffic control measures for those roads and driveways.

Section __.06 Imposition of transportation impact fee.

(a) Any person who, after the effective date of the ordinance from which this article is derived, seeks to develop land within the corporate limits of the City of Midway, Florida, by applying for a building permit to make an improvement to land, including residential and non-residential buildings, or for additions or



expansions to buildings other than single-family residential buildings, which will generate additional traffic shall be required to pay a transportation impact fee in the manner and amount set forth in this article.

(b) The transportation impact fee shall be determined at the time of building permit application.

(c) No building permit for any activity requiring the payment of an impact fee pursuant to Section __.07 shall be issued unless and until the transportation impact fee required by this section has been paid.

Section __.07 Transportation impact fee schedule.

(a) At the option of the fee-payer, the amount of the transportation impact fee may

be determined by the following fee schedule. *Insert adopted fee schedule

(1) If a building permit is requested for mixed uses, then the fee shall be determined through using the applicable impact fee schedule by apportioning the development committed to uses specified on the applicable impact fee schedule.

(2) For applications for an extension of a building permit, the amount of the fee is the difference between that fee then applicable or paid when the permit was originally issued and the fee due pursuant to this article.

(3) If the type of development activity that a building permit is applied for is not specified on the applicable fee schedule, the impact fee administrator shall use the fee applicable to the most nearly comparable type of land use on the impact fee schedule. The impact fee administrator shall be guided in the selection of a comparable type by the report titled Trip Generation (latest edition) prepared by Institute of Transportation Engineers.

(4) If the impact fee administrator determines that there is no comparable type of land use on the applicable impact fee schedule then the impact fee administrator shall determine the fee by:

a. Using traffic generation statistics provided by the Florida Department of Transportation or contained in a report titled Trip Generation (latest edition) prepared by Institute of Transportation Engineers and;

b Applying the formula set forth in subsection ___.07(b) hereof; and c. Making any appropriate adjustments to the fee pursuant to section

___.14. (5) In the case of change of use, redevelopment, or expansion or modification

of an existing use which requires the issuance of a building permit, the impact fee shall be based upon the net positive increase in the impact fee for the new use as compared to the previous use.



(b) If a fee-payer opts not to have the impact fee determined according to paragraph (a) of this section, then the fee-payer shall prepare and submit to the Impact fee administrator an independent fee calculation study for the land development activity for which a building permit is sought. The traffic engineering and/or economic documentation submitted shall show the basis upon which the independent fee calculation was made, including but not limited to the following:

(1) Transportation engineering studies: a. Documentation of trip generation rates appropriate for the

proposed land development activity. b. Documentation of trip length appropriate for the proposed land

development activity. c. Documentation of any other transportation data appropriate for the

proposed land development activity. (2) Economic documentation studies:

a. Documentation of the cost per lane per mile for roadway construction appropriate for proposed land development activity.

b. Documentation of credits attributable to the proposed land development activity which can be expected to be available to replace the portion of the service volume used by the traffic generated by the proposed land development activity.

Independent fee calculation studies shall be prepared and presented by professionals qualified in their respective fields and employ methods recognized within those respective fields. The impact fee administrator shall consider the documentation submitted by the fee-payer but is not required to accept such documentation as he/she shall reasonably deem to be inaccurate or not reliable and may, in the alternative, require the fee-payer to submit additional or different documentation for consideration. If an acceptable independent fee calculation study is not presented, the fee-payer shall pay transportation impact fees based upon the schedules shown in paragraph (a) of this section. Determinations made by the impact fee administrator pursuant to this paragraph may be appealed to the city manager by filing a written request with the city manager within ten (10) days of the impact fee administrator's determination.

Upon acceptance of an independent fee calculation study, the following formula shall be used by the Impact Fee Administrator to determine the impact fee per unit of development:

TABLE INSET:

VMT = ADT × % NEW x LENGTH ÷ 2

ADT = Trip ends during average weekday



%NEW =

Percent of trips that are primary, as opposed to passby or diverted-link trips

LENGTH = Average length of a trip on the approved road system

÷ 2 =

Avoids double-counting trips for origin and destination

NET COST/VMT = COST/VMT -- CREDIT/VMT

COST/VMT =

COST/LANE-MILE ÷ AVG LANE CAPACITY ADDED

COST/LANE-MILE =

Average cost to add a new lane to the approved roadway system

AVG LANE CAPACITY ADDED

= Average daily capacity added

CREDIT/VMT = $/GAL ÷ MPG × 365 × NPV

$/GAL =

Capacity-expanding funding for roads per gallon of gasoline consumed

MPG = Miles per gallon, average for Florida

365 =

Days per year (used to convert daily VMT to annual VMT)

NPV =

Net present value factor (i.e., 14.0939 for 25 years at 5% discount)

Section __.08 Payment of fee.

(a) The fee-payer shall pay the transportation impact fee required by this article to the Impact Fee Administrator or his designee prior to the issuance of a building permit.

(b) All funds collected shall be properly identified by road impact fee district and promptly transferred for deposit in the appropriate Transportation Impact Fee Trust Fund to be held in separate accounts as determined in Section __.10 of this ordinance and used solely for the purposes specified in this article.



Section __.09 Transportation impact fee districts.

There are hereby established two transportation impact fee districts as shown on the map attached in the Transportation Impact Fee Procedures Manual and referenced below. District 1 is the area of the city of Midway north of Interstate 10. District 2 is the area of the city of Midway south of Interstate 10.

Section __.10 Transportation special revenue/capital projects impact fee trust funds established.

(a) There are hereby established separate transportation impact fee trust funds, one for

each transportation impact fee district established by Section __.10. (b) Funds withdrawn from these accounts must be used in accordance with the

provisions of Section __.12.

Section __.11 Use of funds.

(a) Funds collected from transportation impact fees shall be used for the purpose of capital improvements to and expansion of transportation facilities associated with the Arterial and Collector road network as designated by the Midway Comprehensive Plan or appropriate to the implementation thereof.

(b) The City shall be entitled to use a portion of the funds collected pursuant to this article, not to exceed the cost set forth in Section __.17, to compensate them for the administrative expense of collecting the fee and administering this article including salary and benefits of the impact fee administrator.

(c) No funds shall be used for periodic or routine maintenance. (d) Funds shall be used exclusively for capital improvements or expansion within the

road impact fee district from which the funds were collected or for projects in the other road impact district which are of benefit to the road impact district from which the funds were collected. Funds shall be expended in the order in which they are collected.

(e) In the event that bonds or similar debt instruments are issued for advanced provision of capital facilities for which road impact fees may be expended, impact fees may be used to pay debt service on such bonds or similar debt instruments to the extent that the facilities provided are of the type described in paragraph (a) of this section and are located within the appropriate impact fee districts created by Section __.10 of this article or as provided in paragraph (d) of this section.

(f) At least once each fiscal period the Impact Fee Administrator shall present to the Midway City Council a proposed capital improvement program for roads, assigning funds, including any accrued interest, from the Transportation Impact Fee Trust Funds to specific road improvement projects and related expenses. Monies, including any accrued interest, not assigned in any fiscal period shall be



retained in the same Transportation Impact Fee Trust Funds until the next fiscal period except as provided by the refund provisions of this article.

(g) Funds may be used to provide refunds as described in Section __.13. Section __.12 Refund of fees paid.

(a) If a building permit expires without commencement of construction, then the fee-

payer shall be entitled to a refund, without interest, of the impact fee paid as a condition for its issuance except that the City shall retain five percent of the fee to offset a portion of the costs of collection and refund.

(b) Any funds not expended or encumbered by the end of the calendar quarter immediately following six years from the date the transportation impact fee was paid shall, upon application of the then current landowner, be returned to such landowner with interest at the rate of three percent per annum, provided that the landowner submits an application for a refund within 180 days of the expiration of the six year period.

Section __.13 Exemptions and deferrals of impact fees.

(a) Exemptions. The following shall be exempted from payment of the

transportation impact fee: (1) Alteration or expansion of an existing building where no additional units

are created, where the use is not changed and where no additional vehicular trips will be produced over and above those produced by the existing use.

(2) The construction of accessory buildings or structures which will not produce additional vehicular trips over and above those produced by the principal building or use of the land.

(3) The replacement of a residential land use with a new unit of the same type and use, provided that no additional trips will be produced over and above those produced by the original use of the land.

(4) The replacement of a nonresidential building or structure with a new building or structure of the same size and use, provided that no additional trips will be produced over and above those produced by the original use of the land.

(5) The construction of publicly owned government buildings which are utilized in their entirety for public purposes.

(6) A building permit obtained by or for the United States of America, the State of Florida or the Gadsden County School Board.

An exemption must be claimed by the fee-payer at the time of the issuance of a building permit or mobile home permit. Any exemption not so claimed shall be deemed to be waived by the fee-payer.



(b) Deferrals. In order to partially or completely mitigate for potentially adverse effects on the production of affordable housing and first time homeownership that may be due to the imposition of the transportation impact fee, the City shall, upon approval of an application by any eligible new homebuyer, execute a contract to defer payment of a percentage of the transportation impact fee according to the provisions described herein.

(1) For the purchase of a newly constructed principal residence, the sales price or value of which does not exceed the maximum eligible sales price, the City shall defer payment of 25 percent of the transportation impact fee imposed by this article for any homebuyer that qualifies as a moderate-income person or moderate-income household. The homebuyer shall pay the remaining 75 percent of the transportation impact fee prior to the issuance of a building permit in accordance with the provisions of the contract for deferral and this article. Payment of the deferred portion of the transportation impact fee shall be made in accordance with the provisions of the contract for deferral and subsection (5) below.

(2) For the purchase of a newly constructed principal residence, the sales price or value of which does not exceed the maximum eligible sales price, the City shall defer payment of 50 percent of the transportation impact fee imposed by this section for any homebuyer that qualifies as a low-income person or low-income household. The homebuyer shall pay the remaining 50 percent of the transportation impact fee prior to the issuance of a building permit in accordance with the provisions of the contract for deferral and this article. Payment of the deferred portion of the transportation impact fee shall be due in accordance with the provisions of the contract for deferral and subsection (5) below.

(3) For the purchase of a newly constructed principal residence, the sales price or value of which does not exceed the maximum eligible sales price, the City shall defer payment of 100 percent of the transportation impact fee imposed by this section for any homebuyer that qualifies as a very-low-income person or very-low-income household. Payment of the deferred portion of the transportation impact fee shall be due in accordance with the provisions of the contract for deferral and subsection (5) below.

(4) A community-based organization, or developer that has received an award to develop rental housing affordable to very-low, low and moderate income persons or households may apply for deferral of transportation impact fees. For every rental unit that is limited to occupancy by a moderate-income person or moderate-income household, the City shall defer 25 percent of the transportation impact fee imposed by this article. For every rental unit that is limited to occupancy by a low-income person or low-income household, the City shall defer 50 percent of the transportation impact fee imposed by this section. For every rental unit that is limited to occupancy by a very-low-income person or very-low-income household, the City shall defer 100 percent of the transportation impact fee imposed by this article. Payment of the deferred portion of the transportation impact fee shall be due in



accordance with the provisions of the contract for deferral and subsection (5) below.

(5) A new homebuyer or community-based organization, or developer that wishes to defer payment of a percentage of the transportation impact fees assessed on a residential property shall submit an application together with the necessary supporting documentation to the impact fee administrator to initiate an eligibility review. If the City determines that the applicant is eligible for deferral of impact fees, the City will prepare a contract for deferral. The contract for deferral shall include provisions for the new homebuyer or community-based organization to execute a notice of assessment setting forth the balance of the transportation impact fee that remains unpaid and to notify the City of the date of the closing on the eligible property. The notice of assessment shall also indicate that the unpaid balance is due and payable upon the subsequent sale of the property by the homebuyer or community-based organization. The notice shall be in recordable form acceptable to the City and shall authorize the City to record the notice in the official records of the City within 90 days following notification to the City of the date of the closing by the homebuyer or when rental units are sold or transferred and no longer meet the affordable definition set forth in this document. Upon execution, the notice of assessment shall constitute a lien on the property for the balance of the transportation impact fee that is due under the terms and conditions of this subsection.

Section __.14 Credits against payment of impact fees.

(a) No credit shall be given for site-related improvements or site-related right-of-way dedications.

(b) All mandatory or required right-of-way dedications and/or transportation improvements made by a fee-payer or the predecessor in interest to the fee-payer, subsequent to the effective date of this ordinance, except for site-related improvements, shall be credited on a pro rata basis against transportation impact fees otherwise due or to become due for the development that prompted the City to require such dedications or roadway improvements. Such credits shall be determined and provided as set forth in section ___.14 (c).

(c) A fee-payer may obtain credit against all or a portion of transportation impact fees otherwise due or to become due by offering to dedicate non-site-related right-of-way and/or construct non-site related transportation improvements. This offer must specifically request or provide for a transportation impact fee credit. Such construction must be in accordance with city, county or state design standards, which ever is applicable. If the impact fee administrator accepts such an offer, whether the acceptance is before or after the effective date of this ordinance, the credit shall be determined and provided in the following manner:



(1) Credit for the dedication of non-site-related right-of-way shall be valued at:

a. 115 percent of the most recent assessed value by the property appraiser; or

b. By such other appropriate method as the city council of Midway may have accepted prior to the effective date of this ordinance for particular right-of-way dedications and/or roadway improvements; or

c. At the option of the fee-payer, by fair market value established by private appraisers acceptable to the City. Credit for the dedication of right-of-way shall be provided when the property has been conveyed at no charge to, and accepted by, the City in a manner satisfactory to the city council of Midway.

(2) Applicants for credit for construction of non-site-related transportation improvements shall submit acceptable engineering drawings and specifications, and construction cost estimates to the impact fee administrator. The impact fee administrator shall determine credit for roadway construction based upon either these cost estimates or upon alternative engineering criteria and construction cost estimates if the impact fee administrator determines that such estimates submitted by the applicant are either unreliable or inaccurate. The impact fee administrator shall provide the applicant with a letter or certificate setting forth the dollar amount of the credit, the reason for the credit, and the legal description or other adequate description of the project or development to which the credit may be applied. The applicant must sign and date a duplicate copy of such letter or certificate indicating his/her agreement to the terms of the letter or certificate and return such signed document to the impact fee administrator before credit will be given. The failure of the applicant to sign, date, and return such document within 60 days shall nullify the credit.

(3) Except as provided in subparagraph (d), credit against impact fees otherwise due will not be provided until:

a. The construction is completed and accepted by the City, the county, or the state, whichever is applicable;

b. A suitable maintenance and warranty bond is received and approved by the City of Midway when applicable; and

c. All design, construction, inspection, testing, bonding and acceptance procedures are in strict compliance with the then current city or county paving and drainage ordinance, when applicable.

(4) Credit may be provided before completion of specified transportation improvements if adequate assurances are given by the applicant that the standards set out in subparagraph c. will be met and if the fee-payer posts security as provided below for the costs of such construction. Security in the form of a performance bond, irrevocable letter of credit or escrow



agreement shall be posted with and approved by the City of Midway in an amount determined by the impact fee administrator consistent with the then current city or county paving and drainage ordinance. If the transportation construction project will not be constructed within one year of the acceptance of the offer by the impact fee administrator, the amount of the security shall be increased by ten percent compounded, for each year of the life of the security. The security shall be reviewed and approved by the city council prior to acceptance of the security. If the transportation construction project is not to be completed within five years of the date of the fee-payer's offer, the city council must approve the transportation construction project and its scheduled completion date prior to the acceptance of the offer by the impact fee administrator.

(5) A successor in interest may claim credit for dedication if that successor can show adequate documentation that such credit is appropriately due to the fee-payer making the application for credit against impact fees otherwise due.

(d) Any claim for credit must be made no later than the time of application for a building permit. Any claim not so made shall be deemed waived.

(e) Transportation impact fee credits shall not be transferable from one project or development to another.

(f) Determinations made by the impact fee administrator pursuant to the credit provisions of this section may be appealed to the city manager by filing a written request with the city manager with ten (10) days of the impact fee administrator's determination.

Section __.15 Review of fees.

The fees specified in Section __.07 shall be reviewed by the Midway City Council at least once each fiscal biennium.

Section __.16 Cost to implement.

The cost to implement and administer the transportation impact fee ordinance shall be based upon the actual cost to implement and administer the ordinance in accordance with Section 163.31801(3)(c), Florida Statutes.

Section __.17 Requirement of public notice.

Public notice shall be provided no less than 90 days before the effective date of an ordinance imposing a new or amended impact fee in accordance with Section 163.31801(3)(d),Florida Statutes.



Section __.18 Audit requires affidavit.

Audits of financial statements of local governmental which are performed by a certified public accountant pursuant to Section 218.39, Florida Statutes, and submitted to the auditor general must include an affidavit signed by the chief financial officer of the local governmental entity that the local governmental entity has complied with Section 163.31801, Florida Statutes.

Section __.19 Penalty provision.

The City of Midway shall have the power to sue for relief in civil court to enforce the provisions of this ordinance. Knowingly furnishing false information to the impact fee administrator, his/her designee, the building official or any municipal official who is charged with the administration of this chapter on any matter relating to the administration of the ordinance shall constitute a violation of this article and shall be a misdemeanor punishable according to law.



APPENDIX C

Net Present Value at 5% interest rate and 25-year life Present Value of $1.00 Per Year/Interest Rate (%)

Years 5 6 7 8 9 10

1 0.9524 0.9434 0.9346 0.9259 0.9174 0.9091

2 1.8594 1.8334 1.808 1.7833 1.7591 1.7355

3 2.7232 2.673 2.6243 2.5771 2.5313 2.4868

4 3.546 3.4651 3.3872 3.3121 3.2387 3.1699

5 4.3295 4.2124 4.1002 3.9927 3.8897 3.7908

6 5.0757 4.9173 4.7665 4.6229 4.4859 4.3553

7 5.7864 5.5824 5.3893 5.2064 5.033 4.8684

8 6.4632 6.2098 5.9713 5.7466 5.5348 5.3349

9 7.1078 6.8017 6.5152 6.2469 5.9952 5.759

10 7.7217 7.3601 7.0236 6.7101 6.4177 6.1446

11 8.3064 7.8869 7.4987 7.139 6.8052 6.4951

12 8.8632 8.3838 7.9427 7.5361 7.1607 6.8137

13 9.3936 8.8527 8.3576 7.9038 7.4869 7.1034

14 9.8986 9.295 8.7455 8.2442 7.7862 7.3667

15 10.3796 9.7122 9.1079 8.5595 8.0607 7.6061

16 10.8378 10.1059 9.4466 8.8514 8.3126 7.8237

17 11.2741 10.4773 9.7632 9.1216 8.5436 8.0216

18 11.6896 10.8276 10.0591 9.3719 8.7556 8.2014

19 12.0853 11.1591 10.3356 9.6036 8.9501 8.3649

20 12.4622 11.4699 10.594 9.8181 9.1285 8.5136

21 12.8212 11.7641 10.8355 10.0168 9.2922 8.6487

22 13.163 12.0416 11.0612 10.2007 9.4424 8.7715

23 13.4886 12.3034 11.2722 10.3711 9.5802 8.8832

24 13.7986 12.5504 11.4693 10.5288 9.7066 8.9847

25 14.0939 12.7834 11.6536 10.6748 9.8226 9.077

26 14.3752 13.0031 11.8258 10.81 9.929 9.1609

27 14.643 13.2105 11.9867 10.9352 10.0266 9.2372

28 14.8981 13.4062 12.1371 11.0511 10.1161 9.3066

29 15.1411 13.5907 12.2777 11.1584 10.1983 9.3696

30 15.3724 13.7648 12.409 11.2578 10.2736 9.4269 Source: http://www.agr.gov.sk.ca/



APPENDIX D

Florida Studies Trip Characteristics Database¹ __________________ ¹ Source: Tindale-Oliver & Associates, Inc. via Citrus, Collier, and Lake County Impact Fee Studies



Florida Studies Trip Characteristics Database

Single-Family Detached Housing (ITE LUC 210)General Development Size

units Location Date Total No.

Interviews # Trip

Length Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Single Family - Gwinnett Co., GA 12/13-18/92 - - 5.8 - 5.4 N/A 31.3 Street Smarts Single Family - Gwinnett Co., GA 12/13-18/92 - - 5.4 - 6.1 N/A 32.9 Street Smarts Single Family 76 Hernando Co., FL 5/24/1996 148 148 10 9a-6p 4.9 N/A 48.5 Tindale-Oliver & Associates Single Family 301 Hernando Co., FL 5/24/1996 264 264 8.9 9a-6p 3.3 N/A 29.3 Tindale-Oliver & Associates Single Family 232 Hernando Co., FL 5/24/1996 182 182 7.2 9a-6p 5 N/A 36.5 Tindale-Oliver & Associates Single Family 128 Hernando Co., FL 5/24/1996 205 205 8.2 9a-6p 6 N/A 49.3 Tindale-Oliver & Associates Single Family 76 Sarasota Co, FL Jun-93 70 70 10 - 6 N/A 60.2 Sarasota County Single Family 79 Sarasota Co, FL Jun-93 86 86 9.8 - 4.4 N/A 43 Sarasota County Single Family 282 Sarasota Co, FL Jun-93 146 146 6.6 - 8.4 N/A 55.5 Sarasota County Single Family 393 Sarasota Co, FL Jun-93 207 207 7.8 - 5.4 N/A 41.9 Sarasota County Single Family 97 Sarasota Co, FL Jun-93 33 33 13.2 - 3 N/A 39.6 Sarasota County Single Family 193 Sarasota Co, FL Jun-93 123 123 6.9 - 4.6 N/A 31.5 Sarasota County Single Family 135 Sarasota Co, FL Jun-93 75 75 8.1 - 5.9 N/A 47.5 Sarasota County Single Family 152 Sarasota Co, FL Jun-93 63 63 8.6 - 7.3 N/A 62.4 Sarasota County Single Family 215 Charlotte Co, FL Oct-97 158 7.6 9a-5p 4.6 N/A 35 Tindale-Oliver & Associates Single Family 142 Charlotte Co, FL Oct-97 245 5.2 9a-5p 4.1 N/A 21.3 Tindale-Oliver & Associates Single Family 383 Charlotte Co, FL Oct-97 516 8.4 9a-5p 5 N/A 42 Tindale-Oliver & Associates Single Family 257 Charlotte Co, FL Oct-97 225 7.6 9a-5p 7.4 N/A 56.2 Tindale-Oliver & Associates Single Family 345 Charlotte Co, FL Oct-97 161 7 9a-5p 6.6 N/A 46.2 Tindale-Oliver & Associates Single Family 1169 Charlotte Co, FL Oct-97 348 6.1 9a-5p 8 N/A 48.8 Tindale-Oliver & Associates Single Family 441 Charlotte Co, FL Oct-97 195 8.2 9a-5p 4.7 N/A 38.5 Tindale-Oliver & Associates Single Family 150 Charlotte Co, FL Oct-97 160 5 9a-5p 10.8 N/A 54 Tindale-Oliver & Associates Single Family 135 Charlotte Co, FL Oct-97 230 5.3 9a-5p 7.9 N/A 41.9 Tindale-Oliver & Associates Single Family 368 Charlotte Co, FL Oct-97 152 6.6 9a-5p 5.7 N/A 37.6 Tindale-Oliver & Associates Single Family 52 Lake Co, FL Apr-07 212 10 7a-6p 7.6 N/A 76 Tindale-Oliver & Associates Single Family 49 Lake Co, FL Apr-07 170 6.7 7a-6p 10.2 N/A 68.3 Tindale-Oliver & Associates Single Family 126 Lake Co, FL Apr-07 217 8.5 7a-6p 8.3 N/A 70.6 Tindale-Oliver & Associates Single Family 770 Collier Co, FL Dec-99 175 4.3 8a-6p 5 N/A 21.4 Tindale-Oliver & Associates Single Family 400 Collier Co, FL Dec-99 389 7.8 8a-6p 6.4 N/A 49.9 Tindale-Oliver & Associates Single Family 90 Collier Co, FL Dec-99 91 12.8 8a-6p 11.4 N/A 145.9 Tindale-Oliver & Associates Single Family 189 Pasco Co, FL Apr-07 261 7.5 8a-6p 9 N/A 67.1 Tindale-Oliver & Associates Single Family 74 Pasco Co, FL Apr-07 188 8.2 8a-6p 6 N/A 48.7 Tindale-Oliver & Associates Single Family 55 Pasco Co, FL Apr-07 133 6.8 8a-6p 8.1 N/A 55.2 Tindale-Oliver & Associates Single Family 60 Pasco Co, FL Apr-07 106 7.7 8a-6p 8.8 N/A 67.6 Tindale-Oliver & Associates Single Family 70 Pasco Co, FL Apr-07 188 7.8 8a-6p 6 N/A 47 Tindale-Oliver & Associates Single Family 364 Citrus Co, FL Oct-07 345 7.2 7a-6p 9.1 N/A 65.8 Tindale-Oliver & Associates Single Family 374 Citrus Co, FL Oct-07 248 12.3 7a-6p 6.9 N/A 84.6 Tindale-Oliver & Associates Single Family 306 Citrus Co, FL Oct-07 146 8.4 7a-6p 3.9 N/A 33.1 Tindale-Oliver & Associates Single Family 111 Citrus Co, FL Oct-07 273 8.7 7a-6p 7.7 N/A 66.7 Tindale-Oliver & Associates Single Family 231 Citrus Co, FL Oct-07 155 5.7 7a-6p 4.8 N/A 27.5 Tindale-Oliver & Associates

Average Trip Length: 6.5 Weighted Average Trip Length: 6.34

Weighted Average Trip Generation Rate: 7.41 ITE Average Trip Generation Rate: 9.57

Multi-Family (ITE LUC 220)

General Development Size units

Location Date Total No. Interviews

# Trip Length

Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Apartment 243 Sarasota Co, FL Jun-93 36 36 5.8 - 11.5 - 67.2 Sarasota County Apartment 212 Sarasota Co, Fl Jun-93 42 42 5.8 - 5.2 - 30.1 Sarasota County Apartment 500 Marion Co, FL Apr-07 170 170 5.5 5.9 32.4 Kimley-Horn & Associates Apartment 214 Marion Co, FL Apr-07 175 175 6.8 4.6 31.5 Kimley-Horn & Associates Apartment 240 Marion Co, FL Apr-07 174 174 7 3.4 23.9 Kimley-Horn & Associates Apartment 288 Marion Co, FL Apr-07 175 175 5.7 5.6 31.4 Kimley-Horn & Associates Apartment 480 Marion Co, FL Apr-07 175 175 5.7 6.9 39.4 Kimley-Horn & Associates Apartment 250 Lake Co, FL Dec-07 135 135 6.71 5.33 35.76 Tindale-Oliver & Associates Apartment 157 Lake Co, FL Dec-07 265 265 13.97 2.62 36.6 Tindale-Oliver & Associates Apartment 226 Lake Co, FL Dec-07 301 6.74 2.17 14.63 Tindale-Oliver & Associates Apartment 169 Lake Co, FL Dec-07 212 8.09 6 48.54 Tindale-Oliver & Associates

Average Trip Length: 4.95 Weighted Average Trip Length: 5.35 Weighted Average Trip Generation Rate: 5.93 ITE Average Trip Generation Rate: 6.72

Residential Condominium/Townhouse (ITE LUC 230)





Mobile Home Park (ITE LUC 240)



# Trip Length

Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Mobile Home Park 1892 Hernando Co., FL May-96 425 425 4.1 9a-6p 4.1 N/A 17.1 Tindale-Oliver & Associates Mobile Home Park 227 Marion Co, FL Apr-07 173 - 2.8 24hr. 8.8 N/A 24.3 Kimley-Horn & Associates Mobile Home Park 297 Marion Co, FL Apr-07 175 - 4.8 24hr. 4.8 N/A 22.8 Kimley-Horn & Associates Mobile Home Park 188 Marion Co, FL Apr-07 147 - 3.5 24hr. 5.5 N/A 19.2 Kimley-Horn & Associates Mobile Home Park 82 Marion County, FL Jul-91 58 58 10.8 24hr. 3.7 N/A 40.2 Tindale-Oliver & Associates Mobile Home Park 67 Marion County, FL Jul-91 22 22 5.4 48hrs. 2.3 N/A 12.4 Tindale-Oliver & Associates Mobile Home Park 137 Marion County, FL Jul-91 22 2 3.1 24hr. 4.9 N/A 15.1 Tindale-Oliver & Associates Mobile Home Park 235 Sarasota Co, FL Jun-93 100 100 3.5 - 5.1 N/A 17.9 Sarasota County Mobile Home Park 996 Sarasota Co, FL Jun-93 181 181 4.2 - 4.4 N/A 18.4 Sarasota County



Retirement Community/Senior Adult Housing-Detached (ITE LUC 251)General Development Size


Interviews # Trip

Length Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Retirement Community 67 Lakeland, FL 3/28-4/2/90 26 24 3.5 9a-4p 2.4 N/A 0 Tindale-Oliver & Associates Retirement Community 778 Marion Co, FL 2-Apr 175 3 24hr. 3.5 N/A 10.3 Kimley-Horn & Associates Retirement Community 3076 Marion Co, FL 2-Apr 198 2.6 24hr. 5.2 N/A 13.6 Kimley-Horn & Associates Retirement Community 1054 Marion Co, FL 2-Apr 173 3.7 24hr. 6 N/A 21.9 Kimley-Horn & Associates Retirement Community 877 Marion Co, FL 2-Apr 209 2.9 24hr. 5.9 N/A 14.8 Kimley-Horn & Associates Retirement Community 3625 Marion Co, FL 2-Apr 164 2.5 24hr. 5.8 N/A 16.9 Kimley-Horn & Associates



Hotel (ITE LUC 310)General Development Size

rooms Location Date Total No.

Interviews # Trip

Length Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Hotel 174 Pinellas Co.,FL Aug-89 134 106 12.5 7-11a/3-

7p 6.3 79 62.21 Tindale-Oliver & Associates Hotel 114 Pinellas Co.,FL Oct-89 30 14 7.3 12-7:30p 6.2 47 21.27 Tindale-Oliver & Associates


Weighted Percent New Trip Average: 66.0 Weighted Average Trip Generation Rate: 10.44 ITE Average Trip Generation Rate: 8.17

Motel (ITE LUC 320)General Development Size


Interviews # Trip

Length Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Motel 54.0 Pinellas Co.,FL Oct-89 32 22 - 12p-7p 3.80 69.0 - Tindale-Oliver & Associates

Motel 48.0 Pinellas Co.,FL Oct-89 46 24 - 10a-2:20p 2.80 65.0 - Tindale-Oliver & Associates

Motel 120.0 Pinellas Co.,FL Oct-89 26 22 - 2p-7p 5.20 84.6 - Tindale-Oliver & Associates Average Trip Length: 3.93

Weighted Average Trip Length: 4.34

Weighted Percent New Trip Average: 77.0 Weighted Average Trip Generation Rate: - ITE Average Trip Generation Rate: 5.63

Movie Theater (ITE LUC 444)



# Trip Length

Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Movie Theater 8.0 Pinellas Co.,FL Oct-89 151 116 113.1 2p-8p 2.7 77.0 235.1 Tindale-Oliver & Associates Movie Theater 12.0 Pinellas Co.,FL Sep-89 122 116 63.4 2p-8p 1.9 95.0 114.4 Tindale-Oliver & Associates



Day Care Center (ITE LUC 565)General Development Size

(1000 Ft^2./u

nits)


# Trip Length

Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source



Day Care Center 5.6 Pinellas Co. Aug-89 94 66 67.0 7a-6p 1.9 70.0 89.1 Tindale-Oliver & Associates Day Care Center 10.0 Pinellas Co. Sep-89 179 134 67.0 7a-6p 2.1 75.0 105.5 Tindale-Oliver & Associates Day Care Center - Tampa, FL Mar-86 28 25 - - 2.6 89.0 - Tindale-Oliver & Associates



Nursing Home (ITE LUC 620)General Development Size


Interviews # Trip

Length Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Nursing Home 120 Lakeland, FL Mar-90 74 66 2.86 11a-4p 2.59 89 6.59 Tindale-Oliver & Associates



General Office Building (ITE LUC 710)General Development Size

(1000 Ft^2./u

nits)


# Trip Length

Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

General Office 98 Gwinnett Co., GA 12/13-18/92 - - 4.3 - 5.4 - - Street Smarts General Office 180 Gwinnett Co., GA 12/13-18/92 - - 3.6 - 5.9 - - Street Smarts General Office 262.8 St. Petersburg, FL Sep-89 291 274 - 7a-5p 3.4 94 - Tindale-Oliver & Associates General Office 187 Pinellas Co. Oct-89 431 388 18.5 7a-5p 6.3 90 104.8 Tindale-Oliver & Associates General Office 14.3 Sarasota Co, FL Jun-93 14 14 46.9 - 11.3 - 529.4 Sarasota County



Medical-Dental Office Building (ITE LUC 720)General Development Size

(1000 Ft^2./u

nits)


# Trip Length

Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Medical Office 28 Hernando Co., FL May-96 202 189 49.8 9a-6p 6.1 93.8 282.6 Tindale-Oliver & Associates Medical Office 58.4 Hernando Co., FL May-96 390 349 28.5 9a-6p 6.5 89.5 165.1 Tindale-Oliver & Associates Medical Office - St. Petersburg, FL Nov-89 34 30 57.2 9a-4p 1.2 88 - Tindale-Oliver & Associates Medical Office 14.6 Palm Harbor, FL Oct-89 104 76 34 9a-5p 6.3 73 156.3 Tindale-Oliver & Associates Medical Office - Tampa, FL Mar-86 33 26 - - 6 79 - Kimley-Horn & Associates Medical Office 30.4 Charlotte Co, FL Oct-97 324 39.8 9a-5p 3.3 83.5 109.7 Tindale-Oliver & Associates Medical Office 28 Charlotte Co, FL Oct-97 186 31 9a-5p 3.6 81.6 91 Tindale-Oliver & Associates Medical Office 11 Charlotte Co, FL Oct-97 186 49.5 9a-5p 4.6 92.1 209.7 Tindale-Oliver & Associates Medical Office 38.9 Citrus Co, FL Oct-03 168 32.3 8-6p 6.8 97.1 213 Tindale-Oliver & Associates Medical Office 10 Citrus Co, FL Nov-03 340 40.6 8-630p 6.2 92.4 232.3 Tindale-Oliver & Associates Medical Office 5.3 Citrus Co, FL Dec-03 20 29.4 8-5p 5.3 95.2 146.8 Tindale-Oliver & Associates



Building Materials and Lumber Store (ITE LUC 812)General Development Size

(1000 Ft^2./u

nits)


# Trip Length

Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Plumbing 86.9 Tampa, FL Jun-93 40 - - 7a-430p 6.6 73 - Tindale-Oliver & Associates Plumbing 98.5 Tampa, FL Jun-93 40 - - 7a-430p 6 - - Tindale-Oliver & Associates Plumbing - Tampa, FL Jun-93 40 - - 7a-430p 5.9 75.7 - Tindale-Oliver & Associates


Weighted Percent New Trip Average: 74.0 Weighted Average Trip Generation Rate: - ITE Average Trip Generation Rate: 45.16

Free-Standing Discount Superstore (ITE LUC 813)General Development Size

(1000 Ft^2./u

nits)


# Trip Length

Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Discount Superstore 203.6 Citrus Co, FL Nov-03 236 55 8a-6p 5.9 91.8 298.5 Tindale-Oliver & Associates


Weighted Percent New Trip Average: 92.0




Specialty Retail Center (ITE LUC 814)General Development Size

(1000 Ft^2./u

nits)


# Trip Length

Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Retail Center 56.5 Orlando, FL Jan-96 - 602 varied 3.5 87.9 - LCE, Inc. * Electronics Retail 12 Collier Co., FL May-99 13 19.7 8a-6p 3.7 75 54.7 Tindale-Oliver & Associates Hardware Store 12 Collier Co., FL May-99 146 127.5 8a-6p 2.2 84.3 240.8 Tindale-Oliver & Associates



Shopping Center (ITE LUC 820)General Development Size

(1000 Ft^2./u

nits)


# Trip Length

Interviews

Trip Gen. Rate

Time Period

Trip Length

Percent New Trips

VMT Source

Medical Office 28 Hernando Co., FL May-96 202 189 49.8 9a-6p 6.1 93.8 282.6 Tindale-Oliver & Associates Medical Office 58.4 Hernando Co., FL May-96 390 349 28.5 9a-6p 6.5 89.5 165.1 Tindale-Oliver & Associates Medical Office - St. Petersburg, FL Nov-89 34 30 57.2 9a-4p 1.2 88 - Tindale-Oliver & Associates Medical Office 14.6 Palm Harbor, FL Oct-89 104 76 34 9a-5p 6.3 73 156.3 Tindale-Oliver & Associates Medical Office - Tampa, FL Mar-86 33 26 - - 6 79 - Kimley-Horn & Associates Medical Office 30.4 Charlotte Co, FL Oct-97 324 39.8 9a-5p 3.3 83.5 109.7 Tindale-Oliver & Associates Medical Office 28 Charlotte Co, FL Oct-97 186 31 9a-5p 3.6 81.6 91 Tindale-Oliver & Associates Medical Office 11 Charlotte Co, FL Oct-97 186 49.5 9a-5p 4.6 92.1 209.7 Tindale-Oliver & Associates Medical Office 38.9 Citrus Co, FL Oct-03 168 32.3 8-6p 6.8 97.1 213 Tindale-Oliver & Associates Medical Office 10 Citrus Co, FL Nov-03 340 40.6 8-630p 6.2 92.4 232.3 Tindale-Oliver & Associates Medical Office 5.3 Citrus Co, FL Dec-03 20 29.4 8-5p 5.3 95.2 146.8 Tindale-Oliver & Associates





APPENDIX E

Discounted Transportation Impact Fees



City of Midway Discounted Transportation Impact Fee Levels

ITE LUC Land Use Unit

Impact Fee at 100% of actual cost


actual cost


actual cost


cost






RESIDENTIAL: 210 Single Family (Detached) du $12,429.01 $11,186.11 $9,943.21 $8,700.31 $7,457.41 $6,214.50 $4,971.60 $3,728.70 $2,485.80 220 Multi-Family du $7,364.76 $6,628.28 $5,891.81 $5,155.33 $4,418.85 $3,682.38 $2,945.90 $2,209.43 $1,472.95 230 Condominium/ Townhouse du $6,422.24 $5,780.02 $5,137.79 $4,495.57 $3,853.35 $3,211.12 $2,568.90 $1,926.67 $1,284.45 240 Mobile Home Park du $4,702.12 $4,231.91 $3,761.70 $3,291.48 $2,821.27 $2,351.06 $1,880.85 $1,410.64 $940.42

251 Retirement Community/ Age-Restricted Single Family du $4,119.16 $3,707.24 $3,295.33 $2,883.41 $2,471.50 $2,059.58 $1,647.66 $1,235.75 $823.83

LODGING:

310 Hotel room $6,903.69 $6,213.32 $5,522.95 $4,832.58 $4,142.21 $3,451.85 $2,761.48 $2,071.11 $1,380.74 320 Motel room $3,854.11 $3,468.70 $3,083.29 $2,697.88 $2,312.47 $1,927.06 $1,541.64 $1,156.23 $770.82

RECREATION:

430 Golf Course 18 holes $38,480.90 $34,632.81 $30,784.72 $26,936.63 $23,088.54 $19,240.45 $15,392.36 $11,544.27 $7,696.18 444 Movie Theaters screen $60,809.00 $54,728.10 $48,647.20 $42,566.30 $36,485.40 $30,404.50 $24,323.60 $18,242.70 $12,161.80

INSTITUTIONS:

534 Private School (K-8) student $1,828.90 $1,646.01 $1,463.12 $1,280.23 $1,097.34 $914.45 $731.56 $548.67 $365.78 536 Private School (K-12) student $2,057.51 $1,851.76 $1,646.01 $1,440.26 $1,234.51 $1,028.76 $823.00 $617.25 $411.50 560 Church 1,000 sf $7,725.99 $6,953.39 $6,180.79 $5,408.19 $4,635.59 $3,862.99 $3,090.40 $2,317.80 $1,545.20 565 Day Care student $23,705.13 $21,334.61 $18,964.10 $16,593.59 $14,223.08 $11,852.56 $9,482.05 $7,111.54 $4,741.03 610 Hospital 1,000 sf $9,500.49 $8,550.44 $7,600.39 $6,650.35 $5,700.30 $4,750.25 $3,800.20 $2,850.15 $1,900.10 620 Nursing Home bed $1,123.43 $1,011.09 $898.75 $786.40 $674.06 $561.72 $449.37 $337.03 $224.69

OFFICE:

710 50,000 sf or less 1,000 sf $15,337.02 $13,803.31 $12,269.61 $10,735.91 $9,202.21 $7,668.51 $6,134.81 $4,601.10 $3,067.40 710 50,001-100,000 sf 1,000 sf $13,073.21 $11,765.89 $10,458.57 $9,151.25 $7,843.93 $6,536.61 $5,229.29 $3,921.96 $2,614.64 710 100,001-200,000 sf 1,000 sf $11,142.61 $10,028.35 $8,914.09 $7,799.83 $6,685.57 $5,571.31 $4,457.04 $3,342.78 $2,228.52 710 200,001-400,000 sf 1,000 sf $9,506.01 $8,555.41 $7,604.81 $6,654.21 $5,703.61 $4,753.00 $3,802.40 $2,851.80 $1,901.20



710 greater than 400,000 sf 1,000 sf $8,653.41 $7,788.07 $6,922.73 $6,057.39 $5,192.05 $4,326.70 $3,461.36 $2,596.02 $1,730.68 720 Medical Office 1,000 sf $36,228.97 $32,606.07 $28,983.18 $25,360.28 $21,737.38 $18,114.49 $14,491.59 $10,868.69 $7,245.79

RETAIL:

812 Building Materials and Lumber Store 1,000 sf $43,128.22 $38,815.40 $34,502.58 $30,189.75 $25,876.93 $21,564.11 $17,251.29 $12,938.47 $8,625.64

813 Discount Superstore 1,000 sf $54,810.53 $49,329.48 $43,848.43 $38,367.37 $32,886.32 $27,405.27 $21,924.21 $16,443.16 $10,962.11 814 Specialty Retail 1,000 sf $26,238.13 $23,614.32 $20,990.51 $18,366.69 $15,742.88 $13,119.07 $10,495.25 $7,871.44 $5,247.63

815 Discount Store, Free-Standing 1,000 sf $43,490.97 $39,141.87 $34,792.77 $30,443.68 $26,094.58 $21,745.48 $17,396.39 $13,047.29 $8,698.19

816 Hardware/Paint Store 1,000 sf $20,137.22 $18,123.50 $16,109.78 $14,096.05 $12,082.33 $10,068.61 $8,054.89 $6,041.17 $4,027.44 820 less than 50,000 sfgla 1,000 sf $14,274.09 $12,846.68 $11,419.27 $9,991.86 $8,564.45 $7,137.05 $5,709.64 $4,282.23 $2,854.82 820 50,001-100,000 sfgla 1,000 sf $13,492.61 $12,143.35 $10,794.09 $9,444.83 $8,095.57 $6,746.31 $5,397.04 $4,047.78 $2,698.52 820 100,001-200,000 sfgla 1,000 sf $11,735.15 $10,561.64 $9,388.12 $8,214.61 $7,041.09 $5,867.58 $4,694.06 $3,520.55 $2,347.03 820 200,001-400,000 sfgla 1,000 sf $11,921.87 $10,729.68 $9,537.50 $8,345.31 $7,153.12 $5,960.94 $4,768.75 $3,576.56 $2,384.37 820 400,001-600,000 sfgla 1,000 sf $12,832.92 $11,549.63 $10,266.34 $8,983.04 $7,699.75 $6,416.46 $5,133.17 $3,849.88 $2,566.58 820 600,001-1,000,000 sfgla 1,000 sf $13,599.21 $12,239.29 $10,879.37 $9,519.45 $8,159.53 $6,799.61 $5,439.69 $4,079.76 $2,719.84 820 greater than 1,000,000 sfgla 1,000 sf $16,438.33 $14,794.50 $13,150.67 $11,506.83 $9,863.00 $8,219.17 $6,575.33 $4,931.50 $3,287.67

862 Home Improvement Superstore 1,000 sf $21,736.37 $19,562.73 $17,389.09 $15,215.46 $13,041.82 $10,868.18 $8,694.55 $6,520.91 $4,347.27

881 Pharmacy/Drug Store w/ Drive-Thru 1,000 sf $12,396.08 $11,156.47 $9,916.86 $8,677.25 $7,437.65 $6,198.04 $4,958.43 $3,718.82 $2,479.22

931 Quality Restaurant 1,000 sf $44,550.94 $40,095.85 $35,640.75 $31,185.66 $26,730.56 $22,275.47 $17,820.38 $13,365.28 $8,910.19 932 High-Turnover Restaurant 1,000 sf $59,177.97 $53,260.17 $47,342.37 $41,424.58 $35,506.78 $29,588.98 $23,671.19 $17,753.39 $11,835.59

934 Fast Food Rest w/ Drive-Thru 1,000 sf $142,647.92 $128,383.13 $114,118.33 $99,853.54 $85,588.75 $71,323.96 $57,059.17 $42,794.38 $28,529.58

941 Quick Lube service bays $13,380.78 $12,042.70 $10,704.63 $9,366.55 $8,028.47 $6,690.39 $5,352.31 $4,014.23 $2,676.16

944 Gasoline Station 1,000 sf $7,941.78 $7,147.60 $6,353.42 $5,559.24 $4,765.07 $3,970.89 $3,176.71 $2,382.53 $1,588.36 843 Automobile Part Sales 1,000 sf $32,055.64 $28,850.08 $25,644.51 $22,438.95 $19,233.39 $16,027.82 $12,822.26 $9,616.69 $6,411.13 850 Supermarket 1,000 sf $24,395.38 $21,955.84 $19,516.30 $17,076.76 $14,637.23 $12,197.69 $9,758.15 $7,318.61 $4,879.08

853 Convenience Store with Gas Pumps 1,000 sf $80,374.50 $72,337.05 $64,299.60 $56,262.15 $48,224.70 $40,187.25 $32,149.80 $24,112.35 $16,074.90

942 Auto Repair or Body Shop 1,000 sf $17,946.80 $16,152.12 $14,357.44 $12,562.76 $10,768.08 $8,973.40 $7,178.72 $5,384.04 $3,589.36 851 Convenience Store 1,000 sf $92,973.88 $83,676.49 $74,379.10 $65,081.71 $55,784.33 $46,486.94 $37,189.55 $27,892.16 $18,594.78 848 Tire Store 1,000 sf $8,436.68 $7,593.01 $6,749.34 $5,905.67 $5,062.01 $4,218.34 $3,374.67 $2,531.00 $1,687.34 841 New/Used Auto Sales 1,000 sf $24,513.88 $22,062.49 $19,611.10 $17,159.71 $14,708.33 $12,256.94 $9,805.55 $7,354.16 $4,902.78



947 Self Service Car Wash bay $35,035.20 $31,531.68 $28,028.16 $24,524.64 $21,021.12 $17,517.60 $14,014.08 $10,510.56 $7,007.04 948 Car Wash 1,000 sf $12,454.86 $11,209.38 $9,963.89 $8,718.40 $7,472.92 $6,227.43 $4,981.94 $3,736.46 $2,490.97 863 Electronics Superstore 1,000 sf $26,664.38 $23,997.95 $21,331.51 $18,665.07 $15,998.63 $13,332.19 $10,665.75 $7,999.32 $5,332.88 890 Furniture Store 1,000 sf $3,408.76 $3,067.89 $2,727.01 $2,386.13 $2,045.26 $1,704.38 $1,363.51 $1,022.63 $681.75 912 Bank/Savings Drive-In 1,000 sf $57,138.34 $51,424.50 $45,710.67 $39,996.83 $34,283.00 $28,569.17 $22,855.33 $17,141.50 $11,427.67

INDUSTRY:

110 General Industrial 1,000 sf $7,055.10 $6,349.59 $5,644.08 $4,938.57 $4,233.06 $3,527.55 $2,822.04 $2,116.53 $1,411.02 140 Manufacturing 1,000 sf $3,750.80 $3,375.72 $3,000.64 $2,625.56 $2,250.48 $1,875.40 $1,500.32 $1,125.24 $750.16 150 Warehouse 1,000 sf $4,860.80 $4,374.72 $3,888.64 $3,402.56 $2,916.48 $2,430.40 $1,944.32 $1,458.24 $972.16 151 Mini-Warehouse 1,000 sf $1,776.25 $1,598.63 $1,421.00 $1,243.38 $1,065.75 $888.13 $710.50 $532.88 $355.25



APPENDIX F

Proposed Transportation Impact Fee Schedule



Proposed Transportation Impact Fee Schedule at 100% (Urban, with sidewalks)

ITE LUC Land Use Unit Recommended

Trip Rate Trip Rate Source

Recommended Trip Length

Trip Length Source

% New Trips

% New Trips

Source VMT

Cost per VMT

Total Impact Cost

Credit per VMT

Gas Credit

Net Impact Fee

RESIDENTIAL:

210 Single Family (Detached) du 9.57 ITE 7th Edition 6.34 FL Studies 100%

FL Studies 30.34 $431.28 $13,083.70 $21.58 $654.69 $12,429.01

220 Multi-Family du 6.72 ITE 7th Edition 5.35 FL Studies 100%

FL Studies 17.98 $431.28 $7,752.69 $21.58 $387.93 $7,364.76

230 Condominium/ Townhouse du 5.86 ITE 7th Edition 5.35 FL Studies 100%

FL Studies 15.68 $431.28 $6,760.53 $21.58 $338.29 $6,422.24

240 Mobile Home Park du 4.99 ITE 7th Edition 4.60 FL Studies 100%

FL Studies 11.48 $431.28 $4,949.80 $21.58 $247.68 $4,702.12

251 Retirement Community/ Age-

Restricted Single Family du 3.71 ITE 7th Edition 5.42 FL Studies 100%

FL Studies 10.05 $431.28 $4,336.13 $21.58 $216.97 $4,119.16

LODGING:

310 Hotel room 8.17 ITE 7th Edition 6.25 FL Studies 66%

FL Studies 16.85 $431.28 $7,267.34 $21.58 $363.65 $6,903.69

320 Motel room 5.63 ITE 7th Edition 4.34 FL Studies 77%

FL Studies 9.41 $431.28 $4,057.12 $21.58 $203.01 $3,854.11

RECREATION:

430 Golf Course 18 holes 35.74 ITE 7th Edition 5.84 FL Studies 90%

FL Studies 93.92 $431.28 $40,507.85 $21.58 $2,026.95 $38,480.90

444 Movie Theaters screen 153.33 ITE 7th Edition 2.20 FL Studies 88%

FL Studies 148.42 $431.28 $64,012.06 $21.58 $3,203.07 $60,809.00

INSTITUTIONS:

534 Private School (K-8) student 2.48 ITE 7th Edition 4.50 FL Studies 80%

FL Studies 4.46 $431.28 $1,925.23 $21.58 $96.34 $1,828.90


FL Studies 5.02 $431.28 $2,165.89 $21.58 $108.38 $2,057.51

560 Church 1,000 sf 9.11 ITE 7th Edition 4.60 FL Studies 90%

FL Studies 18.86 $431.28 $8,132.95 $21.58 $406.96 $7,725.99

565 Day Care student 79.26 ITE 7th Edition 2.00 FL Studies 73%

FL Studies 57.86 $431.28 $24,953.77 $21.58 $1,248.65 $23,705.13

610 Hospital 1,000 sf 11.81 ITE 7th Edition 5.10 FL Studies 77%

FL Studies 23.19 $431.28 $10,000.92 $21.58 $500.43 $9,500.49

620 Nursing Home bed 2.37 ITE 7th Edition 2.60 FL Studies 89%

FL Studies 2.74 $431.28 $1,182.61 $21.58 $59.18 $1,123.43

OFFICE:

710 50,000 sf or less 1,000 sf 15.65 ITE 7th Edition 5.20 FL Studies 92%

FL Studies 37.43 $431.28 $16,144.88 $21.58 $807.87 $15,337.02

710 50,001-100,000 sf 1,000 sf 13.34 ITE 7th Edition 5.20 FL Studies 92%

FL Studies 31.91 $431.28 $13,761.83 $21.58 $688.62 $13,073.21


FL Studies 27.20 $431.28 $11,729.54 $21.58 $586.93 $11,142.61




FL Studies 23.20 $431.28 $10,006.73 $21.58 $500.72 $9,506.01

710 greater than 400,000 sf 1,000 sf 8.83 ITE 7th Edition 5.20 FL Studies 92%

FL Studies 21.12 $431.28 $9,109.22 $21.58 $455.81 $8,653.41

720 Medical Office 1,000 sf 36.13 ITE 7th Edition 5.50 FL Studies 89%

FL Studies 88.43 $431.28 $38,137.30 $21.58 $1,908.33 $36,228.97

RETAIL:

812 Building Materials and Lumber

Store 1,000 sf 45.16 ITE 7th Edition 6.30 FL Studies 74%

FL Studies 105.27 $431.28 $45,399.97 $21.58 $2,271.74 $43,128.22

813 Discount Superstore 1,000 sf 49.21 ITE 7th Edition 5.91 FL Studies 92%

FL Studies 133.78 $431.28 $57,697.63 $21.58 $2,887.10 $54,810.53

814 Specialty Retail 1,000 sf 44.32 ITE 7th Edition 3.40 FL Studies 85%

FL Studies 64.04 $431.28 $27,620.21 $21.58 $1,382.07 $26,238.13

815 Discount Store, Free-Standing 1,000 sf 49.21 ITE 7th Edition 5.91 FL Studies 73%

FL Studies 106.15 $431.28 $45,781.82 $21.58 $2,290.85 $43,490.97

816 Hardware/Paint Store 1,000 sf 51.29 ITE 7th Edition 2.59 FL Studies 74%

FL Studies 49.15 $431.28 $21,197.93 $21.58 $1,060.71 $20,137.22

820 less than 50,000 sfgla 1,000 sf 86.56 ITE 7th Edition 1.75 FL Studies 46%

FL Studies 34.84 $431.28 $15,025.97 $21.58 $751.88 $14,274.09

820 50,001-100,000 sfgla 1,000 sf 67.91 ITE 7th Edition 1.83 FL Studies 53%

FL Studies 32.93 $431.28 $14,203.32 $21.58 $710.71 $13,492.61


FL Studies 28.64 $431.28 $12,353.29 $21.58 $618.14 $11,735.15


FL Studies 29.10 $431.28 $12,549.85 $21.58 $627.98 $11,921.87


FL Studies 31.32 $431.28 $13,508.89 $21.58 $675.96 $12,832.92

820 600,001-1,000,000 sfgla 1,000 sf 30.33 ITE 7th Edition 3.04 FL Studies 72%

FL Studies 33.19 $431.28 $14,315.54 $21.58 $716.33 $13,599.21

820 greater than 1,000,000 sfgla 1,000 sf 28.46 ITE 7th Edition 3.71 FL Studies 76%

FL Studies 40.12 $431.28 $17,304.21 $21.58 $865.88 $16,438.33

862 Home Improvement Superstore 1,000 sf 29.8 ITE 7th Edition 4.29 FL Studies 83%

FL Studies 53.05 $431.28 $22,881.31 $21.58 $1,144.95 $21,736.37

881 Pharmacy/Drug Store w/ Drive-

Thru 1,000 sf 88.16 ITE 7th Edition 2.08 FL Studies 33%

FL Studies 30.26 $431.28 $13,049.03 $21.58 $652.95 $12,396.08

931 Quality Restaurant 1,000 sf 89.95 ITE 7th Edition 3.14 FL Studies 77%

FL Studies 108.74 $431.28 $46,897.63 $21.58 $2,346.69 $44,550.94

932 High-Turnover Restaurant 1,000 sf 127.15 ITE 7th Edition 3.20 FL Studies 71%

FL Studies 144.44 $431.28 $62,295.12 $21.58 $3,117.15 $59,177.97

934 Fast Food Rest w/ Drive-Thru 1,000 sf 496.12 ITE 7th Edition 2.42 FL Studies 58%

FL Studies 348.18 $431.28 $150,161.78 $21.58 $7,513.87 $142,647.92

941 Quick Lube service bays 40

ITE 7th Edition 2.30 FL Studies 71%

FL Studies 32.66 $431.28 $14,085.60 $21.58 $704.82 $13,380.78

944 Gasoline Station 1,000 sf 168.56 ITE 7th Edition 1.00 FL Studies 23%

FL Studies 19.38 $431.28 $8,360.10 $21.58 $418.33 $7,941.78

843 Automobile Part Sales 1,000 sf 61.91 ITE 7th Edition 3.56 FL Studies 71%

FL Studies 78.24 $431.28 $33,744.15 $21.58 $1,688.51 $32,055.64

850 Supermarket 1,000 sf 102.24 ITE 7th Edition 2.08 FL Studies 56%

FL Studies 59.54 $431.28 $25,680.38 $21.58 $1,285.01 $24,395.38

853 Convenience Store with Gas

Pumps 1,000 sf 845.6 ITE 7th Edition 1.60 FL Studies 29%

FL Studies 196.18 $431.28 $84,608.17 $21.58 $4,233.66 $80,374.50

942 Auto Repair or Body Shop 1,000 sf 33.8 ITE 7th Edition 3.60 FL Studies 72%

FL Studies 43.80 $431.28 $18,892.13 $21.58 $945.33 $17,946.80

851 Convenience Store 1,000 sf 737.99 ITE 7th Edition 1.50 FL Studies 41%

FL Studies 226.93 $431.28 $97,871.20 $21.58 $4,897.33 $92,973.88



848 Tire Store 1,000 sf 24.87 ITE 7th Edition 2.30 FL Studies 72%

FL Studies 20.59 $431.28 $8,881.07 $21.58 $444.40 $8,436.68

841 New/Used Auto Sales 1,000 sf 32.93 ITE 7th Edition 4.60 FL Studies 79%

FL Studies 59.83 $431.28 $25,805.13 $21.58 $1,291.25 $24,513.88

947 Self Service Car Wash bay 108 ITE 7th Edition 2.14 FL Studies 74%

FL Studies 85.51 $431.28 $36,880.65 $21.58 $1,845.45 $35,035.20

948 Car Wash 1,000 sf 40 ITE 7th Edition 2.00 FL Studies 76%

FL Studies 30.40 $431.28 $13,110.91 $21.58 $656.05 $12,454.86

863 Electronics Superstore 1,000 sf 45.04 ITE 7th Edition 3.40 FL Studies 85%

FL Studies 65.08 $431.28 $28,068.91 $21.58 $1,404.53 $26,664.38

890 Furniture Store 1,000 sf 5.06 ITE 7th Edition 6.09 FL Studies 54%

FL Studies 8.32 $431.28 $3,588.32 $21.58 $179.55 $3,408.76

912 Bank/Savings Drive-In 1,000 sf 246.49 ITE 7th Edition 2.46 FL Studies 46%

FL Studies 139.46 $431.28 $60,148.05 $21.58 $3,009.72 $57,138.34

INDUSTRY:

110 General Industrial 1,000 sf 7.09 ITE 7th Edition 5.28 FL Studies 92%

FL Studies 17.22 $431.28 $7,426.72 $21.58 $371.62 $7,055.10

140 Manufacturing 1,000 sf 3.82 ITE 7th Edition 5.21 FL Studies 92%

FL Studies 9.16 $431.28 $3,948.37 $21.58 $197.57 $3,750.80

150 Warehouse 1,000 sf 4.96 ITE 7th Edition 5.20 FL Studies 92%

FL Studies 11.86 $431.28 $5,116.84 $21.58 $256.04 $4,860.80

151 Mini-Warehouse 1,000 sf 2.5 ITE 7th Edition 3.77 FL Studies 92%

FL Studies 4.34 $431.28 $1,869.81 $21.58 $93.56 $1,776.25



For reference only: Transportation Impact Fee Schedule at 100% (Rural, no sidewalks)

ITE LUC Land Use Unit Recommended

Trip Rate Trip Rate Source

Recommended Trip Length

Trip Length Source

% New Trips

% New Trips

Source VMT

Cost per

VMT

Total Impact Cost

Credit per VMT

Gas Credit

Net Impact Fee

RESIDENTIAL:

210 Single Family (Detached) du 9.57 ITE 7th Edition 6.34 FL Studies 100%

FL Studies 30.34 $318.77 $9,670.49 $21.58 $654.69 $9,015.81

220 Multi-Family du 6.72 ITE 7th Edition 5.35 FL Studies 100%

FL Studies 17.98 $318.77 $5,730.21 $21.58 $387.93 $5,342.28

230 Condominium/ Townhouse du 5.86 ITE 7th Edition 5.35 FL Studies 100%

FL Studies 15.68 $318.77 $4,996.88 $21.58 $338.29 $4,658.59

240 Mobile Home Park du 4.99 ITE 7th Edition 4.60 FL Studies 100%

FL Studies 11.48 $318.77 $3,658.52 $21.58 $247.68 $3,410.84

251 Retirement Community/ Age-

Restricted Single Family du 3.71 ITE 7th Edition 5.42 FL Studies 100%

FL Studies 10.05 $318.77 $3,204.95 $21.58 $216.97 $2,987.97

LODGING:

310 Hotel room 8.17 ITE 7th Edition 6.25 FL Studies 66%

FL Studies 16.85 $318.77 $5,371.47 $21.58 $363.65 $5,007.83

320 Motel room 5.63 ITE 7th Edition 4.34 FL Studies 77%

FL Studies 9.41 $318.77 $2,998.72 $21.58 $203.01 $2,795.71

RECREATION:

430 Golf Course 18 holes 35.74 ITE 7th Edition 5.84 FL Studies 90%

FL Studies 93.92 $318.77 $29,940.38 $21.58 $2,026.95 $27,913.43

444 Movie Theaters screen 153.33 ITE 7th Edition 2.20 FL Studies 88%

FL Studies 148.42 $318.77 $47,312.94 $21.58 $3,203.07 $44,109.87

INSTITUTIONS:


FL Studies 4.46 $318.77 $1,422.99 $21.58 $96.34 $1,326.65


FL Studies 5.02 $318.77 $1,600.86 $21.58 $108.38 $1,492.49

560 Church 1,000 sf 9.11 ITE 7th Edition 4.60 FL Studies 90%

FL Studies 18.86 $318.77 $6,011.27 $21.58 $406.96 $5,604.31

565 Day Care student 79.26 ITE 7th Edition 2.00 FL Studies 73%

FL Studies 57.86 $318.77 $18,443.97 $21.58 $1,248.65 $17,195.32

610 Hospital 1,000 sf 11.81 ITE 7th Edition 5.10 FL Studies 77%

FL Studies 23.19 $318.77 $7,391.94 $21.58 $500.43 $6,891.51

620 Nursing Home bed 2.37 ITE 7th Edition 2.60 FL Studies 89%

FL Studies 2.74 $318.77 $874.10 $21.58 $59.18 $814.92

OFFICE:

710 50,000 sf or less 1,000 sf 15.65 ITE 7th Edition 5.20 FL Studies 92%

FL Studies 37.43 $318.77 $11,933.09 $21.58 $807.87 $11,125.23


FL Studies 31.91 $318.77 $10,171.72 $21.58 $688.62 $9,483.10


FL Studies 27.20 $318.77 $8,669.60 $21.58 $586.93 $8,082.67


FL Studies 23.20 $318.77 $7,396.23 $21.58 $500.72 $6,895.51



710 greater than 400,000 sf 1,000 sf 8.83 ITE 7th Edition 5.20 FL Studies 92%

FL Studies 21.12 $318.77 $6,732.86 $21.58 $455.81 $6,277.04

720 Medical Office 1,000 sf 36.13 ITE 7th Edition 5.50 FL Studies 89%

FL Studies 88.43 $318.77 $28,188.25 $21.58 $1,908.33 $26,279.92

RETAIL:

812 Building Materials and Lumber

Store 1,000 sf 45.16 ITE 7th Edition 6.30 FL Studies 74%

FL Studies 105.27 $318.77 $33,556.27 $21.58 $2,271.74 $31,284.52

813 Discount Superstore 1,000 sf 49.21 ITE 7th Edition 5.91 FL Studies 92%

FL Studies 133.78 $318.77 $42,645.79 $21.58 $2,887.10 $39,758.68

814 Specialty Retail 1,000 sf 44.32 ITE 7th Edition 3.40 FL Studies 85%

FL Studies 64.04 $318.77 $20,414.80 $21.58 $1,382.07 $19,032.72

815 Discount Store, Free-Standing 1,000 sf 49.21 ITE 7th Edition 5.91 FL Studies 73%

FL Studies 106.15 $318.77 $33,838.50 $21.58 $2,290.85 $31,547.65

816 Hardware/Paint Store 1,000 sf 51.29 ITE 7th Edition 2.59 FL Studies 74%

FL Studies 49.15 $318.77 $15,667.93 $21.58 $1,060.71 $14,607.22

820 less than 50,000 sfgla 1,000 sf 86.56 ITE 7th Edition 1.75 FL Studies 46%

FL Studies 34.84 $318.77 $11,106.07 $21.58 $751.88 $10,354.20


FL Studies 32.93 $318.77 $10,498.04 $21.58 $710.71 $9,787.33


FL Studies 28.64 $318.77 $9,130.63 $21.58 $618.14 $8,512.49


FL Studies 29.10 $318.77 $9,275.91 $21.58 $627.98 $8,647.94


FL Studies 31.32 $318.77 $9,984.76 $21.58 $675.96 $9,308.80

820 600,001-1,000,000 sfgla 1,000 sf 30.33 ITE 7th Edition 3.04 FL Studies 72%

FL Studies 33.19 $318.77 $10,580.98 $21.58 $716.33 $9,864.65

820 greater than 1,000,000 sfgla 1,000 sf 28.46 ITE 7th Edition 3.71 FL Studies 76%

FL Studies 40.12 $318.77 $12,789.98 $21.58 $865.88 $11,924.10

862 Home Improvement Superstore 1,000 sf 29.8 ITE 7th Edition 4.29 FL Studies 83%

FL Studies 53.05 $318.77 $16,912.16 $21.58 $1,144.95 $15,767.21

881 Pharmacy/Drug Store w/ Drive-

Thru 1,000 sf 88.16 ITE 7th Edition 2.08 FL Studies 33%

FL Studies 30.26 $318.77 $9,644.87 $21.58 $652.95 $8,991.91

931 Quality Restaurant 1,000 sf 89.95 ITE 7th Edition 3.14 FL Studies 77%

FL Studies 108.74 $318.77 $34,663.23 $21.58 $2,346.69 $32,316.54

932 High-Turnover Restaurant 1,000 sf 127.15 ITE 7th Edition 3.20 FL Studies 71%

FL Studies 144.44 $318.77 $46,043.90 $21.58 $3,117.15 $42,926.75

934 Fast Food Rest w/ Drive-Thru 1,000 sf 496.12 ITE 7th Edition 2.42 FL Studies 58%

FL Studies 348.18 $318.77 $110,988.39 $21.58 $7,513.87 $103,474.52

941 Quick Lube service bays 40

ITE 7th Edition 2.30 FL Studies 71%

FL Studies 32.66 $318.77 $10,411.03 $21.58 $704.82 $9,706.21

944 Gasoline Station 1,000 sf 168.56 ITE 7th Edition 1.00 FL Studies 23%

FL Studies 19.38 $318.77 $6,179.17 $21.58 $418.33 $5,760.84

843 Automobile Part Sales 1,000 sf 61.91 ITE 7th Edition 3.56 FL Studies 71%

FL Studies 78.24 $318.77 $24,941.16 $21.58 $1,688.51 $23,252.65

850 Supermarket 1,000 sf 102.24 ITE 7th Edition 2.08 FL Studies 56%

FL Studies 59.54 $318.77 $18,981.02 $21.58 $1,285.01 $17,696.02

853 Convenience Store with Gas

Pumps 1,000 sf 845.6 ITE 7th Edition 1.60 FL Studies 29%

FL Studies 196.18 $318.77 $62,536.04 $21.58 $4,233.66 $58,302.38

942 Auto Repair or Body Shop 1,000 sf 33.8 ITE 7th Edition 3.60 FL Studies 72%

FL Studies 43.80 $318.77 $13,963.66 $21.58 $945.33 $13,018.32

851 Convenience Store 1,000 sf 737.99 ITE 7th Edition 1.50 FL Studies 41%

FL Studies 226.93 $318.77 $72,339.09 $21.58 $4,897.33 $67,441.76

848 Tire Store 1,000 sf 24.87 ITE 7th Edition 2.30 FL Studies 72%

FL Studies 20.59 $318.77 $6,564.23 $21.58 $444.40 $6,119.83

841 New/Used Auto Sales 1,000 sf 32.93 ITE 7th Edition 4.60 FL Studies 79%

FL Studies 59.83 $318.77 $19,073.22 $21.58 $1,291.25 $17,781.97

947 Self Service Car Wash bay 108 ITE 7th Edition 2.14 FL Studies 74%

FL Studies 85.51 $318.77 $27,259.43 $21.58 $1,845.45 $25,413.97



948 Car Wash 1,000 sf 40 ITE 7th Edition 2.00 FL Studies 76%

FL Studies 30.40 $318.77 $9,690.61 $21.58 $656.05 $9,034.56

863 Electronics Superstore 1,000 sf 45.04 ITE 7th Edition 3.40 FL Studies 85%

FL Studies 65.08 $318.77 $20,746.44 $21.58 $1,404.53 $19,341.92

890 Furniture Store 1,000 sf 5.06 ITE 7th Edition 6.09 FL Studies 54%

FL Studies 8.32 $318.77 $2,652.22 $21.58 $179.55 $2,472.66

912 Bank/Savings Drive-In 1,000 sf 246.49 ITE 7th Edition 2.46 FL Studies 46%

FL Studies 139.46 $318.77 $44,456.95 $21.58 $3,009.72 $41,447.24

INDUSTRY:

110 General Industrial 1,000 sf 7.09 ITE 7th Edition 5.28 FL Studies 92%

FL Studies 17.22 $318.77 $5,489.28 $21.58 $371.62 $5,117.66

140 Manufacturing 1,000 sf 3.82 ITE 7th Edition 5.21 FL Studies 92%

FL Studies 9.16 $318.77 $2,918.34 $21.58 $197.57 $2,720.77

150 Warehouse 1,000 sf 4.96 ITE 7th Edition 5.20 FL Studies 92%

FL Studies 11.86 $318.77 $3,781.99 $21.58 $256.04 $3,525.95

151 Mini-Warehouse 1,000 sf 2.5 ITE 7th Edition 3.77 FL Studies 92%

FL Studies 4.34 $318.77 $1,382.03 $21.58 $93.56 $1,288.46



APPENDIX G

Transportation Impact Fee Procedures Manual



Residential- Transportation Impact Fee

Procedures Manual PROCESS FOR CITY OF MIDWAY 1. Establish Transportation Impact Fee Amounts- Residential and Non-Residential 2. Determine the Transportation Impact Fee Administrator 3. Determine if the Impact Fee Deferral program is to be implemented *4. If Deferral program is used: Determine maximum eligible sales price for deferred levels 5. Determine the effective date of the Transportation Impact Fee Ordinance 6. Notify the public no less than 90 days before the effective date of the ordinance 7. At building permit application determine the impact fee amount by the schedule 8. Determine the proper impact fee district 9. Place the funds into the appropriate trust fund for the particular district TRANSPORTATION IMPACT FEE METHODOLOGY The Transportation Impact Fee structure for the City of Midway requires new development to pay for their share of the costs of growth. The fee is based on the amount of additional traffic new development will bring to the roads. The methodology is based on a “demand-driven” model. The demand-driven model charges a new development the cost of replacing the capacity it consumes on the major roadway system. That is, for every vehicle-mile of travel (VMT) generated by the development, the road impact fee charges the net cost to construct an additional vehicle-mile of capacity (VMC). The following is a brief overview of the methodology used to calculate the Transportation Impact Fees. Step 1. Determining the travel demand created by the new development.

The demand is measured in vehicle miles traveled (VMT). To determine it, the trip rate, trip length and the percent of new trips, gathered from the Florida Studies Trip Characteristics Database and Institute of Transportation Engineers (ITE) 7th edition, were multiplied by each other. This will result to the amount of the road system consumed by the new development for each land use. VMT= Trip Rate x Trip Length x Percent New Trips

Step 2. Adjusting for origin and destination trips. To prevent the double-counting of travel generated among land use codes due to the fact the every trip has an origin and a destination, an adjustment is made. The result for each land use from Step 1 is divided by 2, leading to the daily VMT per land use.



Daily VMT per Land Use= VMT / 2 Step 3. Determining the cost per lane mile. This is the average cost to add a new lane to the approved roadway system. This

was determined by using the 2006 FDOT Transportation Costs for District 3. Average cost per lane mile= $4,600,000 Step 4. Determining the capacity added per lane mile.

This is the average daily traffic on one travel lane at capacity for one lane mile of roadway, in vehicles/lane-mile/day. This was determined by blending the results of previous studies throughout the state of Florida. Average capacity added per lane mile= 10,666

Step 5. Determining the cost per vehicle mile traveled (VMT).

This is determined by dividing the result of Step 3 by that of Step 4. This will lead to the average unit cost to construct roadway capacity to serve the VMT. It is the total impact cost of each land use.

Cost per VMT= Cost per lane mile / Capacity added per lane mile = $4,600,000 / 10,666 = $431.28

Step 6. Determining the total impact cost. This is determined by multiplying the result of Step 5 by the result of Step 2 for

each land use. This will be the total impact cost for each land use before the gas credits.

Total Impact Cost= Cost per VMT x Daily VMT per land use

Step 7. Determining the effective days per year of each land use.

This is determined to assure that the appropriate amount of gas tax credit is given for each land use. Some land uses only operate during weekdays, or seasonally. However, for this study it was assumed that each land use operates 365 days a year to assure credit is given.

Effective days per year= 365

Step 8. Determining the amount of gas tax revenue per gallon that is used for capital improvements.

This is determined to assure that development is not double charged for capital improvements. It was gathered from Gadsden County. Gas tax revenues per gallon of fuel which are used for capital improvements will be credited towards the total impact cost, in $/gallon.



$/Gallon used for capital improvements= $.08

Step 9. Determining fuel efficiency. This will estimate the quantity of gasoline consumed by travel associated with each land use. Miles per gallon was calculated by dividing the total miles of travel in Florida by the number of gallons of gasoline consumed in Florida.

Fuel Efficiency= Total miles of travel in Florida / Gallons of gasoline consumed in Florida

Fuel Efficiency= 19.07

Step 10. Determining the present value of the gas tax payments. This will determine the present value of gas tax payments, assuming 5% interest

and a 25-year facility life. Present Value of gas tax payments= 14.0939

Step 11. Determining gas tax credit per vehicle mile traveled (VMT). This accounts for revenue generated from Gadsden County’s local option gasoline tax (LOGT). This revenue may be spent on roadway capacity expansion projects and should not be calculated into the impact fee.

Credit per VMT= ($/gallon used for capital improvements / Fuel Efficiency) x Effective Days per year (365) x Present value of gas tax payments

= (.08 / 19.07) x 365 x 14.0939

Step 12. Determining the gas tax credit per land use category.

This accounts for other revenues which may be spent on roadway capacity expansion projects to avoid charging development twice. Revenue generated from Gadsden County’s local option gasoline tax (LOGT) will be credited toward the impact fee. Gas Credit= Daily VMT per land use x Credit per VMT

Step 13. Calculating the Transportation Impact Fee.

Net Impact Fee= Total Impact Cost – Gas Credit



SAMPLE TRANSPORTATION IMPACT FEE CALCULATION In order to ensure comprehension of the 13 Steps above in the Transportation Impact Fee calculation, a sample calculation will be completed. It will be completed for the Single Family Residential (Detached) land use category (ITE LUC 210). Step 1: VMT= Trip Rate x Trip Length x Percent New Trips

• Trip Rate= 9.57 • Trip Length= 6.34 • Percent of new trips= 100%

VMT= (9.57 x 6.34 x 100%) = 60.67 Step 2: Daily VMT per Land Use= VMT / 2


• Total Cost per lane mile: $4,600,000 • Added capacity per lane mile= 10,666

Cost per VMT = $4,600,000 / 10,666 = $431.28 Step 4: Total impact cost= Daily VMT per Land Use x Cost per VMT

• Daily VMT for Single Family Residential= 30.34 • Cost per VMT= $431.28

Total Impact Cost= 30.34 x $431.28= $13,083.70 Step 5: Credit per VMT= ($/gallon used for capital improvements / Fuel Efficiency) x Effective Days per year (365) x Present value of gas tax payments

• $/Gallon used for capital improvements= $.08 • Fuel Efficiency= 19.07 • Effective days per year= 365 • Present Value of Gas Tax Payments= 14.0939

Credit per VMT= ($.08 / 19.07) x 365 x 14.0939= $21.58



Step 6: Gas Credit= Daily VMT per Land Use x Credit per VMT

• Daily VMT for Single Family Residential= 30.34 • Credit per VMT= $21.58

Gas Credit= (30.34 x $21.58) = $654.69 Step 7: Net Impact Fee= Total Impact cost – Gas Credit

• Total Impact Cost for Single Family Residential= $9,670.49 • Gas Credit for Single Family Residential= $654.69

Net Impact Fee= ($13,083.70- $654.69) = $12,429.01 (at 100%) FREQUENTLY ASKED QUESTIONS (FAQ’S) What is a Transportation Impact Fee? A Transportation Impact Fee is a fee assessed on new development for its impact on the city’s transportation infrastructure. The fee is to fund capital improvement projects for transportation infrastructure. Why was the Transportation Impact Fee created? New development brings more traffic to the roads, therefore impact fees are imposed in order to fund a share of the needed improvements to the city’s transportation infrastructure required by growth. The fee amounts to a proportionate share of the cost of improvements to the City’s transportation infrastructure necessary to serve new growth and development. When does the Transportation Impact fee go into effect? The impact fee will be effective on the date derived in the Midway Transportation Impact Fee Ordinance, Section __.06. Who is required to pay the impact fee? All new development in the city of Midway where a building permit is applied for after the effective date of the Midway Transportation Impact Fee Ordinance must pay the impact fee. This includes new residential and non-residential buildings, and additions to non-residential buildings. When does the impact fee have to be paid? The total amount of the impact fee must be paid at the time the building permit is issued. No building permit will be issued unless the full amount of the impact fee has been paid.



Who is responsible for the overseeing and administering the transportation impact fees? The city of Midway shall determine who will administer the Transportation Impact Fees. How is the money collected from the impact fee used? The transportation impact fees collected may only be used to expand the capacity of the city of Midway’s transportation system. Impact fees cannot be used for the operation, maintenance, or repair of capital facilities. Do I have to pay an impact fee for an addition or remodel of my existing residence? No, the Transportation Impact Fee is on a per unit basis for residential structures, therefore increasing the size of a residence does not require payment as long as additional residential units are not added. Do I have to pay an impact fee if I am replacing an existing residence? No, the replacement of a residential unit does not require payment of the impact fee. Documentation must be provided showing that the original home was legally permitted and that any impact fees due at the time, if any, were paid. Is there an impact fee for an accessory structure such as a garage or shed? No, the impact fee does not apply to accessory structures as long as the structure is not designed as a residential dwelling unit. Is there an impact fee for a guest house or a secondary dwelling unit? Yes, the residential impact fees are assessed per dwelling unit. If a guest house or additional residential unit is built, they are evaluated as a separate dwelling unit. What is the residential impact fee calculated on? The impact fee for residential dwelling units is calculated on a per unit basis. A single-family home is considered one dwelling unit. What are the adopted residential impact fee rates and are they the same for all types of development? The residential impact fee rates are different for single family detached, multi-family, condominium/townhouse, mobile home parks, and retirement communities.



*Insert Adopted Impact Fee Amounts


Net Impact

Fee RESIDENTIAL:

210 Single Family (Detached) du 220 Multi-Family du 230 Condominium/ Townhouse du 240 Mobile Home Park du

251 Retirement Community/ Age-Restricted Single Family du

Are there any programs available to help with paying the impact fee? Yes, an impact fee deferral is available for up to 100% of the fee in the form of a lien on the property, and is not due or payable until the sale of the property. How can I be assured the impact fees paid will be used for the expansion of capital facilities? The impact fees are deposited into separate trust funds to allow the tracking of associated revenue and expenditures. The impact fee funds are legally required to be audited on an annual basic by a certified public accountant.



Non Residential- Transportation Impact Fee

Procedures Manual PROCESS FOR CITY OF MIDWAY 1. Establish Transportation Impact Fee Amounts- Residential and Non-Residential 2. Determine the Transportation Impact Fee Administrator 3. Determine if the Impact Fee Deferral program is to be implemented *4. If Deferral program is used: Determine maximum eligible sales price for deferred levels 5. Determine the effective date of the Transportation Impact Fee Ordinance 6. Notify the public no less than 90 days before the effective date of the ordinance 7. At building permit application determine the impact fee amount by the schedule 8. Determine the proper impact fee district 9. Place the funds into the appropriate trust fund for the particular district TRANSPORTATION IMPACT FEE METHODOLOGY The Transportation Impact Fee structure for the city of Midway requires new development to pay for their share of the costs of growth. The fee is based on the amount of additional traffic new development will bring to the roads. The methodology is based on a “demand-driven” model. The demand-driven model charges a new development the cost of replacing the capacity it consumes on the major roadway system. That is, for every vehicle-mile of travel (VMT) generated by the development, the road impact fee charges the net cost to construct an additional vehicle-mile of capacity (VMC). The following is a brief overview of the methodology used to calculate the Transportation Impact Fees. Step 1. Determining the travel demand created by the new development.

The demand is measured in vehicle miles traveled (VMT). To determine it, the trip rate, trip length and the percent of new trips, gathered from the Florida Studies Trip Characteristics Database and Institute of Transportation Engineers (ITE) 7th edition, were multiplied by each other. This will result to the amount of the road system consumed by the new development for each land use. VMT= Trip Rate x Trip Length x Percent New Trips

Step 2. Adjusting for origin and destination trips. To prevent the double-counting of travel generated among land use codes due to the fact the every trip has an origin and a destination, an adjustment is made. The result for each land use from Step 1 is divided by 2, leading to the daily VMT per land use.



Daily VMT per Land Use= VMT / 2 Step 3. Determining the cost per lane mile. This is the average cost to add a new lane to the approved roadway system. This

was determined by using the 2006 FDOT Transportation Costs for District 3. Average cost per lane mile= $4,600,000 Step 4. Determining the capacity added per lane mile.

This is the average daily traffic on one travel lane at capacity for one lane mile of roadway, in vehicles/lane-mile/day. This was determined by blending the results of previous studies throughout the state of Florida. Average capacity added per lane mile= 10,666

Step 5. Determining the cost per vehicle mile traveled (VMT).

This is determined by dividing the result of Step 3 by that of Step 4. This will lead to the average unit cost to construct roadway capacity to serve the VMT. It is the total impact cost of each land use.

Cost per VMT= Cost per lane mile / Capacity added per lane mile = $4,600,000 / 10,666 = $431.28

Step 6. Determining the total impact cost. This is determined by multiplying the result of Step 5 by the result of Step 2 for

each land use. This will be the total impact cost for each land use before the gas credits.

Total Impact Cost= Cost per VMT x Daily VMT per land use

Step 7. Determining the effective days per year of each land use.

This is determined to assure that the appropriate amount of gas tax credit is given for each land use. Some land uses only operate during weekdays, or seasonally. However, for this study it was assumed that each land use operates 365 days a year to assure credit is given.

Effective days per year= 365

Step 8. Determining the amount of gas tax revenue per gallon that is used for capital improvements.

This is determined to assure that development is not double charged for capital improvements. It was gathered from Gadsden County. Gas tax revenues per gallon of fuel which are used for capital improvements will be credited towards the total impact cost, in $/gallon.



$/Gallon used for capital improvements= $.08

Step 9. Determining fuel efficiency. This will estimate the quantity of gasoline consumed by travel associated with each land use. Miles per gallon was calculated by dividing the total miles of travel in Florida by the number of gallons of gasoline consumed in Florida.

Fuel Efficiency= Total miles of travel in Florida/Gallons of gasoline consumed in Florida

Fuel Efficiency= 19.07

Step 10. Determining the present value of the gas tax payments. This will determine the present value of gas tax payments, assuming 5% interest

and a 25-year facility life. Present Value of gas tax payments= 14.0939

Step 11. Determining gas tax credit per vehicle mile traveled (VMT). This accounts for revenue generated from Gadsden County’s local option gasoline tax (LOGT). This revenue may be spent on roadway capacity expansion projects and should not be calculated into the impact fee.

Credit per VMT= ($/gallon used for capital improvements / Fuel Efficiency) x Effective Days per year (365) x Present value of gas tax payments

= (.08 / 19.07) x 365 x 14.0939

Step 12. Determining the gas tax credit per land use category.

This accounts for other revenues which may be spent on roadway capacity expansion projects to avoid charging development twice. Revenue generated from Gadsden County’s local option gasoline tax (LOGT) will be credited toward the impact fee. Gas Credit= Daily VMT per land use x Credit per VMT

Step 13. Calculating the Transportation Impact Fee.

Net Impact Fee= Total Impact Cost – Gas Credit



SAMPLE TRANSPORTATION IMPACT FEE CALCULATION In order to ensure comprehension of the 13 Steps above in the Transportation Impact Fee calculation, a sample calculation will be completed. It will be completed for the Supermarket land use category (ITE LUC 850). Step 1: VMT= Trip Rate x Trip Length x Percent New Trips

• Trip Rate= 102.24 • Trip Length= 2.08 • Percent of new trips= 56%

VMT= (102.24 x 2.08 x 56%) = 119.09 Step 2: Daily VMT per Land Use= VMT / 2


• Total Cost per lane mile: $4,600,000 • Added capacity per lane mile= 10,666

Cost per VMT = $4,600,000 / 10,666 = $431.28 Step 4: Total impact cost= Daily VMT per Land Use x Cost per VMT

• Daily VMT for Supermarket = 59.54 • Cost per VMT= $431.28

Total Impact Cost= 59.54 x $431.28= $25,680.38 Step 5: Credit per VMT= ($/gallon used for capital improvements / Fuel Efficiency) x Effective Days per year (365) x Present value of gas tax payments

• $/Gallon used for capital improvements= $.08 • Fuel Efficiency= 19.07 • Effective days per year= 365 • Present Value of Gas Tax Payments= 14.0939

Credit per VMT= ($.08 / 19.07) x 365 x 14.0939= $21.58



Step 6: Gas Credit= Daily VMT per Land Use x Credit per VMT

• Daily VMT for Supermarket= 59.54 • Credit per VMT= $21.58

Gas Credit= (59.54 x $21.58) = $964.03 Step 7: Net Impact Fee= Total Impact cost – Gas Credit

• Total Impact Cost for Supermarket= $18,981.02 • Gas Credit for Supermarket= $964.03

Net Impact Fee= ($25,680.38- $964.03) = $24,395.38 (at 100%) FREQUENTLY ASKED QUESTIONS (FAQ’S) What is a Transportation Impact Fee? A Transportation Impact Fee is a fee assessed on new development for its impact on the city’s transportation infrastructure. The fee is to fund capital improvement projects for transportation infrastructure. Why was the Transportation Impact Fee created? New development brings more traffic to the roads, therefore impact fees are imposed in order to fund a share of the needed improvements to the city’s transportation infrastructure required by growth. The fee amounts to a proportionate share of the cost of improvements to the City’s transportation infrastructure necessary to serve new growth and development. When does the Transportation Impact fee go into effect? The impact fee will be effective on the date derived in the Midway Transportation Impact Fee Ordinance, Section __.06. Who is required to pay the impact fee? All new development in the city of Midway where a building permit is applied for after the effective date of the Midway Transportation Impact Fee Ordinance must pay the impact fee. This includes new residential and non-residential buildings, and additions to non-residential buildings. When does the impact fee have to be paid? The total amount of the impact fee must be paid at the time the building permit is issued. No building permit will be issued unless the full amount of the impact fee has been paid.



Who is responsible for the overseeing and administering the transportation impact fees? The city of Midway shall determine who will administer the Transportation Impact Fees. How is the money collected from the impact fee used? The transportation impact fees collected may only be used to expand the capacity of the city of Midway’s transportation system. Impact fees cannot be used for the operation, maintenance, or repair of capital facilities. Do I have to pay an impact fee for an addition or remodel of my existing business? Non-residential structures are evaluated based on total square footage. If the existing business is remodeled or expanded with additional square footage, the impact fee will be charged based on the added square footage. Do I have to pay an impact fee if I am replacing an existing business? If the business is replaced with the same square footage than the impact fee does not apply. If the size is increased, than the impact fee is assessed to the additional square footage. Documentation must be provided showing that the original business was legally permitted and that any impact fees due at the time, if any, were paid. Do I have to pay an impact fee if I am changing the use of an existing structure? Yes, impact fees are imposed and calculated if the change in use constitutes a different impact fee land use category. The impact fee imposed is based on the impact fee for the new use, less the impact fee that would be imposed prior to the change in use. What is the non-residential impact fee calculated on? The non-residential impact fee is based on the area of a structure that is under roof or otherwise designed for occupancy, seating, or storage. What are the adopted impact fee rates and are they the same for all types of development? No, the impact fee rates are based on the land use category the development falls into. The following are the impact fees for each non-residential land use category.



*Insert Adopted Impact Fee Amounts


Net Impact

Fee LODGING:

310 Hotel room 320 Motel room

RECREATION:

430 Golf Course 18 holes 444 Movie Theaters screen

INSTITUTIONS:

534 Private School (K-8) student 536 Private School (K-12) student 560 Church 1,000 sf 565 Day Care student 610 Hospital 1,000 sf 620 Nursing Home bed

OFFICE:

710 50,000 sf or less 1,000 sf 710 50,001-100,000 sf 1,000 sf 710 100,001-200,000 sf 1,000 sf 710 200,001-400,000 sf 1,000 sf 710 greater than 400,000 sf 1,000 sf 720 Medical Office 1,000 sf

RETAIL:

812 Building Materials and Lumber Store 1,000 sf

813 Discount Superstore 1,000 sf 814 Specialty Retail 1,000 sf 815 Discount Store, Free-Standing 1,000 sf 816 Hardware/Paint Store 1,000 sf 820 less than 50,000 sfgla 1,000 sf 820 50,001-100,000 sfgla 1,000 sf 820 100,001-200,000 sfgla 1,000 sf 820 200,001-400,000 sfgla 1,000 sf 820 400,001-600,000 sfgla 1,000 sf 820 600,001-1,000,000 sfgla 1,000 sf 820 greater than 1,000,000 sfgla 1,000 sf 862 Home Improvement Superstore 1,000 sf

881 Pharmacy/Drug Store w/ Drive-Thru 1,000 sf

931 Quality Restaurant 1,000 sf 932 High-Turnover Restaurant 1,000 sf 934 Fast Food Rest w/ Drive-Thru 1,000 sf



941 Quick Lube service bays

944 Gasoline Station 1,000 sf 843 Automobile Part Sales 1,000 sf 850 Supermarket 1,000 sf

853 Convenience Store with Gas Pumps 1,000 sf

942 Auto Repair or Body Shop 1,000 sf 851 Convenience Store 1,000 sf 848 Tire Store 1,000 sf 841 New/Used Auto Sales 1,000 sf 947 Self Service Car Wash bay 948 Car Wash 1,000 sf 863 Electronics Superstore 1,000 sf 890 Furniture Store 1,000 sf 912 Bank/Savings Drive-In 1,000 sf

INDUSTRY:

110 General Industrial 1,000 sf 140 Manufacturing 1,000 sf 150 Warehouse 1,000 sf 151 Mini-Warehouse 1,000 sf

How do I find out what land use category my development falls under? The impact fee administrator will determine what land use category the development falls under if it is not listed. How can I be assured the impact fees paid will be used for the expansion of capital facilities? The impact fees are deposited into separate trust funds to allow the tracking of associated revenue and expenditures. The impact fee funds are legally required to be audited on an annual basic by a certified public accountant.

Transportation Impact Fee Study City of Midway, Florida

Documents

Transcript of Transportation Impact Fee Study City of Midway, Florida