HomeMy WebLinkAbout12-08-1998 Work Session - Ocoee Impact Fee Update "CENTER OF GOOD LIVING-PRIDE OF WEST ORANGE" MAYOR•COMMISSIONER
S.SCOTT VANDERGRIFT
ncoee COMMISSIONERS
CITY OF OCOEE COMMISSIONERS
150 N. LAKESHORE DRNESCOTT ANDERSON
SCOTT A.GLASS
OCOEE, FLORIDA 34761-2258 NANCY J.PARKER
(407)656-2322
CITY MANAGER
ELLIS SHAPIRO
STAFF REPORT
DATE: December 1, 1998
TO: The Honorable Mayor and City Commission
FROM: Brad Friel,AICP,Capital Projects/Transportation Planner %
SUBJECT: Ocoee Road Impact Fee Update
ISSUE:
Should the Mayor and City Commission direct staff to finalize the attached Ocoee Road Impact Fee
Update Study and prepare a resolution to update the existing Road Impact Fee Ordinance?
BACKGROUND:
The Road Impact Fee Ordinance was initially adopted in March 1989 and most recently updated in
February 1996. The purpose of the Ordinance is to ensure that new development pays a fair share of the
anticipated cost of required city roadway system improvements necessary to serve new development.
The existing fee schedule is based on an inventory of the existing roadway system, an analysis of existing
roadway system deficiencies and an analysis of roadway system needs contained in a report entitled
'Traffic Impact Fee Final Study dated January 1996". It has been the intent of the City Commission to
periodically revise this Ordinance to adjust the fee schedule to reflect changes in growth patterns in the
City of Ocoee and changes in cost of constructing new roadway facilities.
DISCUSSION: .
On November 17, 1998, the City Commission accepted the Final Ocoee Master Transportation Plan.
This plan included a comprehensive inventory of existing and future land uses, the existing City roadway
system and an analysis of existing and future roadway system deficiencies and needs. The purpose of
this impact fee update is to bring the road impact fees more in line with actual improvement costs to
ensure a fair share contribution for roadway needs created by new development.
As detailed in the attached report, this update recommends changing the methodology by which Ocoee
calculates its road impact fee from an improvements driven approach to a standards driven approach.
The improvements driven approach identifies specific roadway improvements to be financed by impact
fees. By contrast, the standards driven approach looks at the cost to provide each additional unit of
roadway capacity that a given development consumes. Although both methodologies are used
throughout Florida,the majority of local governments, including Orange County, use the standards driven
approach. The standard driven approach allows more flexibility in funding needed improvements
resulting from new development and is generally more legally defensible.
The Honorable Mayor and City Commissioners
December 1,1998
Page 2
Using the revised data and new methodology, a new road impact fee was developed for each land use.
As shown in Table D-2 in Appendix D, the recommended impact fee for each land use category has
increased for most land uses with the exception of some of the retail and service uses. Generally, the
increased fee is a result of the updated roadway construction cost, trip generation rates and average trip
length. Those land uses that have a reduced impact fee are generally land uses that have had a
reduction in the nationally recognized trip length and trip generation rates.
Comparisons were also made between Ocoee's existing and recommended road impact fees and those
from Orange County and several cities in Central Florida. This comparison, shown in Appendix D, was
made using two typical land uses: a single family dwelling unit and a retail establishment under 50,000
square feet. Ocoee's updated road impact fee will be less than the impact fee recently adopted by
Orange County, and falls somewhere in the middle when compared with several peer municipalities.
The recommended road impact fee is expected to generate$50 million in revenue over a 20 year period.
This represents 70 percent of the total cost to implement the Transportation Master Plan. The remaining
balance will be covered through other revenue sources and developer contributions. The existing fee
collection procedures and the administration of the impact fee revenues are unchanged from the current
process.
RECOMMENDATION:
Staff respectfully recommends that the Mayor and City Commission direct staff to finalize the attached
Ocoee Road Impact Fee Update Study and prepare a resolution to update the existing Road Impact Fee
Ordinance.
Attachment
•
"CENTER OF GOOD LIVING-PRIDE OF WEST ORANGE" MAYOR•COMMISSIONER
S.SCOTT VANDERGRIFT
yOcoee\ CITY OF OCOEE:14 9 SCOTT ANDERSON
r a 150 N.LAKESHORE DRIVE SCOTT A GLASS
p I OCOEE,FLORIDA 34761-2258 NANCY J.PARKER
(407)656-2322
CITY MANAGER
of G001)N` ELLIS SHAPIRO
Notice of City Commission Public Workshop
for the Ocoee Road Impact Fee Update
The City of Ocoee hereby gives notice that the City will hold a public workshop to
consider the Ocoee Road Impact Fee Update. The Workshop will be held on Tuesday,
December 8, 1998. Interested parties may appear at the public workshop and be
heard with respect to the proposed Road.Impact Fee Update. The public workshop
will begin at 6:00 p.m. or as soon thereafter as practical in the Ocoee City
Commission Chambers. Informational packets can be purchased in the Planning
Department. -
The Ocoee Road Impact Fee Update is intended to revise the methods, data and
assumptions used to calculate road impact fees for new development. The purpose of
this workshop is to provide the City Commission an opportunity to discuss the
technical issues of the impact fee update in a public forum while allowing for.public
comment. At the conclusion of this workshop, the City Commission will provide City
Staff with direction regarding the Update of the Road Impact Fee Ordinance. This
Ordinance will be revised and brought back to the City Commission at a Public
Hearing.
The City Commission Chambers are located in City Hall at 150 North Lakeshore
Drive, Ocoee, Florida, 34761. Persons with disabilities needing assistance to
participate in any of the proceedings should contact the City Clerk's Office 48 hours
in advance of the meeting at (407) 656-2322.
JEAN GRAFTON, CITY CLERK Thursday, November 26, 1998
City of Ocoee
Transportation Impact Fee Update
TRANSPORTATION IMPACT FEE
UPDATE
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November 1998
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Table of Contents
Page#
EXECUTIVE SUMMARY
BACKGROUND
CALCULATING OCOEE'S TRANSPORTATION IMPACT FEE
INTRODUCTION
INTRODUCTION AND BACKGROUND Intro-1
Overview of Impact Fees Intro-1
CHAPTER 1: ESTIMATE OF FACILITY COSTS AND CAPACITY
SUPPLY: ESTIMATE OF FACILITY COSTS AND CAPACITY 1-1
CALCULATING AVERAGE COST PER VEHICLE MILE 1-1
Units of Measurement 1-1
Roadway Cost 1-1
Roadway Capacity 1-4
Cost per Vehicle Mile of Capacity Calculation 1-6
SUMMARY 1-12
CHAPTER 2: ESTIMATE OF TRANSPORTATION DEMAND
INTRODUCTION 2-1
CALCULATING VEHICLE MILES TRAVELED 2-1
Units of Measurement 2-1
Trip Generation Rates 2-1
Land Use Equivalency 2-5
Trip Rate Adjustments 2-5
Average Trip Length 2-6
Trip Length Adjustments 2-9
Calculating Vehicle Miles Traveled 2-11
SUMMARY OF DEMAND ESTIMATION 2-14
r '
Table of Contents (Continued)
CHAPTER 3: CREDITS FOR DEVELOPER CONTRIBUTIONS
INTRODUCTION 3-1
CALCULATING TRANSPORTATION IMPACT FEE CREDITS 3-1
Units of Measurement 3-1
CALCULATING REVENUE FOR ROADWAY CAPACITY PROJECTS 3-2
Local Option Gasoline Tax(LOGT) Revenue 3-2
Public Utility Revenue 3-3
ROADWAY CAPACITY REVENUE 3-5
IMPACT FEE CREDIT PER VEHICLE MILE TRAVELED 3-5
SUMMARY 3-6
CHAPTER 4: IMPLEMENTATION
INTRODUCTION AND BACKGROUND 4-1
TRANSPORTATION IMPACT FEE SCHEDULE 4-2
Comparisons with Other Jurisdictions 4-4
Land Use Categories 4-4
IMPACT FEE DISTRICTS 4-5
PROJECTIONS OF IMPACT FEE REVENUE 4-6
UPDATE PROCEDURES 4-7
SUMMARY 4-8
APPENDICES:
APPENDIX A: Land Use Equivalency Table
APPENDIX B: 2020 Forecast of Vehicle Miles Traveled by Roadway
Responsibility
APPENDIX C: Average Vehicle Miles Traveled
APPENDIX D: Comparisons with Other Jurisdictions
APPENDIX E: Transportation Impact Fee Equation Variables
•
LIST OF TABLES
Page#
s.
EXECUTIVE SUMMARY
Table ES-1 Ocoee Transportaiton Impact Fee Update Impact Fee Schedule iv
CHAPTER 1: ESTIMATE OF FACILITY COSTS AND CAPACITY
•
Table 1-1 Roadway Improvements Identified in 1998 Ocoee Transportation Master Plan.1-2
Table 1-2 Cost per Lane Mile for Various Road Building and Widening Scenarios 1-3
Table 1-3 Average Cost of Road Improvements in Ocoee (by jurisdiction) 1-4
Table 1-4 Road Improvement Costs per Lane Mile (by jurisdiction) 1-5
Table 1-5 Average Vehicle Capacity per Lane Mile(summary) 1-6
Table 1-6 Average Vehicle Capacity per Lane Mile (by jurisdiction) 1-7
Table 1-7 Average Cost per Vehicle Mile of Capacity (summary) 1-9
Table 1-8 Average Cost per Vehicle Mile of Capacity(by jurisdiction) 1-10
Table 1-9 Summary of Ocoee's Facility Cost and Capacity Estimates 1-12
CHAPTER 2: ESTIMATE OF TRANSPORTATION DEMAND
Table 2-1 Update to Existing Trip Generation Rates 2-3
Table 2-2 New Trip Generaiton Rates 2-4
Table 2-3 Primary Trip Percentage 2-7
Table 2-4 Adjusted Trip Generation Rates 2-8
Table 2-5 Average Trip Length 2-10
Table 2-6 2020 Vehicle Miles Traveled 2-11
Table 2-7 Share of Average Trip Length by Roadway Responsibility 2-12
Table 2-8 Vehicle Miles Traveled on city roads 2-13
CHAPTER 3: CREDITS FOR DEVELOPER CONTRIBUTIONS
Table 3-1 City of Ocoee LOGT Revenue Through the Year 2020 3-3
Table 3-2 Estimating Utility Revenue and Utility Consumption Units (UCUS)
Through the Year 2020 3-4
Table 3-3 Estimation of Credit per VMT 3-6
CHAPTER 4: IMPLEMENTATION
Table 4-1 Recommended Transportation Impact Fee Schedule 4-3
Table 4-2 Estimated Revenue(Cumulative) 4-7
City of Ocoee Transportation Impact Fee Update
SAIL Executive Summary
BACKGROUND
s.
The purpose of this study is to update the City of Ocoee's transportation impact fee. This
update is intended to bring the fee more in line with actual improvement costs to ensure a fair
share contribution for transportation improvement needs created by new development. The basis
for this update is the completion of the Transportation Master Plan for Ocoee, which identifies
transportation improvement needs in the Ocoee area to meet the demands of growth and
development through the year 2020. Furthermore, Ocoee has recently initiated work to widen
several roads in the City, funded through the current impact fee system. Because the City's
transportation impact fee is based on making specific road improvements, such as widening
Maguire Road,it should be updated as those projects are taken off the list.
This update recommends changing the method by which Ocoee calculates its road impact
fee to what is known as the standards approach. The City currently employs what is known as the
improvements-driven approach, which identifies specific improvements to be financed by impact
fees. This method assures the City that its identified transportation needs will be funded if the
impact fee is fully charged. However, because the City is "locked in" to a specific list of
improvements, this approach can be inflexible. Furthermore, this approach is subject to legal
challenge because it does not effectively establish a rational relationship, or nexus, between the fee
charged and development's impact on specific improvements.
By contrast, the standards approach looks at the cost to provide each additional unit of
.roadway capacity that a given development consumes. This approach forms the basis of many
roadway impact fee systems in Florida, including Orange County and several of its
municipalities. Although this method is less rigidly geared toward the achievement of specific
transportation objectives, it allows more flexibility in funding needed improvements resulting
from new development as they are identified. Also, the standards approach is based on a direct
relationship between units of capacity consumed and cost to replace that capacity, and is
therefore more legally defensible.
Ocoee\200lmpac\ExecSum.doc
City of Ocoee Transportation Impact Fee Update
SAIC Executive Summary
CALCULATING OCOEE'S TRANSPORTATION IMPACT FEE
Ocoee's updated transportation impact fee is calculated by estimating the amount of
roadway capacity a given development consumes, known as "demand," by the cost to replace
that capacity, "supply." An allowance, or "credit," was factored in to the impact fee equation to
account for developer contributions to roadway capacity projects through other revenue sources,
such as gasoline taxes,resulting in a net impact fee. Each development category's net impact fee
is based on vehicle miles of roadway consumed,reflecting the development's traffic impact.
Supply: The Cost of Building Roads
Supply is the dollar cost of building one vehicle mile of roadway capacity. This cost is
estimated by taking the average cost of building one lane mile of road in Ocoee and dividing it
by the average amount of capacity, in terms of vehicles per day, provided. Improvements and
costs identified in the Ocoee Transportation Master Plan formed the basis for this step. The
average cost per lane mile of roadway improvements in the Master Plan is $1.8 million per lane
mile. The average capacity of these roads is 8,300 vehicles per day. Therefore, the cost of
adding one vehicle mile of capacity on roads in Ocoee is $215.
Demand: A New Development's Impact on Ocoee's Roadway Network
Demand is a measure of the amount of roadway capacity, in terms of vehicle miles
traveled, consumed by a given land use category. Demand is composed of two inputs - the
number of trips per day that a land use typically generates, and the average length, in miles, of
those trips. Both components are estimated using standard professional practice common to all
impact fee equations. Adjustments were made to factor out trips that are not new ("pass-by"
trips), such as stopping at a gas station on the way to work; and to exclude the portion of a trip
that is traveled on a county or state road in Ocoee. As with the current impact fee, the revenues
generated from the updated fee schedule will only be used to fund City projects.
Ocoee\200lmpac\ExecSum.doc
ii
City of Ocoee Transportation Impact Fee Update
SAIL Executive Summary
Credits
Ocoee's Finance Department identified two revenue sources, other than impact fees, that
could be used to fund roadway capacity projects. The first source is the local option gasoline tax
(LOGT), which is collected by Orange County through gasoline sales and transferred back to
Ocoee through an interlocal agreement. Of the $29 million in revenue expected from these two
sources through 2020, it is expected about $5.9 million, or 20 percent, will actually be spent on
roadway capacity projects (as opposed to maintenance) in Ocoee over this time frame. New
development must be given credit for this contribution.
Impact Fee Schedule
Table ES-1 presents Ocoee's updated transportation impact fee rate schedule. Impact fees
are calculated for approximately 38 land use categories. Land uses not specifically referenced in
the fee schedule are addressed through a land use equivalency list, contained in an appendix to
this report. As the table shows, impact fees can vary from approximately $1,870 for a single
family residence to approximately $13,000 per 1,000 square feet for a fast food restaurant.
Comparisons were also made between Ocoee's existing and the updated transportation
impact fee and those from Orange County and several cities in Central Florida. This comparison
is made using two typical land uses: a single family dwelling unit and retail under 50,000 square
feet gross leasable area (GLA), and is also presented in an appendix. Ocoee's updated
transportation impact fee will be less than the recent fee adopted by Orange County in these
categories, and falls somewhere in.the middle when compared with several peer municipalities.
The updated impact fee is expected to generate $50 million in revenue over a 20-year
time frame. This represents 70 percent of the total costs to implement the Transportation Master
Plan. The remaining balance will be covered through other revenue sources and developer
contributions. Fee collection procedures and the administration of the impact fee revenues are
unchanged from the current process.
Oco ee\200lmpac\ExecSum.doc
in
City of Ocoee Transportation Impact Fee Update
SAIC Executive Summary
Table ES-1
OCOEE TRANSPORTATION IMPACT FEE UPDATE IMPACT FEE SCHEDULE s.
Land Use Unit of Measurement Net Impact Fee
RESIDENTIAL
Single Family Dwelling Unit $1,866.76
Apartment Dwelling Unit $1,293.27
Condominium/Townhouse Dwelling Unit $1,143.07
Mobile Home Dwelling Unit $938.26
LODGING
Hotel-Motel Occupied Room $1,619.62
OFFICE
less than 100,000 SF 1,000 SF $2,978.85
100,000 to 200,000 SF 1,000 SF $2,308.64
greater than 200,000 SF 1,000 SF $2,050.63
Medical-Dental Office Building 1,000 SF $6,154.48
RETAIL
less than 50,000 SF - 1,000 SF GLA $4,361.41
50,000 to 100,000 SF 1,000 SF GLA $2,886.29
100,000 to 199,999 SF 1,000 SF GLA $3,03238
200,000 to 299,999 SF 1,000 SF GLA $3,405.99
300,000 to 399,999 SF 1,000 SF GLA $3,473.55
400,000 to 499,999 SF 1,000 SF GLA $3,451.60
500,000 to 999,999 SF 1,000 SF GLA $3,777.94
1,000,000 to 1,250,000 SF 1,000 SF GLA $3,922.58
greater than 1,250,000 SF 1,000 SF GLA $3,777.78
Convenience Market with Gas Pumps Fueling Position $8,854.85
Gasoline/Service Station Fueling Position $3,300.94
Restaurant,Fast Food 1,000 SF $12,927.46
Restaurant,High Turnover(Sit-Down) 1,000 SF $12,179.78
Restaurant,Quality 1,000 SF $13,254.81
New Car Sales 1,000 SF $4,993.85
Pharmacy/Drugstore 1,000 SF $4,288.11
Quick Lubrication Vehicle Shop Servicing Positions $78333
Video Rental Store 1,000 SF $690.89
Wholesale Tire Store Service Bay $1,017.05
SERVICES
Drive-In Bank 1,000 SF $4,888.14
Walk-In Bank 1,000 SF $2,884.12
INSTITUTIONAL
Day Care Center 1,000 SF $4,172.57
MEDICAL
Hospital 1,000 SF $2,944.56
Nursing Home 1,000 SF $279.54 •
INDUSTRIAL
Light Industrial 1,000 SF $1,565.67
Manufacturing 1,000 SF $858.09
Mini-Warehouse 1,000 SF $387.71
Warehousing 1,000 SF $1,114.17
PORT AND TERMINAL
Truck Terminal 1,000 SF $2,212.61
Ocoee\200lmpac\ExecSum.doc
iv
City of Ocoee Transportation Impact Fee Update
SAIL Executive Summary
BACKGROUND
The purpose of this study is to update the City of Ocoee's transportation impact fee. This
update is intended to bring the fee more in line with actual improvement costs to ensure a fair
share contribution for transportation improvement needs created by new development. The basis
for this update is the completion of the Transportation Master Plan for Ocoee, which identifies
transportation improvement needs in the Ocoee area to meet the demands of growth and
development through the year 2020. Furthermore, Ocoee has recently initiated work to widen
several roads in the City, funded through the current impact fee system. Because the City's
transportation impact fee is based on making specific road improvements, such as widening
Maguire Road, it should be updated as those projects are taken off the list.
This update recommends changing the method by which Ocoee calculates its road impact
fee to what is known as the standards approach. The City currently employs what is known as the
improvements-driven approach, which identifies specific improvements to be financed by impact
fees. This method assures the City that its identified transportation needs will be funded if the
impact fee is fully charged. However, because the City is "locked in" to a specific list of
improvements, this approach can be inflexible. Furthermore, this approach is subject to legal
challenge because it does not effectively establish a rational relationship, or nexus, between the fee
charged and development's impact on specific improvements.
By contrast, the standards approach looks at the cost to provide each additional unit of
roadway capacity that a given development consumes. This approach forms the basis of many
roadway impact fee systems in Florida, including Orange County and several of its
municipalities. Although this method is less rigidly geared toward the achievement of specific
transportation objectives, it allows more flexibility in funding needed improvements resulting
from new development as they are identified. Also, the standards approach is based on a direct
relationship between units of capacity consumed and cost to replace that capacity, and is
therefore more legally defensible.
Ocoee\200lmpac\ExecSum.doc
City of Ocoee Transportation Impact Fee Update
SAIL Executive Summary
CALCULATING OCOEE'S TRANSPORTATION IMPACT FEE
Ocoee's updated transportation impact fee is calculated by estimating the amount of
roadway capacity a given development consumes, known as "demand," by the cost to replace
that capacity, "supply." An allowance, or "credit," was factored in to the impact fee equation to
account for developer contributions to roadway capacity projects through other revenue sources,
such as gasoline taxes, resulting in a net impact fee. Each development category's net impact fee
is based on vehicle miles of roadway consumed,reflecting the development's traffic impact.
Supply: The Cost of Building Roads
Supply is the dollar cost of building one vehicle mile of roadway capacity. This cost is
estimated by taking the average cost of building one lane mile of road in Ocoee and dividing it
by the average amount of capacity, in terms of vehicles per day, provided. Improvements and
costs identified in the Ocoee Transportation Master Plan formed the basis for this step. The
average cost per lane mile of roadway improvements in the Master Plan is $1.8 million per lane
mile. The average capacity.of these roads is 8,300 vehicles per day. Therefore, the cost of
adding one vehicle mile of capacity on roads in Ocoee is $215.
Demand: A New Development's Impact on Ocoee's Roadway Network
Demand is a measure of the amount of roadway capacity, in terms of vehicle miles
traveled, consumed by a given land use category. Demand is composed of two inputs — the
number of trips per day that a land use typically generates, and the average length, in miles, of
those trips. Both components are estimated using standard professional practice common to all
impact fee equations. Adjustments were made to factor out trips that are not new ("pass-by"
trips), such as stopping at a gas station on the way to work, and to exclude the portion of a trip
that is traveled on a county or state road in Ocoee. As with the current impact fee, the revenues
generated from the updated fee schedule will only be used to fund City projects.
Ocoee\200lmpac\ExecSum.doc
ii
City of Ocoee Transportation Impact Fee Update
SAIC Executive Summary
Credits
Ocoee's Finance Department identified two revenue sources, other than impact fees, that
could be used to fund roadway capacity projects. The first source is the local option gasoline tax
(LOOT), which is collected by Orange County through gasoline sales and transferred back to
Ocoee through an interlocal agreement. Of the $29 million in revenue expected from these two
sources through 2020, it is expected about $5.9 million, or 20 percent, will actually be spent on
roadway capacity projects (as opposed to maintenance) in Ocoee over this time frame. New
development must be given credit for this contribution.
Impact Fee Schedule
Table ES-1 presents Ocoee's updated transportation impact fee rate schedule. Impact fees
are calculated for approximately 38 land use categories. Land uses not specifically referenced in
the fee schedule are addressed through a land use equivalency list, contained in an appendix-to
this report. As the table shows, impact fees can vary from approximately $1,870 for a single
family residence to approximately$13,000 per 1,000 square feet for a fast food restaurant.
Comparisons were also made between Ocoee's existing and the updated transportation
impact fee and those from Orange County and several cities in Central Florida. This comparison
is made using two typical land uses: a single family dwelling unit and retail under 50,000 square
feet gross leasable area (GLA), and is also presented in an appendix. Ocoee's updated
transportation impact fee will be less than the recent fee adopted by Orange County in these
categories, and falls somewhere in the middle when compared with several peer municipalities.
The updated impact fee is expected to generate $50 million in revenue over a 20-year
time frame. This represents 70 percent of the total costs to implement the Transportation Master
Plan. The remaining balance will be covered through other revenue sources and developer
contributions. Fee collection procedures and the administration of the impact fee revenues are
unchanged from the current process.
Ocoee\200lmpac\ExecSum.doc
iii
City of Ocoee Transportation Impact Fee Update
SAIL Executive Summary
Table ES-1
OCOEE TRANSPORTATION IMPACT FEE UPDATE IMPACT FEE SCHEDULE `
Land Use Unit of Measurement Net Impact Fee
RESIDENTIAL
Single Family Dwelling Unit $1,865.97
Apartment Dwelling Unit $1,292.73
Condominium/Townhouse Dwelling Unit $1,142.59
Mobile Home Dwelling Unit $937.86
LODGING
Hotel-Motel Occupied Room $1,618.93
OFFICE
less than 100,000 SF 1,000 SF •$2,977.60
100,000 to 200,000 SF 1,000 SF $2,307.67
greater than 200,000 SF 1,000 SF $2,049.77
Medical-Dental Office Building 1,000 SF $6,151.89
RETAIL
less than 50,000 SF 1,000 SF GLA $4,359.57
50,000 to 100,000 SF 1,000 SF GLA $2,885.07
100,000 to 199,999 SF 1,000 SF GLA $3,031.10
200,000 to 299,999 SF 1,000 SF GLA $3,404.55
300,000 to 399,999 SF 1,000 SF GLA $3,472.09
400,000 to 499,999 SF 1,000 SF GLA $3,450.15
500,000 to 999,999 SF 1,000 SF GLA $3,776.35
1,000,000 to 1,250,000 SF 1,000 SF GLA $3,920.93
greater than 1,250,000 SF 1,000 SF GLA $3,776.19
Convenience Market with Gas Pumps Fueling Position $8,851.12
Gasoline/Service Station Fueling Position $3,299.55
Restaurant,Fast Food 1,000 SF $12,922.02
Restaurant,High Turnover(Sit-Down) 1,000 SF $12,174.65
Restaurant,Quality 1,000 SF $13,249.23
New Car Sales 1,000 SF $4,991.75
Pharmacy/Drugstore 1,000 SF $4,286.31
Quick Lubrication Vehicle Shop Servicing Positions $783.00
Video Rental Store 1,000 SF $690.60
Wholesale Tire Store Service Bay $1,016.62
SERVICES
Drive-In Bank 1,000 SF $4,886.08
Walk-In Bank 1,000 SF $2,882.90
INSTITUTIONAL
Day Care Center 1,000 SF $4,170.82
MEDICAL
Hospital 1,000 SF $2,943.32
Nursing Home 1,000 SF $279.42
INDUSTRIAL
Light Industrial 1,000 SF $1,565.01
Manufacturing 1,000 SF $857.73
Mini-Warehouse 1,000 SF $387.54
Warehousing 1,000 SF $1,113.70
PORT AND TERMINAL
Truck Terminal 1,000 SF $2,211.68
Ocoee\200lmpac\ExecSum.doc
iv
City of Ocoee Transportation Impact Fee Update
SAIC Introduction
INTRODUCTION AND BACKGROUND
The purpose of this report is to document an update of Ocoee's Transportation Impact
Fee. This update is intended to bring the fee more in line with actual improvement costs to
ensure a fair share contribution by private development There are four components:
1. An estimate of facility costs and capacity;
2. An estimate of transportation demand, or impact;
3, Credits for developer contributions, and
4. The development of impact fee rates for various categories of land uses.
An initial step in the update of Ocoee's transportation impact fee structure was an
evaluation of the City's existing impact fee structure for its appropriateness in ensuring that new
development pay for the transportation impacts it creates. Pursuant to the recommendations of
this evaluation, documented in a separate working paper, the City has adopted the standards
approach to calculating impact fees for this update.
The City of Ocoee currently uses an improvements-based approach, which was adopted
through 1996 amendments to its Road Impact Fee Ordinance and based on a study conducted in
1995.. This method distributes the total cost of building new transportation facilities to satisfy future
traffic demand among new developments relative to their share of future trips generated. By
contrast, the standards approach looks at the cost to provide each additional unit of roadway
capacity that a given development consumes. This approach forms the basis of many roadway
impact fee systems throughout the area, including Orange County, Brevard County and the cities
of Maitland and Orlando.
Overview of Impact Fees
{
Impact fees are borne out of the assumption that new development should pay for the
burden it places on public facilities. As such, a reasonable relationship, or nexus, must be
established between the impact fee levied,a development's impact on the transportation system, and
the improvements constructed from the impact fee revenues. Impact fees cannot be used to add
Ocoee\200Impac\20\Intro.doc
Intro-1 '
City of Ocoee Transportation Impact Fee Update
SAIC Introduction
capacity to or otherwise improve a transportation system beyond what is needed for new
development. Furthermore, they cannot be used to replace funding for improvements that address
pre-existing congestion problems.
Transportation impact fees have become popular in recent years as a result of decreasing
state and federal revenues, coupled with the public's increasing resistance to local infrastructure
taxes. Florida law requires that the necessary infrastructure be in place concurrent with new
development,further increasing the attractiveness of impact fees as a financing mechanism.
All transportation impact fees are derived from three variables: supply, demand, and credits.
Supply is an estimate of the facility construction and associated costs required to meet acceptable
operating levels, typically measured in terms of new lanes. Demand is an estimate of the
proportionate burden a given development places on the transportation system,measured in terms of
trips. A third variable, credits, is sometimes used to calculate a fair share transportation impact fee.
Credits are reductions in impact fees to account for funding of transportation improvements through
more traditional revenue sources, such as gasoline taxes, and are necessary to avoid double
collection of fees for road improvements. Impact fee methods differ on how the variables are
incorporated into a fee calculation.
The next three chapters document the development of the three major components of
Ocoee's updated impact fee equation—supply, demand and credits. The fourth and fmal chapter
is an implementation plan that establishes Ocoee's updated impact fee schedule.
Ocoee\200lmpac\20\Intro.doc
Intro-2
•
City of Ocoee
Transportation Impact Fee Update
Chapter 1
ESTIMATE OF FACILITY. COSTS AND' -
CAPACITY
4,
•
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•
Prepared for:
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City of Ocoee
Prepared by:
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 1:Estimate of Facility Costs and Capacity
•
SUPPLY: ESTIMATE OF FACILITY COSTS AND CAPACITY
Ocoee's previous impact fee structure, an improvements-based approach, relied upon the
calculation of total roadway system improvement costs to determine each development's
proportionate share. The standards approach, by contrast, uses an average cost per unit of
capacity as a basis for development impact fees. This cost is derived from an estimation of
roadway improvement costs and roadway capacity, as shown below:
cost per unit of capacity =roadway cost -roadway capacity
The development of cost and capacity estimates is largely based upon the Ocoee Master
Transportation Plan, which identifies roadway improvements and associated costs and capacity
within the Ocoee joint planning area(WA)needed through the year 2020. These costs reflect the
most current data available for roadway construction projects, including design, right-of-way
acquisition and construction. For information purposes, the cost of adding capacity to state and
county roads found within the Ocoee WA is also estimated. The purpose of this chapter is to
document the development of these inputs and the calculation of the cost per unit of capacity.
CALCULATING AVERAGE COST PER VEHICLE MILE
Units of Measurement
For the purpose of the Ocoee impact fee update, the cost of adding capacity will be
determined in terms of 1998 dollars per vehicle mile of capacity. In order to develop this unit of
measurement, roadway cost will be determined in terms of dollars per lane mile, and roadway
capacity will be determined in terms of vehicles per lane mile.
Roadway Cost
The Ocoee Master Transportation Plan identifies all roadway improvements that are
needed to satisfy future transportation demand within the Ocoee WA, including improvements to
city, county and state roads through build-out, estimated to occur by the year 2020. The
Ocoee\200Impac\20\Ch l.doc
1-1
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 1:Estimate of Facility Costs and Capacity
identification of these improvements, which occurred through an alternatives evaluation process,
is documented within the Master Transportation Plan. These improvements are listed in Table 1-
1. This table also includes recently estimated costs for improvements to Maguire Road, Maine
Street and Professional Parkway, all of which have funding committed for construction. Costs
for city, county and state roadways within the Ocoee JPA were estimated from this list.
The average cost of building one lane mile of roadway in Ocoee was calculated by
dividing the total cost of building the improvements listed in Table 1-1 by the total lane miles of
added roadway. Individual cost estimates were prepared for city, county and state roadways.
Table 1-1
ROADWAY IMPROVEMENTS IDENTIFIED IN THE 1998 OCOEE MASTER TRANSPORTATION PLAN
Road From To Improvement
City Projects
Bluford Avenue* SR 50 Geneva Street Widen to four lanes
Bowness Road Story Road SR 438 Widen to four lanes
Clarke Road SR 50 SR 438 Widen to six lanes divided
A.D.Mims Road Clarcona-Ocoee Road Widen to four lanes divided
Clarcona-Ocoee Road McCormick Road New four lane divided road
Geneva Street Kissimmee Avenue Bluford Avenue Widen to four lanes
Hackney-Prairie Road Clarke Road Apopka-Vineland Road New two lane road
Hemple Avenue Old Winter Garden Road Montgomery Road New two lane road
Ingram Road Clarcona-Ocoee Road McCormick Road New two lane road
Maguire Road Maine Street Story Road Widen to four lanes
Marshall Farms Road SR 50 Maguire Road Realign and widen to four lanes
Montgomery Road proposed Hemple Avenue White Road Upgrade and extend existing two lane road
extension
Ocoee-Apopka Road SR 438 McCormick Road Widen to four lanes
Orlando Avenue Kissimmee Avenue Bluford Avenue New two lane road
Professional Parkway Marshall Farms Road Maguire Road New two lane road
Roper Parkway SR 50 Story Road New two lane road
Existing SR 438 New two lane road
Story Road Wofford Road Maguire Road Widen to four lane
Tomyn Road Windermere Road Maguire Road Realign and build as two lanes(near term)
Widen to four lanes(long term)
Wurst Road Ocoee-Apopka Road Lakewood Avenue New two lane road
County Projects
Moore Road Roberson Road Hemple Avenue Upgrade and extend existing two lane road
Apopka Vineland Road McCormick Road A.D.Mims Road Widen to 4 lanes
Story Road 9th Street Wofford Road Widen to four lanes
Good Homes Road SR 50 Old Winter Garden Road Widen to four lanes
State Projects
SR 438/Silver Star Road East Crown Point Road Clarke Road Widen to 4 lanes
SR 50 Wofford Road Good Homes Road Widen to six lanes divided
* Bluford Avenue is a state road(439),but it is assumed that the road would only be widened at Ocoee's initiation.
Ocoee\200lmpac\20\Ch l.doc
1-2
City of Ocoee Transportation Impact Fee Update
SAIL Chapter 1:Estimate of Facility Costs and Capacity
The Master Transportation Plan used the same methodology as the Orlando Urban Area
Transportation Study (OUATS) 2020 Long Range Transportation Plan (LRTP) to estimate
roadway improvement costs. This methodology is based on an average cost of$4.5 million per
mile to widen a two-lane road to a four-lane road, including design, right of way and
construction. This reflects average costs for projects recently constructed within the
metropolitan Orlando area. Other roadway building and widening scenarios were based on
multiples of this amount. Cost per lane mile associated with each improvement scenario is
shown in Table 1-2.
Roadway costs for each improvement in Table 1-1 were estimated by multiplying the
roadway length by the appropriate cost per lane mile in Table 1-2. The total cost of city, county
and state improvements was calculated by summing the estimated cost of each improvement.
The average cost per lane mile was determined by dividing the total cost by the total amount of
lane miles added, as shown below:
average cost per lane mile =total cost of roadway improvements -total lane miles of roadway added
Table 1-2
COST PER LANE MILE FOR VARIOUS ROAD BUILDING
AND WIDENING SCENARIOS(COST IN MILLIONS)
Base Cost per Cost per
Improvement Lane Mile Multiple Lane Mile
New two lane road $4.5 0.56 $2.5
New four lane road $4.5 1.02 $4.6
New six lane road $4.5 1.29 $5.8
New eight lane road $4.5 1.56 $7.0
Widening a two lane road to a four lane road $4.5 1.00 $4.5
Widening a two lane road to a six lane road $4.5 1.36 $6.1
Widening a four lane road to a six lane road $4.5 1.07 $4.8
Widening a six lane road to an eight lane road $4.5 1.22 $5.5
Note: Includes design,right-of-way acquisition and construction.
Source: OUATS 2020 Long Range Transportation Plan Update, as cited in the Ocoee Master
Transportation Plan.
The City is in the process of designing several road construction projects, including:
Maguire Road, from Roberson Road to SR 50, Maine Street, from Bluford Avenue to
Blackwood Avenue, and Professional Parkway, from Maguire Road to Old Winter Garden Road.
These specific cost figures, which include design, right-of-way acquisition and construction,
Ocoee\200lmpac\20\Chl.doc
1-3
City of Ocoee Transportation Impact Fee Update
• SAIC Chapter 1:Estimate of Facility Costs and Capacity
were used in place of the OUATS methodology for calculating roadway improvement cost. A
summary of average roadway costs for city, county and state roads is shown in Table 1-3,awhile
roadway costs for each improvement are listed in Table 1-4.
As Table 1=3 shows, the average cost of building a city road within the Ocoee WA is the
lowest at $1.78 million per lane mile, while the average cost of building county and state roads
are estimated at $2.337 and $1.934 million per lane mile, respectively. The average cost of
building all needed road improvements within the WA is approximately $2.0 million per lane
mile.
Table 1-3
THE AVERAGE COST OF ROAD IMPROVEMENTS IN
OCOEE IN MILLIONS OF DOLLARS
Roadway Additional Total Cost per
Responsibility Lane Miles Cost Lane Mile
Ocoee 47.8 $85.1 $1.7
Orange County 10.8 $23.3 $2.1
FDOT 12.3 $28.8 $2.3
All Jurisdictions 68.7 $134.5 $1.9
See notes at the end of Table 1-4.
Roadway Capacity
New developments built in Ocoee over the next 20 years will add traffic to the City's
transportation system, creating traffic congestion and the need for added roadway capacity. As
part of the Transportation Master Plan, future year congestion levels on roads in the Ocoee area
were analyzed under various alternatives. This analysis entailed the use of capacity estimates for
all future roadway improvements. For many of these improvements, roadway capacity was
determined by an analysis performed for the City using software developed by the Florida
Department of Transportation (FDOT),ART-TAB. This software takes into account such locally
relevant data as posted roadway speed, segment length, signalization characteristics and
surrounding development character to calculate roadway capacity. On roads that were not
included in the ART-TAB analysis, capacity associated with improvements identified in the
Transportation Master Plan was estimated using standard capacity classifications found in
FDOT's Level of Service Standards and Guidelines Manual.
Ocoee\200lmpac\20\Chl.doc
1-4
Table 1-4
ROADWAY IMPROVEMENT COSTS PER LANE MILE
BY JURISDICTION
Lanes Cost Additional Cost per
Road From To Improvement Existing Proposed Per Mile Length Total Cost Lane Miles Lane Mile
City Roads
Bluford Avenue* SR 50 Geneva Street Widen to four lanes 2 4 $4.5 0.6 $2.8 1.2 $2.3
Bowness Road SR 438 Kissimmee Avenue Widen to four lanes 2 4 $4.5 0.8 $3.5 1.6 $2.3
Clarke Road SR 50 SR 438 Widen to six lanes divided 4 6 $4.8 1.5 $7.2 3.0 $2.4
A.D.Mims Road Clarcona-Ocoee Road Widen to four lanes divided 2 4 $4.5 1.4 $6.4 2.8 $2.3
Clarcona-Ocoee Road McCormick Road New four lane divided road 0 4 $4.6 1.0 $4.6 4.0 $1.1
Geneva Street Kissimmee Avenue Bluford Avenue Widen to four lanes 2 4 $4.5 0.2 $0.7 0.3 $2.3
Hackney-Prarie Road Clarke Road Apopka-Vineland Road New two lane road 0 2 $2.5 1.3 $3.3 2.6 $1.3
Hemple Avenue Old Winter Garden Road Montgomery Rd. New two lane road 0 2 $2.5 0.8 $2.0 1.6 $1.3
Ingram Road Clarcona-Ocoee Road McCormick Road New two lane road 0 2 $2.5 1.2 $3.0 2.4 $1.3
Maguire Road Roberson Road SR 50 Widen to four lanes** 2 4 $5.5 1.5 $8.3 3.0 $2.8
SR 50 Story Road Widen to four lanes 2 4 $4.5 0.6 $2.8 1.2 $2.3
Maine Street Maguire Road Blackwood Avenue New four lane road** 0 4 $2.7 0.8 $2.1 3.1 $0.7
Marshall Farms Road Interchange SR 50 Four lane extension 0 4 $4.6 0.4 $1.8 1.6 $1.1
SR 50 Maguire Road Realign and widen to four lanes 2 4 $4.5 0.5 $2.0 0.9 $2.3
Montgomery Road proposed Hemple Avenue extension White Road Upgrade and extend existing two lane 0/2 2 $2.5 0.6 $1.5 1.2 $1.3
Ocoee-Apopka Road SR 438 McCormick Road Widen to four lanes 2 4 $4.5 3.5 $15.6 6.9 $2.2
Orlando Avenue Kissimmee Avenue Bluford Avenue New two lane road 0 2 $2.5 0.2 $0.4 0.3 $1.3
Professional Parkway Marshall Farms Road Maguire Road New two lane road 0 2 $2.5 0.6 $1.5 1.2 $1.3
Maguire Road Old Winter Garden Road Widen to four lanes** 2 4 $5.0 0.5 $2.4 1.0 $2.5
Roper Parkway SR 50 Story Road New two lane road 0 2 $2.5 0.5 $1.3 1.0 $1.3
Existing • SR 438 New two lane road 0 2 $2.5 0.9 $2.3 1.8 $1.3
Story Road Wofford Road Maguire Road Widen to four lanes 2 4 $4.5 0.9 $3.8 1.7 $2.3
Tomyn Road Winderemere Road Maguire Road Realign and widen to four lanes 2 4 $4.5 0.8 $3.7 1.7 $2.3
Wurst Road Ocoee-Apopka Road Lakewood Avenue New two lane road 0 2 $2.5 0.8 $2.1 1.7 $1.3
City Summary $85.1 47.8 $1.780
County Roads
Moore Road Roberson Road Hemple Avenue Upgrade and extend existing two lane 0/2 2 $2.5 0.7 $1.7 1.4 $1.3
Apopka Vineland Road McCormick Road A.D.Mims Road Widen to 4 lanes 2 4 $4.6 3.1 $14.0 6.1 $2.3
Story Road 9th Street Wofford Road Widen to four lanes 2- 4 $4.5 1.0 $4.5 2.0 $2.3
Good Homes Road SR 50 Old Winter Garden Road Widen to four lanes 2 4 $4.5 0.7 $3.1 1.4 $2.3
County Summary $23.3. 10.8 $2.152
State Roads
SR 438/Silver Star Roa East Crown Point Road Clarke Road Widen to 4 lanes 2 4 $4.5 2.7 $12.3 5.5 $2.3
SR 50 Wofford Road Good Homes Road Widen to six lanes divided 4 6 $4.8 3.4_ $16.5 6.8 $2.4
State Summary $28.8 12.3 $2.337
Total Summary $137.2 70.9 $1.934
NOTES:
The improvements and costs listed here are those identified in the Ocoee Master Transportation Plan,except where noted. a
All costs are stated in millions of dollars.
Roadway lengths are stated in miles.
Orange County and FDOT Costs are included for comparison purposes.
• * Bluford Avenue is a state road(439),but it is assumed that the road would only be widened at Ocoee's intiation.
**Specific design,right of way and construction costs were developed for these improvements by Professional Engineering Consultants,Inc.for the city.
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 1:Estimate of Facility_Costs and Capacity
The average capacity of one lane mile of roadway in the Ocoee JPA was determined by
dividing the total amount of additional capacity created by improvements identified in the Master
Transportation Plan by the total additional lane miles of roadway, as outlined below. Separate
capacity estimates were made for city, county and state road projects in Ocoee. A summary of
average capacity per lane mile is found in Table 1-5, while added capacity for individual road
improvements is found in Table 1-6.
average capacity per lane mile =total additional capacity -total additional lane miles of roadway
Table 1-5
AVERAGE VEHICLE CAPACITY PER LANE MILE
OCOEE ROADWAY IMPROVEMENTS
Roadway Additional Additional Average Capacity
Responsibility Capacity Lane Miles per Lane Mile
Ocoee 384,900 46.2 8,300
Orange County 83,800 10.8 7,700
FDOT 123,500 12.3 10,000
All Jurisdictions 592,200 69.4 8,500
See notes at the end of Table 1-6.
Cost per Vehicle Mile of Capacity Calculation
The average cost per vehicle mile to the City of adding roadway capacity is calculated by
dividing the average cost per lane mile of improving City roads by the average capacity per lane
mile that these roads will provide. A summary of this calculation is shown in Table 1-7, while
the cost for individual improvements is shown in Table 1-8. It is important to note that, while
average costs are listed for county and state projects, only cost estimates for the city projects will
be used in the impact fee calculation. This is because impact fees collected by the city will be
allocated solely to city transportation projects; the county and state projects are included for
information and cost comparison purposes only.
Ocoee\200Impac\20\Ch 1.do c
1-6
City of Ocoee Transportation Impact Fee Update
SAIL Chapter 1:Estimate of Facility Costs and Capacity
Table 1-6
AVERAGE VEHICLE CAPACITY PER LANE MILE
OCOEE ROADWAY IMPROVEMENTS
Daily Capacity Roadway Added Additional Average
Road From To Existing Planned Additional Length VMC Lane Miles Capacity
City Projects
Bluford Avenue SR 50 Geneva Street 14,100 28,700 14,600 0.6 9,000 1.2 7,300
Bowness Road SR 438 Kissimmee Avenue 15,400 30,800 15,400 0.8 12,000 1.6 7,700
Clarke Road SR 50 SR 438 34,200 51,300 17,100 1.5 25,700 3.0 8,600
A.D.Mims Road Clarcona-Ocoee Road 17,100 34,200 17,100 1.4 24,300 2.8 8,500
Clarcona-Ocoee Road McCormick Road - 34,200 34,200 1.0 34,400 4.0 8,600
Geneva Street Kissimmee Avenue Bluford Avenue 15,100 30,200 15,100 0.2 2,400 0.3 7,500
Hackney-Prairie Road Clarke Road Apopka-Vineland Road - 15,500 15,500 1.7 26,300 2.6 10,100
Hemple Avenue Old Winter Garden Road N of SR 50 - 15,500 15,500 0.4 5,900 1.6 3,800
Ingram Road Clarcona-Ocoee Road McCormick Road - 15,500 15,500 1.2 18,800 2.4 7,800
Maguire Road Roberson Road SR 50 17,400 34,800 17,400 1.5 26,100 3.0 8,700
SR 50 Story Road 15,400 31,800 16,400 0.6 10,000 1.2 8,200
Maine Street Maguire Road Blackwood Avenue - 31,000 31,000 0.8 24,400 3.1 7,800
Marshall Farms Road SR 50 Maguire Road 12,100 26,400 14,300 0.5 6,500 0.9 7,200
Montgomery Avenue proposed Hemple Avenue ext. White Road - 15,500 15,500 0.6 9,100 1.2 7,800
Ocoee-Apopka Road SR 438 McCormick Road 17,400 34,800 17,400 3.5 60,300 6.9 8,700
Orlando Avenue Kissimmee Avenue Bluford Avenue - 15,500 15,500 0.2 2,400 0.3 7,700
Professional Parkway Maguire Road Old Winter Garden Road 10,400 31,000 20,600 0.5 10,300 1.2 8,900
Marshall Farms Road Maguire Road - 15,500 15,500 0.6 8,900 1.0 9,300
Roper Parkway SR 50 Story Road - 15,500 15,500 0.5 7,700 1.0 7,700
Existing SR 438 - 15,500 15,500 0.9 14,100 1.8. 7,800
Story Road Wofford Road Maguire Road 15,100 30,200 15,100 0.9 12,900 1.7 7,500
Tomyn Road Winderemere Road Maguire Road - 31,000 31,000 0.8 25,600 1.7 15,500
Wurst Road Ocoee-Apopka Road Lakewood Avenue - 15,500 15,500 0.5 7,800 1.7 4,600
City Summary 384,900 46. 8,300
County Projects
Moore Road Roberson Road Hemple Avenue - 15,500 15,500 0.7 10,500 1.4 7,800
Apopka Vineland Road A.D.Mims Road McCormick Rd. 15,500 31,000 15,500 3.1 47,400 6.1 7,800
Story Road 9th Street Wofford Road 15,100 30,200 15,100 1.0 15,100 2.0 " 7,600
Ocoee\200Impac\20\Ch 1.doc
1-7
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 1:Estimate of Facility Costs and Capacity
Table 1-6(Continued)
AVERAGE VEHICLE CAPACITY PER LANE MILE
OCOEE ROADWAY IMPROVEMENTS
Daily Capacity Roadway Added Additional Average
Road From To Existing Planned Additional Length VMC Lane Miles Capacity
Good Homes Road Old Winter Garden Road SR 50 15,900 31,800 15,900 0.7 10,800' 1.4 7,900
County Summary 83,800 10. 7,700
State Projects
SR 438/Silver Star Road East Crown Point Road Clarke Road 17,000 34,000 17,000 2.7 46,600 5.5 8,496
SR 50 Wofford Road Good Homes Road 44,000 66,500 22,500 3.4 76,900 6.8 11,245
. State Summary 123,500 12. 10,000
Overall Summary 592,200 69. 8,500
NOTES:
The improvements and capacities listed here are those identified in the Ocoee Master Transportation Plan.
Capacities are stated in terms of vehicles per day.
Roadway lengths are stated in miles.
Orange County and FDOT Costs are included for comparison purposes.
VMC=vehicle miles of capacity
•
Ocoee\200lmpac\20\Chl.doc
1-8
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 1:Estimate of Facility Costs and Capacity
Table 1-7
AVERAGE COST PER VEHICLE MILE OF CAPACITY •
OCOEE ROADWAY IMPROVEMENTS
Roadway Cost per Capacity per Cost per
Responsibility Lane Mile Lane Mile Vehicle Mile
Ocoee $1,780,451 8,300 $215
Orange County $2,151,768 7,700 $279
FDOT $2,337,402 10,000 $234
All Jurisdictions $1,933,918 8,500 $228
See notes at the end of Table 1-8.
As Table 1-7 shows, adding a vehicle mile of capacity in Ocoee is least costly on average for
City projects, at $215 per vehicle mile, while FDOT projects are the second least costly ($234 per
vehicle mile). At $279 per vehicle mile of capacity added, Orange County projects are the most
costly. The primary reason county projects are the most costly is because they are not estimated to
provide as much capacity on a lane mile basis as city and state projects. For all road improvements
identified in the Ocoee Transportation Master Plan, the average cost is $228 per vehicle mile of
capacity.
Orange County's recent transportation impact fee update, which was recently adopted by the
Board of County Commissioners, estimates an average cost of$171 per vehicle mile, before credits,
to add roadway capacity. This capacity cost assumption is significantly lower than that used for
Ocoee's impact fee update, although variation in other impact fee inputs is expected to bring
Ocoee's final fee calculation closer to Orange County's. The primary reason Orange County's cost
estimates are lower than those developed for Ocoee's transportation impact fee update is because
their roadway cost per lane mile estimates (approximately $1.3 million) are significantly lower than
those developed for roadway projects in Ocoee ($1.8 to $2.3 million, depending on the roadway
responsibility)I-1
1- Methodological Note:The Orange County Transportation Impact Fee methodology divided the improvement cost of a given road
by the total lane miles to arrive at a cost per lane mile estimate,while the methodology for the Ocoee update divided the cost only
by the lane miles added. This difference in methodologies results in a much higher cost estimate for the Ocoee update.Example:
one mile of road is widened from two to four lanes at a cost of$4 million. Because the Orange County method uses total lane
miles(four),the cost per lane mile would be$1 million($4 million divided by 4 lanes). The Ocoee method only considers the
lane miles added(two);therefore the cost per lane mile would be$2 million($4 million divided by 2 lanes).
Ocoee\200lmpac\20\Ch 1.do c
1-9
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 1:Estimate of Facility Costs and Capacity
Table 1-8
AVERAGE COST PER VEHICLE MILE OF CAPACITY
OCOEE ROADWAY IMPROVEMENTS
Cost per Capacity per Cost per
Road From To Lane Mile Lane Mile Vehicle Mile
City Projects
Bluford Avenue* SR 50 Geneva Street $2,250,000 7,300 $308
Bowness Road SR 438 Kissimmee Avenue $2,250,000 7,700 $292
Clarke Road SR 50 SR 438 $2,407,500 8,600 $280
A.D.Mims Road Clarcona-Ocoee Road $2,250,000 8,500 $265
Clarcona-Ocoee Road McCormick Road $1,147,500 8,600 $133
Geneva Street Kissimmee Avenue Bluford Avenue $2,250,000 7,500 $300
Hackney-Prarie Road Clarke Road Apopka-Vineland Road $1,260,000 10,100 $125
Hemple Avenue Old Winter Garden Road N of SR 50 $1,260,000 3,800 $332
Ingram Road Clarcona-Ocoee Road McCormick Road $1,260,000 7,800 $162
Maguire Road Roberson Road SR 50 $2,766,667 8,700 $318
SR 50 Story Road $2,250,000 8,200 $274
Maine Street Maguire Road Blackwood Avenue $668,352 7,800 $86
Marshall Farms Road SR 50 Maguire Road $2,250,000 7,200 $313
Montgomery Avenue proposed Hemple Avenue ext. White Road $1,260,000 7,800 $162
Ocoee-Apopka Road SR 438 McCormick Road $2,250,000 8,700 $259
Orlando Avenue Kissimmee Avenue Bluford Avenue $1,260,000 7,700 $164
Professional Parkway 'Maguire Road Old Winter Garden Road $1,260,000 8,900 $142
Marshall Farms Road Maguire Road $2,515,154 9,300 $270
Roper Parkway SR 50 Story Road $1,260,000 7,700 $164
Existing SR 438 $1,260,000 7,800 $162
Story Road Wofford Road Maguire Road $2,250,000 7,500 $300
Tomyn Road Winderemere Road Maguire Road $2,250,000 15,500 $145
Wurst Road Ocoee-Apopka Road Lakewood Avenue $1,260,000 4,600 $274
City Summary $1,780,451 8,300 $215
County Projects
Moore Road Roberson Road Hemple Avenue $1,260,000 7,800 $162
Apopka Vineland Road A.D.Mims Road McCormick Rd. $2,295,000 7,800 $294
Story Road 9th Street Wofford Road $2,250,000 7,600 $296
Ocoee\200Impac\20\Ch l.doc
1-10
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 1:Estimate of Facility Costs and Capacity
Table 1-8(Continued)
AVERAGE COST PER VEHICLE MILE OF CAPACITY
OCOEE ROADWAY IMPROVEMENTS
Cost per Capacity per Cost per
Road From To Lane Mile Lane Mile Vehicle Mile
Good Homes Road Old Winter Garden Road SR 50 $2,250,000 7,900 $285
County Summary $2,151,768 7,700 $279
State Projects
SR 438/Silver Star Road East Crown Point Road Clarke Road $2,250,000 8,496 $265
SR 50 Wofford Road Good Homes Road $2,407,500 11,245 $214
State Summary $2,337,402 10,000 $234
Overall Summary $1,933,918 8,500 $228
NOTES:
All costs are stated in dollars.
Capacities are stated in terms of vehicles per day.
• Orange County and FDOT Costs are included for comparison purposes.
* Bluford Avenue is a state road(439),but it is assumed that the road would only be widened at Ocoee's initiation.
v
Ocoee\200Impac\20\Chl.doc
1-11
City of Ocoee Transportation Impact Fee Update
• SAIC Chapter 1:Estimate of Facility Costs and Capacity
SUMMARY OF FACILITY COSTS AND ESTIMATED CAPACITY
The basis for calculating transportation impact fees for Ocoee's impact fee update rests
on the assumption that new development should pay for each unit of roadway capacity it
consumes. Using this fee calculation methodology, a key initial input is an estimate of the cost
to provide each unit of capacity. For Ocoee's impact fee update, this was accomplished by
estimating the average cost per lane mile of constructing roads within the City and the average
capacity, in terms of vehicles per day, that each additional lane mile of roadway would provide.
Dividing the cost estimate by the capacity estimate yields the average unit cost of providing
capacity.
Cost and capacity estimates were derived primarily from the 1998 Ocoee Transportation
Master Plan, An approved blueprint for the City's transportation system development which
identifies needed city, county and state roadway projects over the next 20.years. Average cost
per vehicle mile of capacity estimates were prepared for city, county and state projects within
Ocoee. However, only the city cost estimates will be used in the impact fee calculation, because
impact fee revenues will only be allocated to city transportation projects; the county and state
cost and capacity estimates are included for information purposes only. A summary of Ocoee's
facility cost and capacity estimates is shown in Tablel- 9 below.
Table 1-9
SUMMARY OF OCOEE'S FACILITY COST AND CAPACITY ESTIMATES
Cost per Capacity per Cost per
Lane Mile Lane Mile Vehicle Mile
$1,780,451 8,300 $214.51
The next step in the impact fee process is an estimation of the demand, in terms of
vehicle miles of travel, generated by each land use type in Ocoee. This level of demand, or
consumption, will be used in conjunction with cost per vehicle mile of capacity estimates to
determine the cost of offsetting each new development's impact on the transportation system.
Ocoee\200lmpac\20\Ch l.doc
1-12
Regional Bus Needs Study for Nashville, Tennessee
•
SAIC (formerly TransCore) conducted a Client: Regional Transportation Authority
regional bus needs analysis for the Regional and Metropolitan Transit Authority
Transportation Authority (RTA).in Nashville. The Contact: Ms. Marion Ott
purpose of the project was to identify the Executive Director
Regional Transportation Authority
corridors connecting the surrounding activity (615)862-8832
centers with Nashville that have the greatest Period of
potential for near term implementation of Performance: June 14, 1993-April 4,1994
commuter transit service. SAIC PN:30113
Based on existing census, development,
and travel data, the SAIC Team evaluated the
overall potential of the major corridors and
developed service plans and schedules for
commuter routes in four corridors exhibiting the
greatest potential. The SAIC Team also
developed a ridership estimation technique and
applied that technique to the proposed routes.
Ridership on each route was estimated based on
varied fare and service levels. Two of the
recommended routes have been implemented.
City of Ocoee
Transportation Impact Fee Update
Chapter 2
ESTIMATE OF TRANSPORTATION
DEMAND
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City of Ocoee Transportation Impact Fee Update
SAIL Chapter 2:Estimate of Transportation Demand
INTRODUCTION
In terms of the Ocoee Transportation Impact Fee Update, transportation demand is an
estimate of the amount of roadway capacity different types of land uses will consume. Using the
standards approach to calculating impact fees, demand is estimated in terms of the number
vehicle miles traveled (VMT) associated with a given land use. Components of VMT include
the number vehicle trips that are generated by a given land use and the average vehicle trip
length. The relationship of these components to VMT is shown in the equation below.
vehicle miles traveled(VMT) =trip generation rate *average trip length
Because Ocoee's impact fee will only be assessed for city road improvements, a special
adjustment must be made to factor out travel on county and state roads within Ocoee. Other
adjustments that must be made to these components include factoring out the percentage of those
trips that are primary (not diverted from the existing traffic flow) and reducing the trip rate to
ensure an even distribution of accountability between origin and destination.
CALCULATING VEHICLE MILES TRAVELED
Units of Measurement
As stated the introduction, transportation demand will be determined in terms of vehicle
miles traveled (VMT) on a daily basis. In order to develop this impact fee input, trip generation
rates will be estimated in terms of trips per day and trip length will be stated in terms of miles.
The development of each of these inputs is described in the next sections.
Trip Generation Rates
Trip generation rates are a measure of the number of vehicles entering and exiting a given
land use over a fixed period of time. Trip generation rates for major land use categories are
published by the Institute of Transportation Engineers (ITE) in a report entitled Trip Generation.
Ocoee\2001mpac\30\Ch2.doc
2-1
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 2:Estimate of Transportation Demand
This report is generally accepted as a national standard and forms the basis of virtually all
transportation impact fees, including Ocoee's existing fee structure. Trip Generation is updated
periodically to reflect new information collected, and is currently in its sixth edition.
Although the city's existing impact fee structure contains trip generation rates for
approximately 30 land use categories,these rates need to be revisited for two reasons. First, ITE
has updated Trip Generation subsequent to the development of Ocoee's transportation impact
fee; rates for many of the land uses contained within the existing impact fee structure have
changed based on new information gathered. Second, Ocoee planning staff anticipate many new
types of development to occur within the city that are not accurately covered by land use
categories within the existing fee structure; more applicable categories found within Trip
Generation will need to be added.
Table 2-1 shows trip generation rates included in Ocoee's existing impact fee structure as
well as revised rates that reflect the most recent edition of Trip Generation; the revised rates will
be used in this impact fee update. As this table shows, most rate revisions have remained within
plus or minus 10 percent of the rates established in the current impact fee schedule; these rates
are based on the 5th edition of Trip Generation, which was published in 1991. However, a
notable degree of change has occurred in the less than 50,000 square feet shopping center/retail
category,which increased by 22 percent, and the high turnover sit-down and fast food with drive
through restaurant categories, which experienced declines of approximately 27 percent and 32
percent, respectively. These changes can largely be attributed to an increase in the number of
studies on which each of these rates are based, resulting in a more accurate measure of the trip
generation characteristics of a given land use.
Table 2-2 shows trip generation rates for new land use categories that are included in the
impact fee update. These new land use categories are added to Ocoee's impact fee schedule to
address several new types of developments that will be built over the next several years,
including:
• Quick oil change establishments;
• Tires/muffler/brake shops;
• Medical offices;
• Car dealerships;
• Hotels;
Ocoee\200lmpac\30\Ch2.doc
2-2
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 2:Estimate of Transportation Demand
Table 2-1
UPDATE TO TRIP GENERATION RATES
OCOEE IMPACT FEE SCHEDULE
Existing New(1998)
Land Use Unit Rate Rate Change
RESIDENTIAL
Single Family One Dwelling Unit 9.55 9.57 0.2%
Apartment One Dwelling Unit 6.47 6.63 2.5%
Condominium/Townhouse One Dwelling Unit 5.86 5.86 0.0%
Mobile Home One Dwelling Unit 4.81 4.81 ' 0.0%
LODGING
Hotel-Motel I Occupied Room [ 9.45 I 9.11 I -3.6%
OFFICE
less than 100,000 SF 1,000 SF 16.58 15.59 -6.0%
100,000 to 200,000 SF 1,000 SF 12.71 12.08 -5.0%
greater than 200,000 SF 1,000 SF 10.77' 10.73 -0.4%
RETAIL
less than 50,000 SF(general/shopping center) 1,000 SF GLA 91.65 111.82 22.0%
49,999 to 100,000 SF 1,000 SF GLA 78.72 75.54 -4.0%
100,000 to 199,999 SF 1,000 SF GLA 60.7 58.98 -2.8%
200,000 to 299,999 SF 1,000 SF GLA 50.12 49.15 -1.9%
300,000 to 399,999 SF 1,000 SF GLA 44.18 43.59 -1.3%
400,000 to 499,999 SF 1,000 SF GLA 40.21 39.85 4 -0.9%
500,000 to 999,999 SF 1,000 SF GLA 34.42 33.20 -3.5%
1,000,000 to 1,250,000 SF -1,000 SF GLA 31.18 28.73 -7.9%
greater than 1,250,000 SF 1,000 SF GLA 30.39 27.67 -9.0%
Convenience Market with Gasoline Pumps Fueling Position 542.6 542.60 0.0%
Gasoline/Service Station Fueling Position 174.71 168.56 -3.5%
Restaurant,Fast Food 1,000 SF 710.68 496.12 -30.2%
Restaurant,High Turnover(Sit-Down) 1,000 SF 177.87 130.34 -26.7%
Restaurant,Quality 1,000 SF 95.99 89.95 -6.3%
SERVICES
Drive-In Bank 1,000 SF 265.21 265.21 0.0%
Walk-In Bank 1,000 SF 140.6 156.48 11.3%
INSTITUTIONAL
Day Care Center 1,000 SF 79.26 79.26 I 0.0%
MEDICAL
Hospital 1,000 SF 16.78 16.78 0.0%
Nursing Home 1,000 SF 2.6 4 2.60 0.0%
INDUSTRIAL
Light Industrial 1,000 SF 6.97 6.97 0.0%
Manufacturing 1,000 SF 3.85 3.82 -0.8%
Mini-Warehouse 1,000 SF 2.61 2.50 -4.2%
Warehousing 1,000 SF 4.88 4.96 1.6%
Source: Current rates from ITE Trip Generation,5th Edition;revised rates from the 6th Edition.
Ocoee\200lmpac\30\Ch2.doc
2-3
City of Ocoee Transportation Impact Fee Update
SAIL Chapter 2:Estimate of Transportation Demand
Table 2-2
TRIP GENERATION RATES FOR LAND USES ADDED TO
OCOEE'S IMPACT FEE STRUCTURE
Trip
Generation
Land Use Unit Rate
OFFICE
Medical-Dental _ 1,000 SF 36.13
RETAIL
New Car Sales 1,000 SF 37.50
Pharmacy/Drugstore 1,000 SF 90.06
Quick Lubrication Vehicle Shop Servicing Positions 40.00
Video Rental Store 1,000 SF 13.60
Wholesale Tire Store Service Bay 30.55
PORT AND TERMINAL
Truck Terminal 1,000 SF 9.85
Source: ITE Trip Generation,6th Edition.
• Stand-alone pharmacies;
• Trucking distribution centers;
• Video rental stores;
• Carwash, and
• High Turnover Restaurants, such as Dunkin Donuts.
These developments are anticipated to occur in Ocoee over the next 20 years as the result
of several factors. One factor is the emergence of SR 50 as a commercial and medical/office
corridor spurred by large scale developments such as the West Oaks Mall and Health Central
Hospital. Another factor is the completion of the Western Beltway, which will enhance the
Ocoee area's accessibility and make it more attractive as a freight distribution center and hotel
destination for Disney visitors. As these developments are built within the city over the next 20
years,the ITE land use categories that have been added to the Ocoee fee schedule for this update
will enable the city to apply a more applicable trip generation rate and thus improve upon its
soundness as an impact fee mechanism. An equivalency table which clearly establishes the
development types the each land use category corresponds to is discussed in the next section.
Ocoee\200lmpac\30\Ch2.doc
2-4
City of Ocoee Transportation Impact Fee Update
SAIL Chapter 2:Estimate of Transportation Demand
Land Use Equivalency
ITE is limited in the number of trip generation rates it publishes due to the tremendous
data collection effort required. As a result, there are inevitably a number of unique development
types that are not directly covered and must be substituted for the land use categories found in
Tables 2-1 and 2-2. To eliminate the potential ambiguity that such a situation creates, an
equivalency list has been created which places specific types of business and occupations within
a land use category. This list is located in Appendix A of this report.
Trip Rate Adjustments
For every land use, a certain percentage of the trips that enter and exit are not original, or
primary,trips; they have been diverted from the existing traffic flow. Because these trips are not •
"new," new development should not be fully accountable for them. Two types of trips fall into
this category. Diverted trips occur when an individual travels from an origin to a destination and
goes out of his or her way to make an additional stop. Captured, or "pass-by" trips occur when
an individual travels from an origin to a destination and makes an intermediate stop, but does not
go out of his or her way. Both types of trips must be factored into the impact fee equation.
Diverted trips are accounted for in the estimation of average trip length, discussed in the
next section. Captured trips are accounted for through the primary trip percentage, a number
which represents the proportion of trips that enter and exit a given land use that are specifically
traveling to this destination, rather than as part of a longer trip. Ocoee's existing impact fee
schedule relies upon data and analysis performed by the Orange County Office of Capital
Facilities in 1983 for the primary trip percentage. While somewhat dated, this is still a
comprehensive source of locally relevant information for the estimation of primary trips by land
use categories.
For the impact fee update, the primary trip percentage was determined mainly through a
review and comparison of three sources:
1. The 1983 Orange County study, which is used in Ocoee's current impact fee
structure;
Ocoee\200lmpac\30\Ch2.doc
2-5
City of Ocoee Transportation Impact Fee Update
SAIL Chapter 2:Estimate of Transportation Demand
2. Data and analysis performed for the 1985 Orange County Impact Fee Study, which
was retained for the 1998 update, and
3. The 1990 Pinellas County Impact Fee Study.
All three studies are relevant sources for determining the percentage of primary trips in
Ocoee. The studies were reviewed across each land use category within Ocoee's impact fee
structure, and the rate most applicable to actual conditions in Ocoee was recommended. For land
use categories that are not addressed in any of these studies, the primary trip percentage was
estimated to be the same as the primary trip percentage for similar land use categories; for
example, the quick vehicle lubrication category was estimated to be the same as that of the
service station category. Table 2-3 shows the primary trip percentage recommendations for all
land uses in Ocoee's impact fee schedule.
The second adjustment to trip generation rates addresses the data reporting method used
by ITE. Trip generation rates published by ITE represent trip ends for a given land use. In this
instance,trip end refers to both the origin and destination of a trip. Thus, a work trip would have
two trip ends — one from home to work and the other from work to home. To ensure that
transportation impact accountability is distributed evenly between the origin and destination, the
trip generation rates published in ITE are divided by two. Trip generation rates for land uses in
the Ocoee impact fee update adjusted to reflect primary trips and trip ends are shown in Table 2-
4.
Average Trip Length
As stated in the introduction of this memorandum, the second major component of the
demand equation is the average length, in miles, of trips associated with a given land use. Unlike
the trip generation rate, which is relatively consistent across the nation, the average trip length
can vary depending on the development characteristics of the area. Therefore, it is advantageous
to use a local source, such as a travel characteristics survey.
Average trip lengths for land use categories in Ocoee's impact fee schedule were chosen
based on a review of trip lengths found within the 1998 Orange County impact fee update and
the 1990 Pinellas County impact fee study. Average trip lengths for the Orange County impact
Ocoee\200lmpac\30\Ch2.doc
2-6
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 2:Estimate of Transportation Demand
Table 2-3
PRIMARY TRIP PERCENTAGE
Orange Orange Pinellas
County County County Recom-
Land Use Unit 1983[1] 1985[2] 1990[3] mended
RESIDENTIAL
Single Family Dwelling Unit 100% 100% 100% 100%
Apartment Dwelling Unit 100% 100% 100% 100%
Condominium/Townhouse Dwelling Unit 100% 100% 100% 100%
• Mobile Home Dwelling Unit 100% - 100% 100% 100%
LODGING
Hotel-Motel I Occupied Room I 100%I 100%I 71%I 100%
OFFICE
less than 100,000 SF 1,000 SF 100% 100% 92% 92%
100,000 to 200,000 SF 1,000 SF 100% 100% 92% 92%
greater than 200,000 SF 1,000 SF 100% 100% 92% 92%
Medical-Dental Office Building 1,000 SF 100% 82% 82%
RETAIL
less than 50,000 SF 1,000 SF GLA 43% 49% 49% 49%
50,000 to 100,000 SF 1,000 SF GLA 50% 48% 63% 48%
100,000 to 199,999 SF 1,000 SF GLA 61% 61% 75% 61%
200,000 to 299,999 SF 1,000 SF GLA 67% 74% 79% 74% ,
300,000 to 399,999 SF 1,000 SF GLA 71% 74% 81% 74%
400,000 to 499,999 SF 1,000 SF GLA 73% 74% 81% 74%
500,000 to 999,999 SF 1,000 SF GLA 77% 81% 81% 81%
1,000,000 to 1,250,000 SF 1,000 SF GLA 80% .81% 81% 81%
greater than 1,250,000 SF 1,000 SF GLA 81% 81% 81% 81%
Convenience Market with Gasoline Pumps Fueling Position 16% 25% 25%
Gasoline/Service Station Fueling Position 13% 30% 30%
Restaurant,Fast Food ' 1,000 SF 29% 40% 54% 29%
Restaurant,High Turnover(Sit-Down) 1,000 SF 28% 52% 79% . 52%
Restaurant,Quality 1,000 SF 52% 52% 82% 82%
New Car Sales 1,000 SF 49% 79% 79%
Pharmacy/Drugstore 1,000 SF 50% 50% 50%
Quick Lubrication Vehicle Shop Servicing Positions 30%
Video Rental Store 1,000 SF 49%
Wholesale Tire Store Service Bay 51% 51%
SERVICES
Drive-In Bank 1,000 SF 30% 30% 61% 30%
Walk-In Bank 1,000 SF 30%' 30% 80% 30%
INSTITUTIONAL
Day Care Center 11,000 SF 1 49%I 30%I 74%I 30%
MEDICAL
Hospital 1,000 SF 100% 100% 82% 100%
Nursing Home 1,000 SF 100% 75% 100%
INDUSTRIAL
Light Industrial 1,000 SF 100% 100% 92% 100%
Manufacturing 1,000 SF 100% 100% 92% 100%
Mini-Warehouse 1,000 SF 100%' 100% 92% - 100%
Warehousing 1,000 SF 100%' 100% 92% 100%
PORT AND TERMINAL
Truck Terminal 11,000 SF I I I I . 100%
NOTES: 1. Orange County Office of Capital Facilities
2. Orange County Impact Fee Study,1985(analysis performed by Kimley Horn&Assoc.);retained for Orange County's 1998 impact fee update.
3. Pinellas County Impact Fee Study,1990(analysis performed by JHK&Associates,)
Ocoee\200lmpac\30\Ch2.doc
2-7
•
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 2:Estimate of Transportation Demand
Table 2-4
ADJUSTED TRIP GENERATION RATES
a
ITE Trip Adjustments
Generation Trip %Primary Adjusted
Land Use Type Unit Rate End Trips Rate
RESIDENTIAL
Single Family Dwelling Unit 9.57 4.79 100% 4.79
Apartment Dwelling Unit 6.63 3.32 100% 3.32
Condominium/Townhouse Dwelling Unit 5.86 2.93 100%' 2.93
Mobile Home Dwelling Unit 4.81 2.41 100% 2.41
LODGING
Hotel-Motel Occupied Room I 9.11 4.56 I 100% 4.56
OFFICE
less than 100,000 SF 1,000 SF 15.59 7.79 92% 7.17
100,000 to 200,000 SF 1,000 SF 12.08 6.04 92% 5.56
greater than 200,000 SF 1,000 SF 10.73 5.36 92% 4.94
Medical-Dental Office Building 1,000 SF 36.13 18.07 82% 14.81
RETAIL
less than 50,000 SF 1,000 SF GLA 111.82 55.91 49% 27.40
49,999 to 100,000 SF 1,000 SF GLA 75.54 37.77 48% 18.13
100,000 to 199,999 SF 1,000 SF GLA 58.98 29.49 61% 17.99
200,000 to 299,999 SF 1,000 SF GLA 49.15 24.57 74% 18.18
300,000 to 399,999 SF 1,000 SF GLA 43.59 21.79 74% 16.13
400,000 to 499,999 SF 1,000 SF GLA 39.85 19.92 74% 14.74
500,000 to 999,999 SF 1,000 SF GLA 33.20 16.60 81% 13.45
1,000,000 to 1,250,000 SF 1,000 SF GLA 28.73 14.36 81% 11.63
greater than 1,250,000 SF 1,000 SF GLA 27.67 13.83 81% 11.21
Convenience Market with Gasoline Pumps Fueling Position 542.60 271.30 25% 67.83
Gasoline/Service Station Fueling Position 168.56 84.28 30% 25.28
Restaurant,Fast Food 1,000 SF 496.12 248.06 29% 71.94
Restaurant,High Turnover(Sit-Down) 1,000 SF 13034 65.17 52% 33.89
Restaurant,Quality 1,000 SF 89.95 44.98 82% 36.88
New Car Sales 1,000 SF 37.50 18.75 79% 14.81
Pharmacy/Drugstore without Drive-Through 1,000 SF 90.06 45.03 50% 22.52
Quick Lubrication Vehicle Shop Servicing Positions 40.00 20.00 30% 6.00
Video Rental Store 1,000 SF 13.60 6.80 49% 3.33
Wholesale Tire Store Service Bay 30.55 15.28 51% 7.79
SERVICES
Drive-In Bank 1,000 SF 265.21 132.61 30% 39.78
Walk-In Bank . 1,000 SF 156.48 78.24 30% 23.47
INSTITUTIONAL
Day Care Center 1,000 SF 7926 I 39.63 30% 11.89
MEDICAL
Hospital 1,000 SF 16.78 8.39 100% 8.39
Nursing Home 1,000 SF 2.60 1.30 100% 1.30
INDUSTRIAL
Light Industrial 1,000 SF 6.97 3.49 100% 3.49
Manufacturing 1,000 SF 3.82 1.91 100% 1.91
Mini-Warehouse 1,000 SF 2.50 1.25 100% 1.25
Warehousing 1,000 SF 4.96 2.48 ' 100%- 2.48
PORT AND TERMINAL
Truck Terminal 11,000 SF I 9.85 I 4.93 100%I 4.93
fee update were derived based on output of the OUATS regional model, while the Pinellas Study
relied upon local observations. Both sources are used as inputs. The two studies were reviewed
across each land use category within Ocoee's impact fee structure, and the rate most applicable
Ocoee\2001mpac\30\Ch2.doc .
2-8
City of Ocoee Transportation Impact Fee Update
SAIL Chapter 2:Estimate of Transportation Demand
to actual conditions in Ocoee was recommended. For land use categories that are not addressed
in any of these studies, the average trip length was estimated to be the same as the average trip
length for similar land use categories.
Although the Pinellas County and Orange County studies are both considered acceptable
sources for estimating average trip length in Ocoee, neither study seemed to adequately reflect
travel distances related to the general retail categories. Orange County's trip length estimate
assumes a uniform trip length of 4.39 miles for all retail land uses. This uniformity is not
supported by observed data, which indicates that trip lengths tend to increase for larger retail
establishments. For example, an individual may be willing to travel 10 miles to a shopping mall,
but only one or two miles to get to a video store. Therefore, this study proposes the use of trip
length data collected for the preparation of the Pinellas County study as a means of adjusting
Orange County's average trip length for land uses within the general retail category. Rather than
apply the Pinellas findings directly (the trip lengths are relatively short because of the county's
small size and dense development pattern), it is appropriate to apply the relative change in trip
lengths observed for retail land use categories to the Orange County average trip length of 4.39
miles. Recommended average trip lengths for land use categories in Ocoee are listed in Table 2-
5.
Trip Length Adjustments
Ocoee's impact fee is structured such that fee revenues will only be used toward city road
projects. As a result, the city cannot charge development for the amount of transportation
impact,or travel,that it generates on facilities that are not maintained by the city. To account for
this factor, the average trip length for each land use category in Ocoee's fee structure was
segmented into proportion of travel on city, county and state facilities within the city.
The Ocoee Sub-Area Model, a locally refined version of the OUATS regional model, was
used to forecast the total miles traveled on city, county and state roadways within Ocoee in the
year 2020, the end-year of the impact fee's scope. Each jurisdiction's share of total miles
traveled, expressed as a percentage, was applied to the average trip length for each land use
category to determine the amount of impact, in terms of miles traveled, each trip would have on
Ocoee\200lmpac\30\Ch2.doc
2-9 •
City of Ocoee Transportation Impact Fee Update
SAIL Chapter 2:Estimate of Transportation Demand
Table 2-5
AVERAGE TRIP LENGTHe
Orange Pinellas Orange/
Land Use Unit County County Pinellas Recom-
1985[11 1990[2l. Blended mended
RESIDENTIAL
Single Family Dwelling Unit 5.08 5.00 5.08
Apartment Dwelling Unit 5.08 5.00 5.08
Condominium/Townhouse Dwelling Unit 5.08 5.00 5.08 •
Mobile Home Dwelling Unit 5.08 5.00 5.08
LODGING
Hotel-Motel Occupied Room I 4.63 6.40 I 4.63
OFFICE
less than 100,000 SF 1,000 SF 5.41 5.10 5.41
100,000 to 200,000 SF 1,000 SF 5.41 5.10 5.41
-
greater than 200,000 SF - 1,000 SF 5.41 5.10 5.41
Medical-Dental Office Building 1,000 SF 5.41 5.10 5.41
RETAIL
less than 50,000 SF 1,000 SF GLA 4.39 1.70 2.07 2.07
49,999 to 100,000 SF 1,000 SF GLA 4.39 1.70 2.07 2.07
100,000 to 199,999 SF 1,000 SF GLA 4.39 1.80 2.20 2.20
200,000 to 299,999 SF 1,000 SF GLA 4.39 2.00 2.44 . 2.44
300,000 to 399,999 SF 1,000 SF GLA 439 2.30 2.80 2.80
400,000 to 499,999 SF 1,000 SF GLA 439 2.50 3.05 3.05
500,000 to 999,999 SF 1,000 SF GLA 4.39 . 3.00 3.66 3.66
1,000,000 to 1,250,000 SF 1,000 SF GLA 4.39 3.60 4.39 4.39
greater than 1,250,000 SF 1,000 SF GLA 4.39 3.60 4.39 4.39
Convenience Market with Gasoline Pumps Fueling Position 1.70 1.70
Gasoline/Service Station Fueling Position 1.70 1.70
Restaurant,Fast Food 1,000 SF 2.34 1.70 2.34
Restaurant,High Turnover(Sit-Down) 1,000 SF 4.68 1.90 4.68
Restaurant,Quality 1,000 SF 4.68 2.50 4.68
New Car Sales , 1,000 SF 4.39 2.40 4.39
Pharmacy/Drugstore 1,000 SF 2.48 2.48
Quick Lubrication Vehicle Shop Servicing Positions 1.70
Video Rental Store 1,000 SF 2.70
Wholesale Tire Store Service Bay 1.70
SERVICES
Drive-In Bank 1,000 SF 4.39 1.60 1.60
Walk-In Bank 1,000 SF 4.39 1.60 1.60
INSTITUTIONAL
Day Care Center 1,000 SF 4.57 I 2.00 I I 4.57
MEDICAL
Hospital 1,000 SF 4.57 6.40 4.57
Nursing Home 1,000 SF 2.80 2.80
INDUSTRIAL
Light Industrial 1,000 SF 5.85 5.10 5.85
Manufacturing 1,000 SF 5.85 5.10 5.85
Mini-Warehouse 1,000 SF 4.39 5.10 4.39
Warehousing 1,000 SF 5.85 5.10 5.85
PORT AND TERMINAL ,
Truck Terminal 1,000 SF I I I I 5.85
NOTES:
1. Orange County Impact Fee Study,1985(analysis preformed by Kimley Horn&Assoc.);retained for Orange County's 1998 impact fee update.
2. Pinellas County Impact Fee Study,1990(analysis performed by JHK&Assoc.,now SAIC)for the Pinellas County MPO.
Ocoee\2001mpac\30\Ch2.doc •
2-10
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 2:Estimate of Transportation Demand
the three jurisdictions. A summary of 2020 travel characteristics by roadway responsibility is
shown in Table 2-6, while the average trip length for each jurisdiction associated with land uses
in Ocoee's impact fee schedule is shown in Table 2-7. Year 2020 traffic forecasts on individual
city, county and state roads by roadway segment in Ocoee are located in Appendix B of this
report.
Table 2-6
2020 VEHICLE MILES TRAVELED WITHIN THE
CITY OF OCOEE
Roadway Responsibility VMT %of Total
Ocoee 490,549 40.4%
Orange County 273,732 22.6%
FDOT 449,368 37.0%
Total 1,213,649 100.0%
Source: Based on year 2020 forecasts of the Ocoee Sub-Area Model.
Calculating Vehicle Miles Traveled
Demand, in terms of vehicle miles traveled (VMT), for a given land use category is
calculated by multiplying the adjusted trip generation rate by the average trip length. Only the
portion of the trip length that actually occurs on facilities maintained by the city is included in
the calculation, because the impact fee is intended solely for city improvements. Table 2-7
shows the calculation of daily VMT for land uses in Ocoee's impact fee schedule. The VMT
listed here represents an estimate of the amount of roadway capacity consumed on a daily basis
by developments associated with each land use category, and will form the demand input into the
impact fee calculation. For information purposes, the amount of VMT associated with travel on
city as well as county and state roads in Ocoee is located in Appendix C of this report.
Ocoee\200lmpac\30\Ch2.doc
2-11
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 2:Estimate of Transportation Demand
•
Table 2-7
SHARE OF AVERAGE TRIP BY ROADWAY RESPONSIBILITY a
Total City County State
Land Use Trip Length (40.4%) (22.6%) (37.0%)
RESIDENTIAL
Single Family 5.08 2.05 1.15 1.88
Apartment 5.08 2.05 1.15 1.88
Condominium/Townhouse 5.08' 2.05 1.15 1.88
Mobile Home 5.08 2.05 1.15 1.88
LODGING
Hotel-Motel I 4.63 I 1.87 I 1.04 I 1.71
OFFICE
less than 100,000 SF 5.41 2.19 1.22 2.00
100,000 to 200,000 SF 5.41 2.19 1.22 2.00
greater than 200,000 SF 5.41 2.19 1.22 2.00
Medical-Dental Office Building 5.41 2.19 1.22 2.00
RETAIL
less than 50,000 SF 2.07 0.84 0.47 0.77
49,999 to 100,000 SF 2.07 0.84 0.47 0.77
100,000 to 199,999 SF 2.20 0.89 0.50 0.81
200,000 to 299,999 SF 2.44 0.99 0.55 0.90
300,000 to 399,999 SF 2.80 1.13 0.63 1.04
400,000 to 499,999 SF 3.05 1.23 0.69 1.13
500,000 to 999,999 SF 3.66 1.48 0.83 1.35
1,000,000 to 1,250,000 SF 4.39 1.77 0.99 1.63
greater than 1,250,000 SF 4.39 1.77 0.99 1.63
Convenience Market with Gasoline Pumps 1.70 0.69 0.38 0.63
Gasoline/Service Station 1.70 0.69 0.38 0.63
Restaurant,Fast Food 2.34 0.95 0.53 0.87
Restaurant,High Turnover(Sit-Down) 4.68 1.89 1.06 1.73
Restaurant,Quality 4.68 1.89 1.06 1.73
New Car Sales 4.39 1.77 0.99 1.63
Pharmacy/Drugstore without Drive-Through 2.48 1.00 0.56 0.92
Quick Lubrication Vehicle Shop 1.70 0.69 0.38 0.63
Video Rental Store 2.70 1.09 0.61 1.00
Wholesale Tire Store 1.70 0.69 0.38 0.63
SERVICES
Drive-In Bank 1.60 0.65 0.36 0.59
Walk-In Bank 1.60 0.65 0.36 0.59
INSTITUTIONAL
Day Care Center I 4.57 I 1.85 I 1.03 I 1.69
MEDICAL
Hospital 4.57 1.85 1.03 1.69
Nursing Home 2.80 1.13 0.63 1.04
INDUSTRIAL
Light Industrial 5.85 236 1.32 2.17
Manufacturing 5.85 2.36 1.32 2.17
Mini-Warehouse 4.39 1.77 0.99 1.63
Warehousing 5.85 236 1.32 2.17
PORT AND TERMINAL
Truck Terminal I 5.85 I 2.36 I 1.32 I 2.17
NOTES:
Trip lengths are stated in terms of miles.
Trip lengths on county and state roads are included for information purposes only,and will not be used in Ocoee's
impact fee calculation.
Ocoee\200lmpac\30\Ch2.doc
2-12
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 2:Estimate of Transportation Demand
Table 2-8
VEHICLE MILES TRAVELED ON CITY ROADS
•
Trip Generation Average Trip Vehicle Miles
Land Use Unit Rate Length Traveled(VMT)
RESIDENTIAL
Single Family Dwelling Unit 4.79 2.05 9.83
Apartment Dwelling Unit 3.32 2.05 6.81
Condominium/Townhouse Dwelling Unit 2.93 2.05 6.02
Mobile Home Dwelling Unit 2.41 2.05 4.94
LODGING
Hotel-Motel Occupied Room 4.56 1.87 8.52
OFFICE
less than 100,000 SF 1,000 SF 7.17 2.19 15.68
100,000 to 200,000 SF 1,000 SF 5.56 2.19 12.15
greater than 200,000 SF 1,000 SF 4.94 2.19 10.79
Medical-Dental Office Building 1,000 SF 14.81 2.19 32.39
RETAIL
less than 50,000 SF 1,000 SF GLA 27.40 0.84 22.95
49,999 to 100,000 SF 1,000 SF GLA 18.13 0.84 15.19
100,000 to 199,999 SF 1,000 SF GLA 17.99 0.89 15.96
200,000 to 299,999 SF 1,000 SF GLA 18.18 0.99 17.93
300,000 to 399,999 SF 1,000 SF GLA 16.13 1.13 18.28
400,000 to 499,999 SF 1,000 SF GLA 14.74 1.23 18.17
500,000 to 999,999 SF 1,000 SF GLA 13.45 1.48 19.88
1,000,000 to 1,250,000 SF 1,000 SF GLA 11.63 1.77 - 20.65
greater than 1,250,000 SF 1,000 SF GLA 11.21 1.77 19.88
Convenience Market with Gasoline Pumps Fueling Position 67.83 0.69 46.60
Gasoline/Service Station Fueling Position 25.28 0.69 17.37
Restaurant,Fast Food 1,000 SF 71.94 0.95 68.04
Restaurant,High Turnover(Sit-Down) 1,000 SF 33.89 1.89 64.10
Restaurant,Quality 1,000 SF 36.88 1.89 69.76
New Car Sales 1,000 SF 14.81 1.77 26.28
Pharmacy/Drugstore without Drive-Through 1,000 SF 22.52 1.00 22.57
Quick Lubrication Vehicle Shop Servicing Positions 6.00 0.69 4.12
Video Rental Store 1,000 SF 3.33 1.09 3.64
Wholesale Tire Store Service Bay 7.79 0.69 5.35 ,
SERVICES
Drive-In Bank 1,000 SF 39.78 0.65 25.73
Walk-In Bank . 1,000 SF 23.47 0.65 15.18
INSTITUTIONAL
Day Care Center 1,000 SF I . 11.89 I 1.85 I 21.96
MEDICAL
Hospital 1,000 SF 8.39 1.85 15.50
Nursing Home 1,000 SF 1.30 1.13 1.47
INDUSTRIAL
Light Industrial 1,000 SF 3.49 2.36 8.24
Manufacturing 1,000 SF 1.91 2.36 4.52
Mini-Warehouse 1,000 SF 1.15 1.77 2.04
Warehousing 1,000 SF 2.48 2.36 5.86
PORT AND TERMINAL
Truck Terminal 11,000 SF I 4.93 12.36 11.65
Notes: Trip generation rate is stated in terms of in terms of trips per day;average trip length is stated in terms of miles;VMT is stated in terms of
vehicle miles traveled per day.
Ocoee\200lmpac\30\Ch2.doc
2-13
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 2:Estimate of Transportation Demand
SUMMARY OF DEMAND ESTIMATION
The basis for calculating transportation impact fees for Ocoee's impact fee update rests on the
assumption that new development should pay for each unit of roadway capacity it consumes. Inherent
to this task is the need to estimate the level of consumption,in terms of vehicle miles traveled(VMT),
associated with each land use in Ocoee's impact fee schedule. This was accomplished by multiplying
the trip generation rate by the average trip length.
Trip generation rates were taken from ITE's Trip Generation, 61h Ed, generally accepted
as a national standard. These rates were adjusted to factor out the percentage of trips that are
primary (not diverted from the existing traffic flow) and to ensure an even distribution of
accountability between origin and destination. Data collected in Pinellas County and Orange
County were used to determine percent primary trips and average trip lengths in Ocoee. Because
Ocoee's impact fee will only be assessed for city roads, a special trip length adjustment was also
made to factor out travel on county and state roads within Ocoee.
The level of demand on Ocoee's transportation system estimated in this chapter, in terms
of vehicle miles traveled (VMT), can be used in conjunction with the cost estimates of adding
roadway capacity developed in Chapter 1, in terms of dollars per vehicle mile, to calculate the
gross transportation impact fee associated with each land use category in Ocoee's impact fee
schedule. However, in order to estimate each development's true fair share, there must be credit
given to reflect additional contributions, such as gasoline taxes, that will fund Ocoee's
transportation improvements over the next 20 years. The estimation of transportation impact fee
credits for Ocoee is documented in the next chapter.
Ocoee\2001mpac\30\Ch2.doc
2-14
City of Ocoee
Transportation Impact Fee Update
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Chapter 3
CREDITS FOR DEVELOPER
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City of Ocoee Transportation Impact Fee Update
SAIC Chapter 3:Credits for Developer Contributions
INTRODUCTION
The issuance of credits are a way to compensate development for contributions to a local
government, beyond impact fees, that may be used to fund new roadway capacity projects. The
purpose of issuing credits is to avoiding charging development twice to fund the same
improvements. For example, if a given development is paying for 100 percent of the
transportation impact it generates through impact fees, then it should be given credit for other
contributions it makes, such as gasoline taxes, that are also used to fund transportation
improvements. Without credits in the fee structure, the City could be open to potential legal
challenges.
CALCULATING TRANSPORTATION IMPACT FEE CREDITS
In order to calculate Ocoee's transportation impact fee credit,revenue sources that are used to
fund capacity improvements to the City's road system for the entire scope of the impact fee (year
2020)must be estimated. It is important to note that revenue allocated to non-capacity transportation
projects, such as road maintenance, is not included in this estimation. Furthermore, because new
development can only be credited for the revenue it generates, the revenue estimation must then be
adjusted to factor out the portion that will be paid by existing development. The calculation of
Ocoee's transportation impact fee credit is demonstrated in the equation below:
Impact fee credit=revenue for road capacity projects*share of revenue generated by new development
Units of Measurement
Ocoee's transportation impact fee will be calculated on a cost per VMT basis,in 1998 dollars.
Therefore, transportation revenue will be estimated in terms of 1998 dollars, and share of revenue
generated by new development will be estimated in terms of.VMT. The estimation of each
component is described in the following sections.
Ocoee\200Impac\40\Ch3.doc
3-1
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 3:Credits for Developer Contributions
CALCULATING REVENUE FOR ROADWAY CAPACITY PROJECTS
The City of Ocoee Finance Department has identified two revenue sources that can be used to
fund capacity projects on the City's roadway system: revenue from public utility franchise fees,
including electricity, telephone and propane gas, and revenue from Orange County as a result of the
local option gasoline tax (LOGT). In order to determine total revenue between now and the year
2020, the amount of revenue for each of these sources that will be generated by new development
between now and the year 2020 must first be estimated.
Local Option Gasoline Tax(LOGT)Revenue
The LOGT is levied on gasoline purchases made in Orange County. Annually, revenue
collected in this way is apportioned to the cities within the County, based on a formula
established as part of an interlocal agreement made in 1996. Each city has the discretion of
choosing which transportation projects this money is allocated. to, whether on roadway
maintenance,roadway capacity, or another type of improvement.
Orange County transfers a portion of the LOGT it collects to the City as part of the interlocal
agreement. According to the City of Ocoee Finance Department,in 1998 this amount was $718,000,
and is set to increase by 7.2 percent in 1999, and by 3.9 percent in both 2000 and 2001. Although the
interlocal agreement expires in 2015, the annual rate 'of increase has not been established beyond
2001. However, the City of Ocoee anticipates that the rate of increase will be reestablished for the
year 2002 and beyond for at least 3.9 percent. For the purpose of the impact fee update, the annual
rate of increase stipulated in the transfer agreement is anticipated to remain constant through the year
2020.
In order to calculate the revenue amount in terms of 1998 dollars,the 22-year LOGT revenue
stream had to be adjusted using a discount rate. Ocoee's Finance Department does not have an
established discount rate. Orange County uses a discount rate of 5.5 percent for its impact fee update,
which is based on its current rate of return on investments. For this impact fee update,a discount rate
of seven percent is assumed. This estimate is considered conservative because it results in a lower
Ocoee\200lmpac\40\Ch3.doc
3-2
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 3:Credits for Developer Contributions
present (1998) value than the 5.5 percent discount rate. The seven percent discount rate results in a
22-year revenue estimate of $12.55 million in 1998 dollars.
Much of this revenue will be generated by gasoline consumption attributed to
development that already exists. In order to factor out these contributions, VMT consumed was
used as a surrogate for gasoline consumption. In this respect, the amount of VMT consumed on
Ocoee roads on a daily basis today was subtracted from the amount consumed in the year 2020.
The remaining share was attributed to future development. This share was applied to the
estimated 22 year LOGT revenue stream to estimate new development's contribution, which is
approximately $6 million. The inputs to LOGT revenue estimation are shown in Table 3-1.
Table 3-1
CITY OF OCOEE LOGT REVENUE THROUGH THE YEAR 2020
1998 LOGT Revenue $718,000
Annual Percent Increase 3.9 percent*
Discount Rate 7.0 percent
Estimated Total LOGT Revenue $12,545,266
Current VMT 254,100
2020 VMT 490,500
Percent New VMT 48%
Estimated LOGT Revenue from Future $6,046,061
Development
* A 7.2 percent increase in LOGT revenue is assumed from
1998 to 1999.
Source:
LOGT revenue from the City of Ocoee Finance Department.
Current VMT from the 1998 Ocoee Traffic Count Program.
2020 VMT based on forecasts of the Ocoee Sub-Area Model.
Public Utility Revenue
Public utility revenue is generated as the result of a franchise fee on electricity,telephone and
propane gas consumption by businesses and residents in the City. Some of this revenue may be used
to fund roadway capacity projects in the City. Therefore, it is included in the impact fee credit
estimation.
Ocoee\200lmpac\40\Ch3.doc
3-3•
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 3:Credits for Developer Contributions
In 1998 the City received $1,798,200 in public utility revenue from franchise fees. The
Finance Department anticipates this revenue to increase at a rate of six percent annually to the year
2002. For the purpose of the impact fee update,this trend was assumed to continue to the year 2020.
Using a discount rate of seven percent, the 22-year public utility revenue stream was estimated to be
$37,372,389 in 1998 dollars.
The total public utility revenue must be adjusted to factor out contributions made by existing
development. To accomplish this task,population and employment were used as surrogates for utility
consumption, expressed in terms of utility consumption units (UCUs). Each resident in Ocoee is
equal to one UCU, while each employee is equal to two UCUs, to reflect the assumption that
businesses roughly consume about twice as many utilities as homes. This two-to-one ratio of business
utility consumption versus residential utility consumption was deemed to be a reasonable estimate by
Florida Power Corporation. Existing population (34,748) and employment (9,126), which was
estimated in 1997 by the Ocoee planning department,equal approximately 53,000 UCUs,while 2020
projections of population (75,918) and employment (31,028) equal approximately 138,000 UCUs.
This means that approximately 62 percent of utility consumption in the year 2020 is attributable to
new development, equaling $23 million in 1998 dollars of utility revenue. The inputs to public utility
revenue estimation are shown in Table 3-2.
Table 3-2
ESTIMATING UTILITY REVENUE AND UTILITY CONSUMPTION UNITS (UCUS)
THROUGH THE YEAR 2020
1998 Utility Revenue $1,798,200
Annual Percent Increase 6.0 percent
Discount Rate 7.0 percent
Estimated Total Utility Revenue $37,372,389
Current(1997)UCUs 53,000
2020 UCUs 137,974
Percent New UCUs 62%
Estimated Public Utility Revenue from $23,016,250
Future Development
Source:
LOGT revenue from the City of Ocoee Finance Department.
UCUs based on current estimates and future year projections
of population and employment from the Ocoee Planning
Department, 1997.
Ocoee\200Impac\40\Ch3.doc
3-4
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 3:Credits for Developer Contributions
ROADWAY CAPACITY REVENUE
Combined,revenue contributed by new development to LOGT transfers and public utilities is
estimated to be approximately $29.1 million in 1998 dollars between now and the year 2020.
Although it is possible that all of this money could be spent on roadway capacity projects, most of it
will be spent elsewhere. For example, in 1998 the City budgeted approximately $900,000 toward
roadway maintenance.
The key is in determining how much of the $29.6 million will be spent on adding capacity to
the City's roadway system between now and the year 2020. Currently, none of this revenue is
budgeted toward capacity improvements;the City expects to fund planned roadway capacity projects
through transportation impact fee revenue. However, in the event that transportation impact fees do
not fully fund roadway capacity improvements,the City has estimated that as much as$5.9 million,or
roughly 20 percent of total eligible revenue, could be allocated to such projects. This dollar amount
will form the basis for calculating Ocoee transportation impact fee credits.
IMPACT FEE CREDIT PER VEHICLE MILE TRAVELED
As discussed elsewhere in this chapter, the impact fees developed through this study are
expressed as a function of vehicle miles traveled on the City's roadways. Because of the inherent
relationship between the impact fees and VMT, the impact fee credits must also be determined
on a cost per VMT basis. Assuming that$5.9 million will be spent on roadway capacity projects
between now and the year 2020, and an additional 236,400 VMT will be consumed on the City's
roadways,new development is assessed a credit of$24.59 per VMT consumed. Table 3-3 shows
the estimation of credit per VMT. This credit is applied to the impact fee calculation.
Development that contributes a greater amount of VMT to the roadway network would receive a
larger credit,relative to its impact.3-1
3-1 Methodological Note:In order to calculate credits on a VMT basis,VMT consumption associated with a given
land use category was assumed to be a surrogate for utility consumption.
Ocoee\200lmpac\40\Ch3.doc
3-5
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 3:Credits for Developer Contributions
Table 3-3
ESTIMATION OF CREDIT PER VMT
Total Revenue Eligible for Roadway
Capacity Improvements $29.6 million
Actual Revenue to be Spent $5.9 million
(20 percent)
2020 New VMT 236,400
Credit per VMT $24.59
SUMMARY OF CREDITS
The basis for calculating Ocoee's transportation impact fees rests on the assumption that new
development should pay for each unit of roadway capacity it consumes. Ocoee must also ensure that
the impact fee is equitable in that tax and utility revenues generated for roadway capital projects as a
result of a development are subtracted from the developer's impact fees. When roadway capacity
increases are being funded from gasoline tax and utility revenue dollars as well as impact fees, a
development that generates trips that pay into the gasoline tax funds must be credited for its fair share
of the tax dollars to avoid double charging.
An examination of City finances indicates that only two sources other than impact fees are
used to fund roadway capital projects. These include the LOGT and utility tax revenues. This chapter
documents how gasoline tax and utility revenues were estimated,and converted to 1998 dollar figures.
Also described is the methodology used to apportion these revenues into roadway maintenance and
capacity improvement expenditures. The methodology used to estimate the increase in the daily
vehicle miles of travel is also documented. Because gross transportation impact fees will be
determined in terms of dollars per vehicle miles of travel, vehicle miles traveled (VMT), impact fee
credits are also determined in terms of vehicle miles traveled (VMT). As a result of using the
methodology described in this technical memorandum, the impact fee credit was determined to be
•
approximately$25 per VMT on City roadway segments. •
Chapter 4,Implementation Plan,combines the results of the first three chapters to develop the
impact fee rate schedule for various land use categories.
Ocoee\200lmpac\40\Ch3.doc
3-6
i
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Transportation Impac Update
C
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Chapter 4
IMPLEMENTATION PLAN•
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City of Ocoee Transportation Impact Fee Update
SAIC Chapter 4:Implementation
INTRODUCTION AND BACKGROUND
This chapter presents the recommended fee schedule and implementation program for the
Ocoee Transportation Impact Fee Update. The fee calculation methods for estimating roadway costs
and capacity,demand and credits have been documented in previous chapters. The first section of this
chapter addresses the recommended fee schedule for each land use category,with a brief discussion of
the results. Following this section,the implementation plan focuses on each of the issues surrounding
the implementation of the updated fee schedule within the City of Ocoee.
Ocoee has been collecting transportation impact fees since 1992, using an improvements-
driven procedure for calculating the fee. This update has been prepared to reflect several changing
circumstances upon which the impact fee is based. First, with the completion of the City's
Transportation Master Plan,the improvements upon which the existing fee is based have changed,and
several are under design for construction within the next three years. Second, since the initiation of
the fee, the Institute of Transportation Engineers (ITE) has published updated estimates of
transportation demand by land use category. Finally, the cost estimates and capacity assumptions
upon which the current transportation impact fee is based have become outdated, requiring that
revised estimates be developed to ensure new development pays its fair share for the impacts it creates
on the City's transportation system.
From discussions with staff charged with implementing the impact fee, there have been no
major issues related to the collection of the fee or its administration. However,it has been noted that,
in some cases, the impact fee charged for certain land use categories was higher in Ocoee than other
jurisdictions. This has resulted in additional administrative time to oversee and review alternative
impact fee calculations submitted by developers.
The major change in the implementation of the updated transportation impact fee is the change
in the fee calculation methodology from the current improvements-driven approach to a standards, or
consumption-based approach. The standards approach uses an average cost per unit of capacity in
relation to transportation demand as a basis for the impact fees,as documented in previous chapters of
this report. From an implementation standpoint, the standards approach affords greater flexibility to
the City because it is not tied to a specific list of improvements, and would allow the City to fund
important new projects that satisfy growth as they become necessary.
Ocoee\200lmpac\50\Ch4.doc
4-1
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 4:Implementation
TRANSPORTATION IMPACT FEE SCHEDULE
t
Table 4-1 presents the recommended transportation impact fee schedule. The table shows a
separate impact fee rate for each distinct land development category, ranging from single family
residential to retail,industrial and office developments of various size and type. The table includes the
unit of measure (e.g., dwelling unit, fueling station, seats or 1,000 square feet) upon which the fee is
estimated, along with the input variables of transportation demand, cost and capacity, and recurring
revenue credits,to yield a net impact fee. This table is a culmination of tables contained in previous
sections of this report that document the various fee inputs.
The fee schedule consists of three components: service demand, cost per capacity added and
recurring revenue credits. Briefly, service demand includes a development's trip generation rate, its
average trip length and the percentage of"new"or primary trips it contributes to the roadway network.
In the impact fee equation, service demand is expressed in terms of vehicle miles traveled (VMT).
Roadway cost per capacity added is based on Ocoee's 1998 Transportation Master Plan, which
identifies improvement needs in and around Ocoee through the year 2020. Cost per capacity added is
expressed in terms of vehicle miles of capacity (VMC), which is the difference between existing and
future capacity times the overall length of the improvement, on an average per lane mile cost of
building the facility, including design, acquisition of right-of-way and construction. Revenue credits
are the amount of money each new land use will generate for roadway capacity improvements in
Ocoee during the planning horizon.These are the result of intergovernmental transfers Ocoee receives
from Orange County's Local Option Gas Tax, as well as the City's own Public Utility Franchise Fee,
which also is partly used for roadway capital improvements. Credits are expressed in terms of the
amount of credit per VMT(those land uses contributing more demand pay more in gas taxes,and thus
deserve a relatively greater share of credits).
This impact fee schedule was developed with the objective of assessing new development as
accurately as possible with respect to the impact it will place on roadway facilities in Ocoee. To this
end, all components of the impact fee equation were developed using the most accurate and locally
relevant data available. Similarly,the impact fee methodology chosen is the most sound and proven
against legal challenge.
Ocoee\200lmpac\50\Ch4.doc
4-2
City of Ocoee Transportation Impact Fee Update
SAIL Chapter 4:Implementation
Table 4-1
UPDATE D TRANSPORTATION IMPACT FEE SCHEDULE _
Vehicle Miles Cost per Credit per Net Impact Fee
Land Use Unit Traveled(VMT) VMC VMT (4)
(1) (2) (3)
RESIDENTIAL
Single Family Dwelling Unit 9.83 $214.51 $24.59 $1,865.97
Apartment Dwelling Unit 6.81 $214.51 $24.59 $1,292.73
Condominium/Townhouse Dwelling Unit 6.02 $214.51 $24.59 $1,142.59
Mobile Home Dwelling Unit 4.94 $214.51 $24.59 $937.86
LODGING
Hotel-Motel Occupied Room 8.52 $214.51 $24.59 $1,618.93
OFFICE
less than 100,000 SF 1,000 SF 15.68 $214.51 $24.59 $2,977.60
100,000 to 200,000 SF 1,000 SF 12.15 $214.51 • $24.59 $2,307.67
greater than 200,000 SF 1,000 SF 10.79 $214.51 $24.59 $2,049.77
Medical-Dental Office Building 1,000 SF 32.39 $214.51 $24.59 $6,151.89
RETAIL
less than 50,000 SF 1,000 SF GLA 22.95 $214.51 $24.59 $4,359.57
50,000 to 100,000 SF 1,000 SF GLA 15.19 $214.51 $24.59 $2,885.07
100,000 to 199,999 SF 1,000 SF GLA 15.96 $214.51 $24.59 $3,031.10
200,000 to 299,999 SF 1,000 SF GLA 17.93 $214.51 $24.59 $3,404.55
300,000 to 399,999 SF 1,000 SF GLA 18.28 $214.51 $24.59 $3,472.09
400,000 to 499,999 SF 1,000 SF GLA 18.17 $214.51 $24.59 $3,450.15
500,000 to 999,999 SF 1,000 SF GLA 19.88 $214.51 $24.59 $3,776.35
1,000,000 to 1,250,000 SF 1,000 SF GLA 20.65 $214.51 $24.59 $3,920.93
greater than 1,250,000 SF 1,000 SF GLA 19.88 $214.51 $24.59 $3,776.19
Convenience Market with Gasoline Pumps Fueling Position 46.60 $214.51 $24.59 $8,851.12
Gasoline/Service Station Fueling Position 17.37 $214.51 $24.59 $3,299.55
Restaurant,Fast Food 1,000 SF 68.04 $214.51 $24.59 $12,922.02
Restaurant,High Turnover(Sit-Down) 1,000 SF 64.10 $214.51 $24.59 $12,174.65
Restaurant,Quality 1,000 SF 69.76 $214.51 $24.59 $13,249.23
New Car Sales 1,000 SF 26.28 $214.51 $24.59 $4,991.75
Pharmacy/Drugstore 1,000 SF 22.57 $214.51 $24.59 $4,286.31
Quick Lubrication Vehicle Shop Servicing Positions 4.12 $214.51 $24.59 $783.00
Video Rental Store 1,000 SF 3.64 $214.51 $24.59 $690.60
Wholesale Tire Store Service Bay 5.35 $214.51 $24.59 $1,016.62
SERVICES
Drive-In Bank 1,000 SF 25.73 $214.51 $24.59 S4,886.08
Walk-In Bank 1,000 SF 15.18 $214.51 $24.59 $2,882.90
INSTITUTIONAL
Day Care Center 1,000 SF 21.96 $214.51 $24.59 $4,170.82
MEDICAL
Hospital 1,000 SF 15.50 $214.51 $24.59 $2,943.32
Nursing Home 1,000 SF 1.47 $214.51 $24.59 $279.42
INDUSTRIAL
Light Industrial 1,000 SF 8.24 $214.51 $24.59 $1,565.01
Manufacturing 1,000 SF 4.52 $214.51 $24.59 $857.73
Mini-Warehouse 1,000 SF 2.04 $214.51 $24.59 $387.54
Warehousing 1,000 SF 5.86 $214.51 $24.59 $1,113.70
PORT AND TERMINAL
Truck Terminal 1,000 SF 11.65 $214.51 $24.59 $2,211.68
See notes at the end of the next page.
Ocoee\2001mpac\50\Ch4.doc
4-3"
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 4:Implementation
(1) VMT=The demand,in terms of vehicle miles traveled on a daily basis,associated with each land use category.
(2) Cost per VMC=The cost to build one vehicle mile of capacity on Ocoee roadways.
(3) Credit=The amount,on a dollars per VMT basis,that future development will pay into road-building revenue sources other than the impact fee.
(4) Net Impact Fee=VMT'(Cost per VMC—Credit per VMT)
Comparisons With Other Jurisdictions
The update of Ocoee's transportation impact fee was prepared in parallel with Orange
County's impact fee update, which was adopted in the fall of 1998 by the Board of County
Commissioners. Key assumptions and data used in Orange County's technical supporting
documentation were carefully reviewed and evaluated for applicability in the City of Ocoee.
Although certain methods differ,the fees are structured in much the same way. However,due to these
variations in methodology, as documented elsewhere in this report, there is a difference in the total
impact fees between the two jurisdictions. Comparisons were also made between Ocoee's existing
and recommended transportation impact fee and those from Seminole County and several cities in
Central Florida. This comparison can be found in Appendix D of this report.
Land Use Categories
The determination of which land uses to include in the fee schedule is mainly determined by
the availability of data. Only those land uses that have adequate trip generation sample sizes or that
have data validated in Florida are included in the fee schedule.In some cases,land use categories have
been combined into a single broader category because of administrative ease and similarity of data.
For example, most of the data for fast-food restaurants is based on uses with drive-through
capabilities. The sample for fast-food establishments without drive-through capabilities is not large
enough to be reliable.
The restaurant category deserves some discussion of its variations. A quality restaurant does
not serve breakfast and may not serve lunch.A high turnover,or sit-down,restaurant comprises eating
establishments where customers generally stay less than one hour. Restaurants in this group are
moderately priced and frequently belong to chains. These establishments typically serve breakfast,
lunch and dinner. They can be distinguished from fast food restaurants, which specialize in take-out
orders and typically have a drive-through window. Establishments like Steak 'n' Shake, for example,
which typically do not have a drive-through window and prepare food made to order, should be
Ocoee\200lmpac\50\Ch4.doc
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City of Ocoee Transportation Impact Fee Update
SAIC Chapter 4:Implementation
treated as a sit-down restaurant. According to ITE,the key in this category is the pricing of meals and
duration of stay, not so much whether there is a drive-through window, although that should be a
consideration.For a complete listing of land use equivalencies by category,refer to Appendix A.
IMPACT FEE DISTRICTS
The rational nexus standard developed in case law for the validity of impact fees requires that
the fee must be earmarked and expended so as to ensure a benefit to those who pay. For that reason,it
is necessary to address the need for impact fee districts in Ocoee.
Travel patterns in an urban area influence the area of benefit for a roadway segment. While
the number of possible origins and destinations are unlimited and the travel paths between each are
numerous, there are common trip characteristics that create recognizable patterns that help establish
transportation benefit areas. For instance, most trips usually occur between residential and non-
residential uses. Furthermore, most non-residential uses are located on, or encouraged to locate on,
high capacity arterial roadways, such as SR 50. Most residential uses are located on local and
collector streets that commonly intersect with arterials. Thus, most trip-making activity focuses on
arterial roads from local or collector streets that intersect with arterials.
Based on data used in calculating the service demand component for the impact fee equation,
the average trip length in Ocoee is 5.0 miles for a single-family residence. The latest household travel
survey in metro Orlando(1988 Orlando Urban Area Travel Characteristics Evaluation Study)includes
an average trip length of 4.8 miles for the Ocoee area. This information was compared with the size
of the Ocoee Joint Planning Area to determine whether a need for more than one impact fee benefit
district exists.
It is approximately 5.5 miles from McCormick Road to Roberson Road,and about three miles
from the City's western boundary to Good Homes Road. As a result,the entire city can be reasonably
included within one impact fee district. Furthermore,with most trips converging near the center of the
JPA at SR 50, most of the non-residential uses within the City of Ocoee are well within the average
length of trips in Ocoee.
Ocoee\200lmpac\50\Ch4.doc
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City of Ocoee Transportation Impact Fee Update
SAIC Chapter 4:Implementation
PROJECTIONS OF IMPACT FEE REVENUE
The Ocoee Transportation Master Plan contains assumptions about future growth and
development within the Ocoee Joint Planning Area. The Ocoee Planning Department, through a
careful inventory of existing and future land use, zoning and numerous development proposals or
recent approvals, developed these assumptions. Using that projected socioeconomic information for
2020,by which time staff expects the City to be completely"built-out,"an analysis was undertaken to
determine how much money can be raised by the City's updated transportation impact fee to pay for
needed improvements over the next 20 years. It should be noted that these growth assumptions are for
the entire JPA,rather than within the city limits. However,most of the growth was assumed to occur
inside the city's portion of the JPA, and future annexations may occur to capture more of that growth
within the city boundary.
Table 4-2 presents the amount of revenue that would be generated in five-year increments
using the updated impact fee. It should be noted that projected revenues are not discounted to the net
present value; it is assumed that impact fee revenues will be invested at a rate at least equal to the
discount rate until they are spent. Also included are other revenue sources, including the local option
gasoline tax(LOGT) and public utility franchise fees, along with anticipated developer contributions.
These revenue estimates are then compared with the projected capital improvement costs for City-
funded transportation improvements in the Transportation Master Plan, as identified in Chapter 1,
which are expected to be approximately $71.8 million in new capacity improvements. The
completion of these projects is the responsibility of the City, although they will be funded through a
combination of City and developer contributions.
As shown in the table, a majority of Ocoee's transportation capacity projects, as identified in
the Transportation Master Plan, will be funded through impact fee revenue. A small portion will be
funded through other revenue sources, and the balance will be funded through developer
contributions.
Ocoee\200lmpac\50\Ch4.doc
4-6"
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 4:Implementation
Table 4-2
ESTIMATED REVENUE (Cumulative)
Impact Unit of 1999 2005 2010 2020
New Development Fee Rate Measurement Amount Revenue Amount Revenue Amount Revenue Amount Revenue
Impact Fee Revenue Forecast
Single Family $1,871 Dwelling Unit NA NA 4,450 $8,325,003 7,400 $13,843,825 11,350 $21,233,434
Residential
Multi Family $1,296 Dwelling Unit NA NA 2,550 $3,304,960 3,300 $4,277,007 3,950 $5,119,447
Residential
Industrial $1,569 1000 square feet NA NA 440 $690,815 732 $1,148,772 1,123 $1,761,967
Service $2,985 1000 square feet NA NA 1,431 $4,270,986 2,379 $7,102,314 3,649 $10,893,414
Commercial $4,371 1000 square feet NA NA 1,017 $4,445,393 1,691 $7,392,339 2,594 $11,338,250
Total $21,037,157 $33,764,256 $50,346,513
Transportation Funding Sources(millions of 1998 Dollars)
Facility Cost $71.8
Estimated Impact
Fee Revenue $50.3
Other Revenue
(LOOT Transfers,
Public Utility
Franchise Fees) $5.9
Developer
Contributions $15.6
Balance $0.0
NOTES:
Assumes impact fee will not increase over the 20 year period.
UPDATE PROCEDURES
This final section documents the procedures necessary to update the equation parameters
associated with the transportation impact fee. Updating the fee is directly related to updating the
City's Transportation Master Plan, and/or the Transportation Element of the Comprehensive Plan, as
prepared under Florida's growth management law. As existing deficiencies are quantified and new
road improvements identified during the next plan update, the resulting information should be
summarized and used to update inputs to the impact fee equation. As other inputs are updated,such as
the ITE Trip Generation report,the City will need to revise the rate schedule accordingly.
The impact fee rate schedule presented previously in Table 4-1 was developed using a series
of Excel spreadsheets.Each of the spreadsheets will be provided to City staff with the final version of
Ocoee\2001mpac\50\Ch4.doc
4-7 •
City of Ocoee Transportation Impact Fee Update
SAIC Chapter 4:Implementation
this report. Appendix E presents the detailed documentation about when and how to update each of
the variables used to determine the impact fee in Ocoee.
SUMMARY
Ocoee's updated transportation impact fee is calculated by multiplying demand, in terms of
vehicle miles traveled(VMT),by supply,which is the cost to build one lane mile of roadway capacity,
adjusted to reflect developer contributions to road building revenue sources. The development of each
component of the impact fee equation is documented in the first three chapters. The updated fee rates
are the most accurate estimation of development's impact on the transportation network, given the use
of locally relevant inputs and sound fee calculation methodology.
A forecast of estimated impact fee revenue using the population and employment forecasts of
the Transportation Master Plan reveals that the updated fee structure will adequately fund the
improvements identified in the TMP. This forecast assumes that approximately$50 million will come
from the impact fees, $6 million from LOGT transfers and public utility franchise fees, and $16
million from developer contributions.
•
Ocoee\200Impac\50\Ch4.doc
4-8
APPENDIX A
LAND USE EQUIVALENCY TABLE
Table A-1
CITY OF OCOEE
TRANSPORTATION IMPACT FEE UPDATE
LAND USE EQUIVALENCY
Land Use Category Description and Equivalent Land Uses
RESIDENTIAL
Single Family All single family detached homes on individual lots. Most survey data is
Detached from suburban subdivisions.
• Single family detached
• Manufactured homes
• Mobile homes on five (5) acre or larger parcels
• Recreational homes
Apartment Rental dwelling units that are located within the same building with at least
three other dwelling units. Includes both low rise and high rise apartment
buildings.
• Two-family
• Three-family
• Four-family
Condominium/ Single family ownership units that have at least one other single-family
Townhouse owned unit within the same building structure. Includes both low rise and
high rise buildings.
• Residential condominium
• Townhouse
Mobile Home Park Trailers that are sited and installed on permanent foundations and typically
have community facilities.
• Mobile homes in mobile home parks
• Mobile homes in mobile home subdivisions
• Recreational vehicle sites in an RV park
LODGING
Hotel Places of lodging that provide sleeping accommodations and often a
restaurant.
• Hotels
• Motels
• Suites
• Business hotels
• Resort hotels
Land Use Category Description and Equivalent Land Uses
OFFICE
General Office A building housing multiple tenants where affairs of business, commercial
Building or industrial organizations, or professional persons or firms are conducted.
May include a mixture of tenants including professional services, insurance
companies, investment brokers, and tenant services such as a bank or
savings and loan institution, a restaurant or cafeteria and retail service
facilities.
• General office buildings
• Attorneys
• Accountants
• Corporate offices
• Engineering
• Financial institutions, except banks, credit unions and savings and loans
• Office park
• Real estate
Medical Office* A facility that provides diagnoses and outpatient care on a routine basis but
is unable to provide prolonged in-house medical and surgical care.
• Chiropodists
• Chiropractors
• Dentists
• Oculists and lens grinders
• Optometrists
• Osteopathic physicians
• Outpatient clinics
• Physicians and surgeons
• Podiatrists
• Christian Science practitioners
• Dieticians
• Naturopaths
• Nurses,registered and practical
• Nutritionists
• Occupational therapists
• Physiotherapists
• Psychiatrists
• Psychoanalysts
• Psychologists
• Psychotherapists
• Visiting nurse association
• Walk-in clinics
Land Use Category Description and Equivalent Land Uses
RETAIL
Shopping An integrated group of commercial establishments that is planned,
Center/Retail developed, owned and managed as a unit.
• Neighborhood shopping center
• Commercial shopping center
• Regional shopping center
• Specialty retail center
• Factory outlet center
• Discount superstore
• Supermarket
• Clothing/apparel/fabric store
• Jewelry store
• Barber shop
• Beauty shop/hairstyling
• Shoe repair shop
• Dry cleaners
• Liquor stores
• Movie theaters
Convenience Stores which sell convenience foods, newspapers, magazines, and often,
Market beer and wine;they do not have gasoline pumps.
Convenience Stores which sell gasoline, convenience foods,newspapers, magazines, and
Market with often, beer and wine. Although these stores sell gasoline,their primary
Gasoline Pumps business is convenience items,not fueling motor vehicles.
Gasoline/Service Establishments generally located at intersections and freeway interchanges
Station with facilities for fueling motor vehicles. They may also have facilities for
servicing and repairing motor vehicles.
• Food kiosk with gas pumps and auto repair
• Station with limited auto repair and gas pumps
• Station with car wash
New Car Sales* Dealerships typically located along major arterial streets that are
characterized by abundant commercial development. Automobile services,
parts sales, and substantial used car sales may also be available.
• Used car dealerships
• New and used motorcycle dealerships
• New and used boat dealerships
Pharmacy/Drug Retail facilities that primarily sell prescription and non-prescription drugs.
Store without drive These facilities may also sell cosmetics,toiletries,medications, stationery,
through Window* personal care products, limited food products, and general merchandise.
Quick Vehicle A business where the primary activity is to perform oil change services for
Lubrication Shop* vehicles. Other ancillary services provided may include preventative
maintenance, such as fluid and filter changes.
Land Use Category Description and Equivalent Land Uses
Restaurant,Fast Establishments characterized by a large carry-out clientele, long hours of
Food service, and high turnover rates for customers. This category includes
restaurants with and without drive-through windows.
• Sandwich shops/restaurants
• Hamburger shops/restaurants
• Taco restaurants
• Doughnut shops
• Delicatessens
• Ice cream shops
• Cafeterias
• Snack Bars
Restaurant,High Sit-down eating establishments with turnover rates of at approximately one
Turnover(Sit- hour or less.
Down)
Restaurant, Quality Eating establishments of high quality and with turnover rates usually of at
least one hour or longer.
Video Rental Store* Businesses specializing in the rental of home movies and video games.
Movies and video games may also be sold.
Wholesale Tire Warehouse type facilities with the primary function of selling and installing
Store* tires for automobiles and small trucks. Other services provided may
include automotive maintenance functions such as wheel alignment or
shock and brake service, and customer services.
• Muffler repair/service
SERVICES
Walk-in Bank Generally free-standing buildings with their own parking lots. These banks
do not have drive-in windows.
• Savings and loan
• Credit union
Drive-in Bank Institutions which provide banking facilities for motorists while in their
vehicles; many also serve patrons who walk into the building.
• Savings and loan
• Credit union
INSTITUTIONAL
Day Care Center A facility where care for pre-school age children is provided,normally
during the daytime hours. Some centers may also provide after-school care
for children.
MEDICAL
Hospital Any institution where medical or surgical care and overnight
accommodations are provided to non-ambulatory and ambulatory patients.
This land use term does not refer to medical clinics or nursing homes.
Land Use Category Description and Equivalent Land Uses
Nursing Home Any facility whose primary function is to care for persons who are linable
to care for themselves, including rest homes and chronic care and
convalescent homes.
INDUSTRIAL
General Light Generally employing less than 500 persons and have an emphasis on
Industrial activities other than manufacturing.
• Light industrial
• Assembly plants
• Fabricating plants
• Food processing and packing plants (excluding distribution centers)
• Non-commercial automobile body and service shops
• Printing plants
Manufacturing Areas where the primary activity is the conversion of raw materials or parts
into finished products.
Mini-Warehouse Buildings in which a number of storage units or vaults are rented for the
storage of goods.
• Commercial mini-storage establishments
Warehousing Facilities primarily devoted to the storage of materials;they may also
include office and maintenance areas.
• Storage warehouses
PORT AND TERMINAL
Truck Terminal* Facilities where goods are transferred between trucks,trucks and railroads,
or trucks and ports.
• Distribution centers
• Motor freight transportation centers
* New land use categories added for the impact fee update.
Descriptions for each land use category are taken from ITE Trip Generation,6th Edition.
APPENDIX B
2020 FORECAST OF VEHICLE MILES TRAVELED
BY ROADWAY RESPONSIBILITY
Table B-i
OCOEE IMPACT FEE UPDATE
2020 FORECAST OF VEHICLE MILES TRAVELED(VMT)
BY ROADWAY RESPONSIBILITY
Segment From To Length(mi.) 2020 Volume VMT %of Total
City Roads
A.D.Mims Rd. Wurst Rd. Clarke Rd. 0.64 12,349 7,906 0.7%
Clarke Rd. Apopka-Vineland Rd. 1.05 12,504 13,096 1.1%
Adair St. Wurst Rd. Clarcona-Ocoee Rd. 0.80 2,581 2,067 0.2%
Blackwood Ave. Old Winter Garden Rd. SR 50 0.25 9,122 2,314 0.2%
SR 439(Bluford Ave.) SR 50 Geneva St. 0.61 25,871 -15,865 1.3%
Geneva St. Orlando Ave. 0.25 15,116 3,704 0.3%
Orlando Ave. McKey St. 0.47 13,722 6,471 0.5%
McKey St. SR 438 0.30 10,429 3,124 0.3% •
Bowness Rd. Story Rd. Kissimmee Ave. 0.21 7,822 1,626 0.1%
Kissimmee Ave. SR 438 0.78 28,586 22,172 1.8%
Citrus Oaks Ave. Old Winter Garden Rd. SR 50 0.47 18,405 8,721 0.7%
Clarke Rd. SR 50 White Rd. 0.81 34,555 28,112 2.3%
White Rd. SR 438 0.76 40,400 30,521 2.5%
SR 438 A.D.Mims Rd. 1-.01 20,022 20,145 1.7%
A.D.Mims Rd. Hackney-Prairie Rd. 0.83 23,131 19,282 1.6%
Hackney-Prairie Rd. Clarcona-Ocoee Rd. 0.68 15,593 10,568 0.9%
E.Crown Point Rd. Fullers Cross Rd. SR 438 1.28 6,115 7,841 0.6%
Flewelling St. Russell Dr. Rewis St. 0.43 478 206 0.0%
Ocoee Hills Rd. Russell Dr. 0.13 5,289 683 0.1%
Fullers Cross Rd. Ocoee-Apopka E.Crown Point Rd. 0.61 5,493 3,363 0.3%
Ocoee-Apopka Rd. Clarcona-Ocoee Rd. 0.62 2,971 1,849 0.2%
Geneva St. Kissimmee Ave. Bluford Ave. 0.17 19,871 3,390 0.3%
Gotha Rd Maguire Rd Hemple Ave 1.40 6,780 9,482 0.8%
Hackney-Prairie Rd. Clarke Rd. Apopka-Vineland Rd. 1.14 7,310 8,308 0.7%
• Hemple Ave. Gotha Rd. Old Winter Garden Rd. 1.03 11,457 11,770 1.0%
Johio Shores Rd. SR 438 A.D.Mims Rd. 0.88 605 534 0.0%
Kissimmee Ave. Bowness Rd. McKey St. 0.50 7,296 3,681 0.3%
Lakewood Avenue SR 438 Rewis St. 0.27 7,966 2,167 0.2%
Rewis St. Wurst.Rd. 0.74 6,702 4,958 0.4%
Wurst Rd. Fuller's Cross Rd. 0.53 8,626 4,540 0.4%
• Table B-1(continued)
OCOEE IMPACT FEE UPDATE
2020 FORECAST OF VEHICLE MILES TRAVELED(VMT)
BY ROADWAY RESPONSIBILITY
Segment From To Length(mi.) 2020 Volume VMT %of Total
Maguire Rd. Gotha Rd. Roberson Rd. 0.93 16,041 14,875 1.2%
Roberson Rd. Tomyn Rd. 1.01 27,270 27,605 2.3%
Tomyn Rd. Professional Prkwy. 0.25 36,586 8,978 0.7%
Professional Prkwy. SR 50 0.25 29,891 7,460 0.6%
SR 50 Marshall Farms Rd. 0.51 21,581 10,904 0.9%
Marshall Farms Rd. Story Rd. 0.16 29,544 4,707 0.4%
Marshall Farms Rd. SR 50 Maguire Rd. 0.46 6,138 2,819 0.2%
McCormick Rd. Ocoee-Apopka Rd. Clarke Rd. 1.45 5,160 7,482 0.6%
Clarke Rd. Apopka-Vineland Rd. 1.32 5,001 6,581 0.5%
McKey St. Kissimmee Ave. Bluford Ave. 0.15 9,054 1,322 0.1%
Ocoee Hills Rd. SR 438 Flewelling St. 0.51 5,202 2,654 0.2%
Ocoee-Apopka Rd. SR 438 Fuller's Cross Rd. 1.49 16,967 25,352 • 2.1%
Fuller's Cross Rd. McCormick Rd. 1.93 13,500 26,097 2.2%
Orlando Ave Kissimmee Ave. Bluford Ave. 0.15 2,225 338 0.0%
Bluford Ave. Montgomery Ave. 0.99 6,979 6,892 0.6%
Palm Dr. Ocoee-Apopka Rd. Pine St. 0.35 383 132 0.0%
Professional Prkwy. Maguire Rd. Old Winter Garden Rd. 0.51 19,985 ' 10,145 0.8%
Rewis St./Flewelling St. Lakewood Ave. Russell Dr. 0.51 481 246 0.0%
Roberson Rd. Windermere Rd. Maguire Rd. 1.00 8,750 8,767 0.7%
Russell Dr. Flewelling St. Willow Creek Rd. 0.44 5,559 2,464 0.2%
Story Rd. Wofford Rd. Kissimmee Ave. 0.74 23,181 17,246 1.4%
Taylor St. Franklin St. McKey St. 0.34 10,477 3,563 0.3%
Tomyn Rd Windermere Rd Maguire Rd 1.00 7,395 7,367 0.6%
White Rd. Montgomery Ave. Clarke Rd. 0.65 12,303 7,947 0.7%
Clarke Rd. Good Homes Rd. 0.75 6,198 4,679 0.4%
Willow Creek Rd. Russell Dr. Wurst Rd. 0.16 4,220 672 0.1%
Wurst Rd. Lakewood Ave. - Adair St. 0.52 12,616 6,516 0.5%
Adair St. A.D.Mims Rd. 0.67 12,390 8,274 0.7%
City Summary 490,549 40.4%
Table B-1 (continued)
OCOEE IMPACT FEE UPDATE
2020 FORECAST OF VEHICLE MILES TRAVELED(VMT)
BY ROADWAY RESPONSIBILITY
Segment From '1'o Length(mi.) 2020 Volume VMT %of Total
County Roads ,
Apopka-Vineland Rd. SR 438 A.D.Mims Rd. 0.75 9,837 7,408 0.6%
A.D.Mims Rd. Clarcona-Ocoee Rd. 1.69 24,106 40,811 3.4%
Clarcona-Ocoee Rd. McCormick Rd. 0.65 25,147 16,395 1.4%
Clarcona-Ocoee Rd. Fuller's Cross Rd. Adair St. 0.80 17,394 13,907 1.1%
Adair St. Clarke Rd. 1.61 23,371 37,630 3.1%
Clarke Rd. Apopka-Vineland Rd. 1.17 32,021 37,374 3.1%
Good Homes Rd. Old Winter Garden Rd. East-West Expressway 0.22 21,733 4,828 0.4%
East-West Expressway SR 50 0.36 22,437 8,016 0.7%
SR 50 Balboa Dr. 0.51 12,367 6,270 0.5%
Balboa Dr. White Rd. 0.25 8,543 2,136 0.2%
White Rd. SR 438 1.20 10,826 12,986 1.1%
Moore Rd. East of Maguire Rd. 0.50 8,277 4,146 0.3%
Old Winter Garden Rd. SR 50 Professional Prkwy. 0.37 14,644 5,374 0.4%
Professional Prkwy. Blackwood Ave. 0.25 34,181 8,590 • 0.7%
Blackwood Ave. Hemple Ave. 0.42 30,536 12,902 1.1%
Hemple Ave. Citrus Oaks Ave. 0.26 30,190 7,747 0.6%
Citrus Oaks Ave. Good Homes Rd. 0.93 29,207 27,159 2.2%
Good Homes Rd. Apopka-Vineland Rd. 0.58 34,701 20,052 1.7%
Story Rd. Ninth St. Wofford Rd. 1.01 23,448 23,730 2.0%
County Summary 297,462 24.5%
• Table B-1(continued)
OCOEE IMPACT FEE UPDATE
2020 FORECAST OF VEHICLE MILES TRAVELED(VMT)
BY ROADWAY RESPONSIBILITY
Segment From To Length(mi.) 2020 Volume VMT %of Total
State Roads
SR 438(Silver Star Rd.) E.Crown Point Rd. Bowness Rd. 0.93 31,520 29,421 2.4%
Bowness Rd. Ocoee-Apopka 0.11 37,900 4,218 0.3%
Ocoee-Apopka Bluford Ave. 0.39 21,011 8,275 0.7%
Bluford Ave. Ocoee-Hills Rd. 1.25 22,573 28,197 2.3%
Ocoee-Hills Rd. Clarke Rd. 0.52 28,219 14,545 1.2%
Clarke Rd. Johio Shores Rd. 0.62 32,608 20,247 1.7%
Johio Shores Rd. Good Homes Rd. 0.57 32,854 18,563 1.5%
Good Homes Rd. Apopka-Vineland Rd.ext. 0.40 42,143 16,844 1.4% •
SR 50(West Colonial Dr.) Ninth St. Wofford Rd. 1.01 61,758 62,667 5.2%
Wofford Rd. Marshall Farms Rd. 0.49 50,920 25,200 2.1%
Marshall Farms Rd. Maguire Rd. 0.50 48,322 24,317 2.0%
Maguire Rd. Old Winter Garden Rd. 0.25 52,379 12,902 1.1%
Old Winter Garden Rd. Blackwood Ave. 0.51 65,480 33,130 2.7%
Blackwood Ave. Clarke Rd. 0.56 65,480 36,954 3.0%
Clarke Rd. Good Homes Rd. 0.94 50,699 47,786 3.9%
East of Good Homes Rd. 0.82 51,521 42,373 3.5%
State Summary 425,638 35.1%
Total Summary 1,213,649 100.0%
NOTES:
VMT=Length*Volume
2020 volumes based on forecasts of the Recommended Roadway Plan in the Ocoee Master Transportation Plan.
r
APPENDIX C
AVERAGE VEHICLE MILES TRAVELED
BY ROADWAY RESPONSIBILITY
•
Table C-1
AVERAGE VEHICLE MILES TRAVELED
BY ROADWAY RESPONSIBILITY
Trip Average Trip Length Vehicle Miles Traveled
Generatio Total City County State Total City County State
Land Use Unit Rate (100.0%) (40.4%) (22.6%) (37.0%) (100.0%) (40.4%) (22.6%) (37.0%)
RESIDENTIAL
Single Family Dwelling Unit 4.79 5.08 2.05 1.15 1.88 24.31 9.82 5.49 8.99
Apartment Dwelling Unit 3.32 5.08 2.05 1.15 1.88 16.84 6.80 3.81 6.23
Condominium/Townhouse Dwelling Unit 2.93 5.08 2.05 1.15 1.88 14.88 6.01 3.36 5.51
Mobile Home Dwelling Unit 2.41 5.08 2.05 1.15 1.88 12.22 4.94 2.76 -4.52
LODGING
Hotel-Motel Occupied Room I 4.56 4.63 1.87 1.05 1.71 21.09 8.52 4.77 7.80
OFFICE
less than 100,000 SF 1,000 SF 7.17 5.41 2.19 1.22 2.00 38.79 15.67 8.77 14.35
100,000 to 200,000 SF 1,000 SF 5.56 5.41 2.19 1.22 2.00 30.06 12.14 6.79 11.12
greater than 200,000 SF 1;000 SF 4.94 5.41 2.19 1.22 2.00 26.70 10.79 6.03 9.88
Medical-Dental Office Building 1,000 SF 14.81 5.41 2.19 1.22 2.00 80.14 32.38 18.11 29.65
RETAIL
less than 50,000 SF 1,000 SF GLA 27.40 2.07 0.84 0.47 0.77 56.79 22.94 12.83 21.01
49,999 to 100,000 SF 1,000 SF GLA 18.13 2.07 0.84 0.47 0.77 37.58 15.18 8.49 13.91
100,000 to 199,999 SF 1,000 SF GLA 17.99 2.20 0.89 0.50 0.81 39.49 15.95 8.92 14.61
200,000 to 299,999 SF 1,000 SF GLA 18.18 2.44 0.99 0.55 0.90 44.35 17.92 10.02 16.41
300,000 to 399,999 SF 1,000 SF GLA 16.13 2.80 1.13 0.63 1.04 45.23 18.27 10.22 16.74
400,000 to 499,999 SF 1,000 SF GLA 14.74 3.05 1.23 0.69 1.13 44.94 18.16 10.16 16.63
500,000 to 999,999 SF 1,000 SF GLA 13.45 3.66 1.48 0.83 1.35 49.19 19.87 11.12 18.20
1,000,000 to 1,250,000 SF 1,000 SF GLA 11.63 4.39 1.77 0.99 1.62 51.08 20.64 11.54 18.90
greater than 1,250,000 SF 1,000 SF GLA 11.21 4.39 1.77 0.99 1.62 49.19 19.87 11.12 18.20
Convenience Market with Gasoline Pumps Fueling Position 67.83 1.70 0.69 0.38 0.63 115.30 46.58 26.06 42.66
Gasoline/Service Station Fueling Position 25.28 1.70 0.69 0.38 0.63 42.98 17:37 9.71 15.90
Restaurant,Fast Food 1,000 SF 71.94 2.34 0.95 0.53 0.87 168.33 68.01 38.04 62.28
Restaurant,High Turnover(Sit-Down) 1,000 SF 33.89 4.68 1.89 1.06 1.73 158.60 64.07 35.84 58.68
Restaurant,Quality 1,000 SF 36.88 4.68 1.89 1.06 1.73 172.60 69.73 39.01 63.86
New Car Sales 1,000 SF 14.81 4.39 1.77 0.99 1.62 65.03 26.27 14.70 24.06
Pharmacy/Drugstore without Drive-Throug 1,000 SF 22.52 2.48 1.00 0.56 0.92 55.84 22.56 12.62 20.66
Quick Lubrication Vehicle Shop Servicing Position 6.00 1.70 0.69 0.38 0.63 10.20 4.12 2.31 °' 3.77
Video Rental Store 1,000 SF 3.33 2.70 1.09 0.61 1.00 9.00 3.63 2.03 3.33
Wholesale Tire Store Service Bay 7.79 1.70 0.69 0.38 0.63 .13.24 5.35 2.99 4.90
Table C-1 (Continued)
AVERAGE VEHICLE MILES TRAVELED
BY ROADWAY RESPONSIBILITY
Trip Average Trip Length Vehicle Miles Traveled
Generatio Total City County State Total City County ' State
Land Use Unit Rate (100.0%) (40.4%) (22.6%) (37.0%) (100.0%) (40.4%) (22.6%) (37.0%)
SERVICES
Drive-In Bank 1,000 SF 39.78 1.60 0.65 0.36 0.59 63.65 25.71 14.38 23.55
Walk-In Bank 1,000 SF 23.47 1.60 0.65 0.36 0.59 37.56 15.17 8.49 13.90
INSTITUTIONAL
Day Care Center 1,000 SF 11.89 4.57 1.85 1.03 1.691 54.33 21.95 12.28 20.10
MEDICAL
Hospital 1,000 SF 8.39 4.57 1.85 1.03 1.69 38.34 15.49 8.67 14.19
Nursing Home 1,000 SF 1.30 2.80 1.13 0.63 1.04 3.64 1.47 0.82 1.35 •
INDUSTRIAL
Light Industrial 1,000 SF 3.49 5.85 2.36 1.32 2.16 20.39 8.24 4.61 7.54
Manufacturing 1,000 SF 1.91 5.85 2.36 1.32 2.16 11.17 4.51 2.53 4.13
Mini-Warehouse 1,000 SF 1.25 4.39 1.77 0.99 1.62 5.49 2.22 1.24 2.03
Warehousing 1,000 SF 2.48 5.85 2.36 1.32 2.16 14.51 5.86 3.28 5.37
PORT AND TERMINAL
Truck Terminal 11,000 SF I 4.93 5.85 2.361 1.321 2.16 28.81 11.64 6.51 10.66
NOTES:
Trip generation rate is stated in terms of trips per day.
Average trip length is stated in terms of miles.
VMT is stated in terms of vehicle miles traveled per day.
I.
APPENDIX D
COMPARISONS WITH OTHER JURISDICTIONS
APPENDIX D
COMPARISONS WITH OTHER JURISDICTIONS
Figure D-1 and Table D-1 show comparisons between Ocoee's updated transportation
impact fee, the existing impact fee and impact fees of other jurisdictions for two land use
categories: a single family dwelling unit and retail under 50,000 square feet gross leasable
area(GLA). The impact fee would apply to the single-family category on a per unit basis;the
retail is per 1,000 square feet GLA. As shown in the figure, Ocoee is slightly higher than
several of its peer group cities in the single-family category, although it is nearly $400 less
than what Orange County will charge. The retail category for Ocoee is near the median for
that category across other jurisdictions.
It should be noted that several cities, including Winter Garden and Casselberry, are in
the process of updating their transportation impact fees. Furthermore, Seminole County
assesses its impact fee within the boundaries of its municipalities, whereas Orange County
does not. Additionally, Orange County has phased its updated impact fee at 25 percent of the
total fee increase to the Year 2001, when the full increase goes into effect. In summary, the
fee schedule recommended for Ocoee's transportation impact fee is similar to those of nearby
jurisdictions,as well as with fees across Central Florida.
Table D-1
TRANSPORTATION IMPACT FEE COMPARISON
Jurisdiction Single Family(per unit) Retail(less than 50,000
square.feet)
Ocoee(updated draft) $1,866 $4,371
Ocoee(existing) $1,395 $5,757
Apopka $1,103 $4,533
Casselberry* $141 $817
Maitland $1,315 $1,376
Orange County $2,075 $10,327
Orlando $873 $5,532
Oviedo* $615 $2,915
Seminole County $1,061 $5,149
Winter Garden $1,284 $2,374
*Note:Development within Seminole County cities are assessed both a City and County impact fee.
Figure D-1
TRANSPORTATION IMPACT FEE COMPARISON
Transportation Impact Fee Comparison
$12,000 s �� 0 Single
" Family
$10,000 .- (per
41 unit)
$6,000 glt..
rr
■.eI Retail
$4,000 � A �s (less 14 ,, �-_ than
$2,000 1 1 1 1 ' trij 5 50,000
square
$0 feet)
a��o1 5c� Q*a � .,be, oJc ccao ,`�ao oJc c`e
`JQ �� PQ 5 ,o �a �� O e cG
oee �� Ga ac' co\ `tee
OG OGO 0
Table D-2 shows a comparison between Ocoee's existing impact fee rates and the
updated rates. In some cases the fee has changed only marginally. In other cases, the
updated fee has increased or decreased a substantial amount from the existing fee. This
change can be attributed to the use of more accurate and locally relevant inputs to the
impact fee equation, such as trip length and trip capture. Furthermore, the use of the
standards approach over the improvements approach to calculating impact fees assures
the City that the updated rates are more in line with the actual cost to mitigate the
transportation impacts of new development.
Table D-2
OCOEE IMPACT FEE COMPARISON
Land Use Unit Existing Impact Updated Difference
Fee Impact Fee
RESIDENTIAL
Single Family Dwelling Unit 1395.06 $1,865.97 $47Q.91
Apartment Dwelling Unit 945.14 $1,292.73 $347.59
Condominium/Townhouse 'Dwelling Unit 856.03 $1,142.59 $286.56
Mobile Home Dwelling Unit 702.64 $937.86 $235.22
LODGING
Hotel-Motel Occupied Room 1380.46 $1,618.93 $238.47
OFFICE
less than 100,000 SF 1,000 SF 2422.01 $2,977.60 $555.59
100,000 to 200,000 SF 1,000 SF 1856.68 $2,307.67 $450.99
greater than 200,000 SF 1,000 SF 1573.28' $2,049.77 $476.49
Medical-Dental Office Building 1,000 SF NC $6,151.89 NA
RETAIL
less than 50,000 SF 1,000 SF GLA 5756.94 $4,359.57 -$1,397.37
49,999 to 100,000 SF 1,000 SF GLA 5749.71 $2,885.07 -$2,864.64
100,000 to 199,999 SF 1,000 SF GLA 5408.9 $3,031.10 -$2,377.80
200,000 to 299,999 SF 1,000 SF GLA 4905.42 $3,404.55 -$1,500.87
300,000 to 399,999 SF 1,000 SF GLA 4582.21 $3,472.09 -$1,110.12
400,000 to 499,999 SF 1,000 SF GLA 4287.93 $3,450.15 -$837.78
500,000 to 999,999 SF 1,000 SF GLA 3871.62 $3,776.35 -$95.27
1,000,000 to 1,250,000 SF 1,000 SF GLA 3643.82 $3,920.93 $277.11
greater than 1,250,000 SF 1,000 SF GLA 3595.89 $3,776.19 $180.30
Convenience Market with Gasoline Pumps Fueling Position 12682.08 $8,851.12 -$3,830.96
Gasoline/Service Station Fueling Position - 3317.81 $3,299.55 -$18.26
Restaurant,Fast Food 1,000 SF 30106.68 $12,922.02 -$17,184.66
Restaurant,High Turnover(Sit-Down) 1,000 SF 7275.31 $12,174.65 $4,899.34
Restaurant,Quality 1,000 SF 7291.55 $13,249.23 $5,957.68
New Car Sales 1,000 SF NC $4,991.75 NA
Pharmacy/Drugstore 1,000 SF NC $4,286.31 NA
Quick Lubrication Vehicle Shop Servicing Positions NC $783.00 NA
Video Rental Store 1,000 SF NC $690.60 NA
Wholesale Tire Store Service Bay NC $1,016.62 NA
SERVICES
Drive-In Bank 1,000 SF 11622.56 $4,886.08 -$6,736.48
Walk-In Bank 1,000 SF 6161.65 $2,882.90 -$3,278.75
INSTITUTIONAL
Day Care Center 1,000 SF 5673.37 $4,170.82 -$1,502.55
' MEDICAL
Hospital 1,000 SF 2451.22 $2,943.32 $492.10
Nursing Home 1,000 SF 379.81 $279.42 -$100.39
INDUSTRIAL
Light Industrial 1,000 SF 1018.18 $1,565.01 $546.83
Manufacturing .1,000 SF 562.471 $857.73 $29526
Mini-Warehouse 1,000 SF 381.27 $387.54 $6.27
Warehousing '1,000 SF 712.87 $1,113.70 $400.83
PORT AND TERMINAL
Truck Terminal 1,000 SF NC $2,211.68 NA
t
APPENDIX E
TRANSPORTATION IMPACT FEE EQUATION VARIABLES
APPENDIX E
TRANSPORTATION IMPACT FEE EQUATION VARIABLES 11,
Equation Variable
Name Component Type Source Documentation
Trip Rate Demand Input ITE Trip Generation Manual,6th Chapter 2
Edition
Description The number of average daily trips entering or leaving a site. Trips per land use were
divided by two to equitably account for impacts created by one land use.
Adjustments Administrative adjustments should only be made using documented traffic data from
similar land use types within the urban area. An update of all rates should be made
upon release of the next edition of the ITE Trip Generation Manual.
Equation Variable
Name Component Type Source Documentation
Trip Length Demand Input Combination of 1989 Pinellas County Chapter 2
Origin/Destination Survey and Orange
County's 1998 impact fee update
Description The average length of a trip associated with a given land use. Lengths reflect travel on
collectors and arterials only with state and county roads excluded.
Adjustments Administrative adjustments should only be made using information from trip length
surveys from similar land uses in the urban area.
APPENDIX E (Continued)
TRANSPORTATION IMPACT FEE EQUATION VARIABLES
Equation Variable
Name Component Type Source Documentation
New Trips Demand Input Combination of 1989 Pinellas County Chapter 2
Origin/Destination Survey and Orange
County's 1998 impact fee update
Description The percentage of average daily trips that are not captured trips(one minus the
captured rate).
Adjustments Administrative adjustments should only be made using information from new trip
surveys from similar land uses in the urban area. An update of all percentages should
be considered as new information from national sources becomes available.
Equation Variable
Name Component Type Source Documentation
VMC(Cost per Cost Input Ocoee Master Transportation Plan Chapter 1
Vehicle Mile of
Capacity)
Description The result of dividing the average cost per mile of new roadways by the average
capacity of new roadways. The list of improvements in the 1998 MTP were used in
conjunction with OUATS and FDOT construction costs to estimate the average cost of
adding a lane mile in the Ocoee Joint Planning Area. Average capacity is estimated
from FDOT's ART TAB software and the Generalized Capacity table using the
adopted standard.
Adjustments Administrative adjustments should not be necessary. Updates should only be made
annually using an updated list of proposed improvements and FDOT and local ROW
costs.
•
APPENDIX E (Continued)
TRANSPORTATION IMPACT FEE EQUATION VARIABLES
Equation Variable
Name Component Type Source Documentation
VMT Demand Calculation (Trip Rate * Trip Length *New Trips) Chapter 2
Description Total Vehicle Miles Traveled(VMT)is found by multiplying the trip rate by trip length
by percent new trips and by VMC.
Adjustments This variable should not be adjusted.
Equation Variable
Name Component . Type Inputs Documentation
Local Option Credit Policy/ Vehicle Miles Traveled(existing and Chapter 3
Gas Tax Calculation projected)
(LOGT) Current LOGT revenue and
projected revenue
Discount rate
Description Total gas tax revenues devoted to capital from the LOGT are calculated by using the
inputs above. This number is then multiplied by the percent increase in VMT and
brought back to present value. A discount rate of 7 percent was assumed.
Adjustments Adjustments to inputs should only be made during equation updates. Administrative
adjustments should not be made.
•
APPENDIX E (Continued)
TRANSPORTATION IMPACT FEE EQUATION VARIABLES
Equation Variable
Name Component Type Inputs Documentation
Ocoee Public Credit Policy/ Population and Employment(existing Chapter 3
Utility Calculation and projected)
Franchise Fee Current and future year revenue
Discount rate
FPL utility consumption estimates
Description The amount of revenue contributed by future development to public utility franchise
fees(including electricity,telephone and propane gas)that could be spent on roadway
capacity improvements to the year 2020. Existing utility revenue was forecast to the
year 2020 using growth rate estimates supplied by the Ocoee Finance Department and
discounted to 1998 dollars. Future development's share of this revenue was estimated
based on population and employment 1997 estimates and 2020 forecasts. This amount
was combined with the LOGT revenue estimate to determine total eligible revenue.
Twenty percent of this revenue was anticipated to be spent on capacity projects;this
amount was divided by the increase in VMT between 1998 and 2020 to determined a
credit per VMT dollar amount.
Adjustments Adjustments to inputs should only be made during equation updates. Administrative
adjustments should not be made.
Equation Variable
Name Component Type Formula Documentation
Total Credit Calculation Local Option Gas Tax Credit+ Below
Public Utility Credit
Description Total gas taxes and utility fees be paid by each land use unit for roadway
improvements.
Adjustments This variable should not be adjusted.
APPENDIX E (Continued)
TRANSPORTATION IMPACT FEE EQUATION VARIABLES
Equation Variable
Name Component Type Formula Documentation
Net Impact Fee Calculation VMT* (VMC—Total Credit) Below
Description Net total impact cost per land use.
Adjustments This variable should not be adjusted.
•
City of Ocoee
Transportation Impact Fee Update
. TRANSPORTATION IMPACT FEE •
UPDATE
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•
•
Prepared for:
Ocoee
s : •
._fit ♦or sot",,;•;'
City of Ocoee •
November 1998
Prepared by:
"CENTER OF GOOD LIVING-PRIDE OF WEST ORANGE" MAYOR•COMMISSIONER
S.SCOTT VANDERGRIFT
Ocoee COMMISSIONERS
CITY OF DANNY HOWELL
tri •�O SCOTT ANDERSON
SCOTT A.GLASS
o OCOEE OEE NANCY J.PARKER
Vt, 150 N.LAKESHORE DRIVE CITY MANAGER
OCOEE,FLORIDA34761-2258
ELLIS SHAPIRO
��GF GOOD�` (407)656-2322
MEMORANDUM
DATE: December 1, 1998
TO: Mayor Scott Vandergrift
City Commissioners
FROM: Ellen King, Development Review Coordinator Fte
SUBJ: Planning and Zoning Commission
Attached are documents related to Planning and Zoning Commission membership.
•
\\GIS DOCI\PLANNING\EKING\ALL DATA\EKPDFII.E\memorand\IvIFP98313.doc
ARTICLE III
BOARDS AND OFFICIALS
- § 3-1 CITY COMMISSION
•
A. Establishment
The City Commission shall be the City Commission established under the Charter and
Ordinances of the City of Ocoee.
B. Duties and Responsibilities
The City Commission shall have the following duties and responsibilities:
(1) To adopt this Code and amendments hereto, including amendments to the Official
Zoning Map;
(2) To adopt the Comprehensive Plan and amendments thereto pursuant to Section
163.318, Florida Statutes, and Article I of this Code;
(3) To enter into development agreements pursuant to Article IV of this Code;
(4) To review and approve applications for special exceptions, subdivisions and site
plans, variances, etc. pursuant to Article IV of this Code.
§ 3-2 PLANNING AND ZONING COMMISSION
A. Establishment and Membership
The Planning and Zoning Commission shall consist of seven (7) members and two (2)
alternates appointed by the City Commission, and that no member or alternate shall be an
employee of the City of Ocoee and all members shall be residents of the City of Ocoee.
B. Terms of Office, Removal From Office and Vacancies
Members of the Planning and Zoning Commission shall be appointed for three-year terms
and shall serve until their successors are appointed. Original appointments may be made
for a lesser number of years so that the terms of the said members shall be staggered.
Members and alternates of the Planning and Zoning Commission shall serve at the pleasure
of the City Commission. Any vacancy occurring during the unexpired terms of office of any
• member or alternate shall be filled by the City Commission for the remainder of the term.
Such vacancy shall be filled within thirty (30) days after the vacancy occurs.
C. Officers, Rules of Procedure and Quorum
(1) The Planning and Zoning Commission shall elect a chairman and a vice chairman
from among its members at the first meeting of each calendar year. The City
Commission shall provide the Commission a deputy clerk, who may be an
employee of the City of Ocoee.
(2) The Planning and Zoning Commission shall meet the second Tuesday of each
month and at such other times as may be necessary. It shall adopt rules for the
transaction of its business and shall keep a properly indexed record of its
Adopted July 21, 1992 18053
ARTICLE III
resolutions, transactions, findings and determinations, which record shall be a
public record. All meetings of the Planning and Zoning Commission shall be
public.
(3) Four (4) members of the Planning and Zoning Commission shall constitute a
quorum, and no action may be taken if less than four (4) members are present and
voting.
D. Compensation
Members of the Planning and Zoning Commission shall receive no compensation for
service, except that they may be reimbursed for out-of-pocket expenditures made in
connection with the performance of their duties.
E. Compliance with Laws
The Planning and Zoning Commission, and its individual members, shall comply with all
applicable laws relative to public bodies, including disclosure of interests and procedure for
refraining from participation in the case a conflict of interest exists.
F. Status of Prior Bodies
It is the intent of this Code that the Planning and Zoning Commission established under
ordinances adopted prior to the effective date of this Code shall continue and that members
appointed prior to the effective date of this Code shall continue to be members until the
expiration of their terms.
G. Duties and Responsibilities
The Planning and Zoning Commission shall have the following duties and responsibilities:
(1) To act as the Local Planning Agency (LPA) of the City of Ocoee, pursuant to
• Section 163.3174, Florida Statutes, and to prepare on Its own initiative
recommendations for amendments to the Comprehensive Plan of the City of
Ocoee, including text and/or maps, and to forward such amendments to the City
Commission for consideration. No such recommendation shall be made except
after a public hearing held in accordance with State and local requirements.
(2) To review and make recommendations to the City Commission on applications for
amendments to the Comprehensive Plan. No such recommendation shall be made
except after a public hearing held in accordance with State and local requirements.
(3) To prepare on its own initiative recommendations for amendments to this Code,
text and/or maps, and to forward such amendments to the City Commission for
consideration. No such recommendation shall be made except after a public
hearing held in accordance with State and local requirements.
(4) To review and make recommendations to the City Commission on applications for
amendments to this Code, including applications for annexation or change of.
zoning. Pursuant to Section 163.3174(4)(c), Florida Statutes, the Planning and
Zoning Commission shall also have the responsibility to review and make a finding
as to the consistency of the proposed land development regulation with the
adopted Comprehensive Plan and to report such finding to the City Commission.
No such recommendation shall be made except after a public hearing held in
accordance with State and local requirements.
Adopted July 21, 1992 18054
ARTICLE III
(5) To review and make recommendations to the City Commission on applications for
various development approvals or permits as provided within this Code, including,
but not limited to Planned Unit Developments (PUD), special exceptions,
subdivisions, and any other application for which the City Commission requests
a report and/or recommendation. Where a public hearing is required by the
applicable procedural section, no such recommendation shall be made except after
a public hearing held in accordance with State and local requirements.
(6) To act in an advisory capacity to the City Commission on land use and land
development issues and to make such studies and to conduct such investigations
as may be requested from time to time by the City Commission.
(7) To review zoning of newly annexed lands when it represents an increase in intensity
of use or a conflict with the Comprehensive Plan pursuant to requirements of State
law and City ordinance.
§ 3-3 BOARD OF ADJUSTMENT
A. Establishment and Composition
There is hereby established a Board of Adjustment which shall consist of five (5) members
and two (2) alternates appointed by the City Commission.However, no more than one
member and one alternate of the Board of Adjustment may concurrently serve on the
Planning and Zoning Commission and the Board of Adjustment. Also, no member or
alternate of the Board of Adjustment shall be an employee of the City of Ocoee and all
members shall be residents of the City of Ocoee.
B. Terms of Office, Removal and Vacancies
Members of the Board of Adjustment shall serve for overlapping terms of three (3) years.
Not more than a minority of the terms of such members shall expire in any one year.
Members and alternates of the Board of Adjustment shall serve at the pleasure of the City
Commission. Any vacancy occurring during the unexpired terms of office of any member
or alternate shall be filled by the City Commission for the remainder of the term. Such
vacancy shall be filled within thirty (30) days after the vacancy occurs.
C. Officers, Rules and Procedures
(1) The Board of Adjustment shall elect a chairman and a vice-chairman yearly from
among its members. The City shall provide a deputy clerk, who may be an
employee of the City.
(2) Members of the Board of Adjustment shall be appointed for three (3) year terms,
with eligibility for reappointment. The Board of Adjustment shall adopt rules for
. transaction of its business, and shall keep a record of its resolutions, transactions,
findings and determinations,which record shall be a public record. Meetings of the
Board shall be held at the call of the chairman and at such times as the Board may
determine. The chairman, or in his absence the vice chairman, may administer
oaths and compel the attendance of witnesses. All meetings shall be open to the
public.
Adopted July 21, 1992 18055
z. .
fe-eano-Latt-a- aiqlq3
ORDINANCE NO. 89-19
CITY OF OCOEE
AN ORDINANCE OF THE CITY OF OCOEE, ORANGE
COUNTY, FLORIDA, RELATING TO PLANNING
AND ZONING; REPEALING EXISTING SECTION 2
OF CHAPTER II OF APPENDIX A OF THE CODE;
ADOPTING A NEW SECTION 2 OF CHAPTER II OF
APPENDIX A OF THE CODE; RELATING TO THE
COMPOSITION OF PLANNING AND ZONING
COMMISSION, THE APPOINTMENT OF ITS MEMBERS,
THEIR TERMS OF OFFICE; VACANCIES ON THE
PLANNING AND ZONING COMMISSION; COMPENSATION
OF THE PLANNING AND ZONING COMMISSION
MEMBERS; THE NUMBER OF MEMBERS CONSTITUTING
A QUORUM, ELECTION OF A CHAIRMAN AND VICE
CHAIRMAN THEREOF, DESIGNATION OF A CLERK _
THEREOF, DESIGNATION OF THE CLERK AS
CUSTODIAN OF THE PLANNING AND ZONING
COMMISSION RECORDS; RELATING TO FUNCTIONS,
POWERS, AND ' DUTIES OF THE PLANNING AND ZONING
COMMISSION; RELATING TO PROCEDURES OF THE
PLANNING AND ZONING COMMISSION; PROVIDING
FOR SEVERABILITY; PROVIDING AN EFFECTIVE DATE.
BE IT ENACTED BY THE PEOPLE OF THE CITY OF OCOEE, FLORIDA:
SECT 1. The City Commission of the City of Ocoee has the
authority to adopt this Ordinance pursuant to Article VIII of the
Constitution of the State of Florida and Chapters 163 and 166,
Florida Statutes.
SECTION 2 The present Section 2 of Chapter II of Appendix
A of the Code of Ordinances of the City of Ocoee, Florida, is
hereby repealed in its entirety.
SECTION 3. A new Section 2 of Chapter II of Appendix A of
the Code of Ordinances of the City of Ocoee, Florida, is hereby
adopted as follows:
2.1 Organization
The Planning and Zoning Commission (hereinafter referred to as the
"P & Z Commission") shall be organized as follows:
(1) The P & Z Commission shall have seven (7) permanent and
two (2) alternate members appointed by the City Commission.
Members shall be legal residents of the City of Ocoee ' but not
employees of the City.
(2) All appointments to the P & Z Commission will be for a
term of three (3) years.
(3) Appointments will be made on the basis of experience or
interest in the fields of zoning and building control. In
appointing members to the Planning and Zoning Commission, the City
Commission shall make reasonable efforts to include a wide
representation of the community including an architect, an
engineer, a general building contractor, a real estate agent, and
lay persons.
-1-
•
(4) If any permanent or alternate P & Z Commission member
fails to attend three (3) successive regularly scheduled P & Z
Commission meetings, the City Commission, upon recommendation of
the Planning and Zoning Commission, shall be empowered to declare
the member's office vacant and in such case the term of office of
such member shall be automatically terminated without any further
action by the City Commission. In such event the City Commission
shall fill such vacancy within thirty (30) days of its declaration
of the vacancy. Appointment to fill a vacancy on the P & Z
Commission will be for the remainder of the unexpired term of the
vacant office.
(5) The presence of four (4) or more members shall constitute
a quorum of the P & Z Commission. The chairman and vice chairman
shall be entitled to vote. Alternate members shall only be
entitled to make a motion, second a motion, and vote when they are
filling a seat of an absent member. All vacant seats will be
filled by alternates that are present. The senior alternate (by
date of appointment) shall fill any vacancy first. Alternates are
encouraged to take part in all discussions.
(6) Members shall elect a chairman and vice chairman (who will
• be voting members) from the members annually at the first annual
regular meeting. The chairman and vice chairman may be re-
elected to successive terms.
(7) Members shall serve without compensation and at the
pleasure of the City Commission. Members may be reimbursed for
travel, mileage, and per diem expenses as authorized by the City
Commission.
(8) Members shall have the right to formulate, adopt, and
amend their Bylaws by a majority vote of all the regular or
sitting alternate members, upon thirty (30) calendar day notice to
all the members. The P & Z Commission shall conduct its meetings
according to Roberts Rules of Order and its duly adopted Bylaws.
(9) The city manager shall designate a city employee as clerk
for the P & Z Commission. The city manager may designate
additional city employees as deputy clerks as the city manager
deems appropriate to the efficient conduct of the P & Z
Commission's business. Members and the City attorney may not be
designated as clerk or deputy clerk.
(10) The clerk shall be the custodian of the records of the P & Z
Commission, subject to supervision and control of the city clerk.
2.2 Functions, powers, and duties. It shall be the function,
power and duty of the Planning and Zoning Commission:
(1) To acquire and maintain in current form such basic
information as is necessary to an understanding of past trends,
present conditions, and forces at work to cause changes in these
conditions;
(2) To act as the local planning agency for the City of Ocoee
as required by the State Local Government Comprehensive Planning
Act;
(3) To prepare and keep current a comprehensive plan as
required by the Local Government Comprehensive Planning Act,
specifically including all Development Review proposals and
Annexations;
(4) .To establish principles and policies for guiding action
affecting development in the city and its environment;
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(5) To prepare and recommend to the City Commission ordinances,
regulations, and other proposals promoting orderly development
along lines indicated as desirable by the comprehensive plan;
(6) To review both at Preliminary and Final Engineering and
make recommendations to the City Commission on all PUDS,
Residential and Commercial Site Plans exceeding twelve (12)
dwelling units or twenty-five thousand (25,000) square feet;
(7) To determine whether specific proposed developments conform
to the principles and requirements for the comprehensive plan and
to recommend specific actions to the City Commission;
(8) To keep the City Commission and the general public
informed and advised as to these matters;
(9) To conduct such public hearings as may be required to
gather information necessary for the drafting, establishment, and
maintenance of the comprehensive plan and ordinances, codes, and
regulations related to it;
• (10) To review and recommend proposed amendments to this
ordinance and amendments to or adoption of other ordinances or
regulations relating to planning and zoning and land use within
the City of Ocoee;
(11) To review zoning of newly annexed lands (Ordinance No. 777
SS 1, 2, 1-17-84) and make recommendations to the Board of City
Commissioners.
2.3 Time of Meetings, Minutes; Agenda
(1) The Planning and Zoning Commission regular meetings will be
on the second Tuesday of each month at 7:30 p.m. .
(2) The chairman of the P & Z Commission or any member may
request a special meeting by filing a written notice signed by at
least three (3) members of the P & Z Commission. Said notice shall
be filed with the City Clerk and require seventy two (72) hours
notice to all members.
(3) Minutes shall be kept of all meetings and records and
submittals shall be open to the public. The City Commission shall
provide such clerical and administrative personnel as may be
reasonably required by the P & Z Commission to perform its
duties.
(4) Except in cases of extreme emergency, no cases shall be
heard by the P & Z Commission without due notification being given
to the members in the form of an "Agenda" at least seventy two
(72) hours in advance. "Extreme Emergency" or special meetings may
be called at the discretion of the chairman.
(5) No public hearing or site plan review shall be started
after 10:30 p.m. , unless consented to by a majority vote of the
members. The members may elect by a majority vote to reconvene
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its meetings at a later time and date for the purpose of
concluding the uncovered items on the agenda for that specific
meeting.
•
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SECTION 4. If any section, subsection, sentence, clause,
phrase, or portion of this ordinance is for any reason held
invalid or unconstitutional by any court of competent
jurisdiction, such portion shall be deemed a separate, distinct,
and independent provision and such holding shall not affect the
validity of the remaining portion hereto.
SECTION 5. This ordinance shall take effect immediately upon
its final passage and adoption.
CITY OF EE2ORID
Thomas R. Ison, Mayor
Attest:
QiItj
..
Jea Grafton, .ity Clerk
Advertised Angnsr 9 , 1989
Read First Time 4„ipLl,sr 1 1989
Read Second Time and Adopted
4-u6ral7 ,1989
For use and reliance only
by the City of Ocoee.
Approved as to form and
legality, this 154b day
of Au r\)Sr" ,1989
FOLEY & LARDNER, VAN DEN BERG,
GAY, BURKE, WILSON & ARKIN APPROVED BY THE OCOEE CITY
j)c &AO COMMISSION AT A MEETING
Q f,J(`/ HELD ON A-u6ocr 4C ,1989
By: UNDER AGENDA ITEM NO.VIAI
City Attorney
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