TRANSPORTATION IMPACT FEE ANALYSIS (IFA) DRAFT...2019/09/03 · Quality Restaurant 23.48 $8,986.44 $1,309.55 High Turnover/Sit Down Restaurant 31.97 $12,238.80 $1,783.50 Automobile

SEPTEMBER 2019

PREPARED BY: LEWIS YOUNG ROBERTSON & BURNINGHAM, INC.

TRANSPORTATION

IMPACT FEE ANALYSIS (IFA)

SOUTH JORDAN CITY

TRANSPORATION

IMPACT FEE ANALYSIS (IFA)

SOUTH JORDAN CITY

DRAFT

IFA: TRANSPORTATION

SOUTH JORDAN CITY SEPTEMBER 2019

IMPACT FEE ANALYSIS CERTIFICATION IFA Certification LYRB certifies that the attached impact fee analysis prepared for transportation facilities:

1. includes only the costs of public facilities that are: a. allowed under the Impact Fees Act; and b. actually incurred; or c. projected to be incurred or encumbered within six years after the day on which each impact fee is paid;

2. does not include: a. costs of operation and maintenance of public facilities; b. costs for qualifying public facilities that will raise the level of service for the facilities, through impact fees, above the level

of service that is supported by existing residents; c. an expense for overhead, unless the expense is calculated pursuant to a methodology that is consistent with generally

accepted cost accounting practices and the methodological standards set forth by the federal Office of Management and Budget for federal grant reimbursement;

3. offsets costs with grants or other alternate sources of payment; and, 4. complies in each and every relevant respect with the Impact Fees Act.

LYRB makes this certification with the following caveats:

1. All of the recommendations for implementations of the Impact Fee Facilities Plan (IFFP) made in the IFFP documents or in the Impact Fee Analysis documents are followed by Agency Staff and elected officials.

2. If all or a portion of the IFFP or IFA are modified or amended, this certification is no longer valid. 3. All information provided to LYRB is assumed to be correct, complete, and accurate. This includes information provided by the City as

well as outside sources. LEWIS YOUNG ROBERTSON & BURNINGHAM, INC.

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TABLE OF CONTENTS

SECTION I: EXECUTIVE SUMMARY ........................................................................................................... 4

SECTION II: GENERAL IMPACT FEE METHODOLOGY ............................................................................ 6

SECTION III: OVERVIEW OF SERVICE AREA AND DEMAND ANALYSIS ............................................... 7 SERVICE AREA .......................................................................................................................................................... 7 DEMAND UNITS .......................................................................................................................................................... 7 LEVEL OF SERVICE STANDARDS ................................................................................................................................. 8

SECTION IV: EXISTING FACILTIES INVENTORY .................................................................................... 10 GENERAL SYSTEM EXCESS CAPACITY ...................................................................................................................... 10 VALUATION OF EXCESS CAPACITY ............................................................................................................................ 14 FUNDING MECHANISM OF EXISTING FACILITIES .......................................................................................................... 14

SECTION V: CAPITAL FACILITY ANALYSIS ............................................................................................ 15 CAPACITY OF FUTURE FACILITIES ............................................................................................................................. 15 SYSTEM VS. PROJECT IMPROVEMENTS ..................................................................................................................... 16

SECTION VI: PROPORTIONATE SHARE ANALYSIS .............................................................................. 17 IMPACT FEE CALCULATION ....................................................................................................................................... 17 EXPENDITURE OF IMPACT FEES ................................................................................................................................ 18 PROPOSED CREDITS OWED TO DEVELOPMENT ......................................................................................................... 18 SUMMARY OF TIME PRICE DIFFERENTIAL .................................................................................................................. 18

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SECTION I: EXECUTIVE SUMMARY The purpose of the Transportation Impact Fee Analysis (“IFA”) is to fulfill the requirements established in Utah Code Title 11 Chapter 36a, the “Impact Fees Act”, and assist South Jordan City (the “City”) to plan, finance and construct necessary capital improvements related to its municipal transportation system in order to meet the service demands created by development activity. Information from the 2019 South Jordan Impact Fee Facilities Plan (“IFFP”) is used in this analysis.

Service Area: For purposes of the City’s transportation system, the service area will include the Daybreak (“DB”) Area and the South Jordan Proper (“SJP”) Area, which includes all land outside of Daybreak but within South Jordan City municipal boundaries.

Demand Analysis: The demand units utilized in this analysis are based on undeveloped residential and non-residential land and the new trips generated from these land-use types as development takes place. The transportation capital improvements identified in this study are based on maintaining the existing and established level of service as defined by the City and this document.

Level of Service (LOS): LOS C or D is generally considered acceptable for rural or urbanized areas, whereas LOS E and F are

considered above capacity or failure without modification or adjustment. For this analysis a LOS D is the maximum acceptable delay/congestion for both roadways and intersections.

Existing Facilities and Excess Capacity: Excess roadway capacity or a buy-in component has been considered for each Service

Area. It is anticipated that new development will utilize approximately 11.1 percent of the capacity on existing roadways in the IFFP planning horizon. The value of the existing system, less developer contributions and non-system roadways is approximately $34 million.

Capital Facility Analysis: The IFFP identifies public facilities that will allow the City to maintain the current level of service enjoyed

by existing residents and development into the future. Approximately $2.254 million of growth-related infrastructure is included related to the SJP Service Area and $2.324 million for the DB Service Area.

Impact Fee Methodology: Impact fees can be calculated using planned capital costs specified for future development, defined as a

Plan Based Analysis. The improvements are identified in the Impact fee Facilities Plan (“IFFP”), Capital Facilities Plan (“CFP”) or Capital Improvement Plan (“CIP”) as growth related projects. The total project costs are divided by the total demand units that the capital facilities are designed to serve. Under this methodology, it is important to identify the existing level of service and determine any excess capacity in existing facilities that could serve new growth.

TRANSPORTATION IMPACT FEES The applicable buy-in component and new facility costs are identified in Table 1.1. The total cost of existing and future facilities utilized by new development is applied to the total future trips served. This results in a cost per trip of $382.81 in the SJP Service Area and $55.78 in the DB Service Area. TABLE 1.1: IMPACT FEE PER TRIP

TOTAL QUALIFIED

COST % TO NEW

GROWTH COST TO NEW

GROWTH TRIPS

COST PER

TRIP

South Jordan Proper Service Area

Existing Facilities $33,954,091 11.1% $3,777,433 62,867 $60.09

Outstanding Debt (Interest on Bonds) $1,605,900 11.1% $178,658 62,867 $2.84

Future Facilities (IFFP Planning Horizon) $2,254,008 100.0% $2,254,008 7,050 $319.72

Professional Expense $10,080 100.0% $10,080 62,867 $0.16

South Jordan Service Area Impact Fee $6,220,179 $382.81

Daybreak Service Area





Daybreak Service Area Impact Fee $6,290,995 $104.74

Accounting Credit for SJ Traffic on DB Roads ($2,732,503) 100.0% ($2,732,503) 55,817 ($48.95)

Daybreak Net Cost Per Trip $55.78

The cost per trip is then applied to the trip statistics for each type of land use, as shown below in order to derive the impact fee for various types of land uses.

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TABLE 1.2: RECOMMENDED IMPACT FEES

LAND USE CATEGORY TRIPS SOUTH JORDAN PROPER DAYBREAK ADJUSTED FEE

Residential (per unit)

Single Family Residential (Unit) 4.72 $1,806.84 $263.30

Apartment (Unit) 3.66 $1,401.07 $204.17

Condo/Townhouse (Unit) 2.23 $851.74 $124.12

Senior Adult Housing-Detached (Unit) 2.14 $817.29 $119.10

Senior Adult Housing-Attached (Occ. Unit) 1.72 $658.43 $95.95

Assisted Living (Beds) 1.30 $497.65 $72.52

Hotel (Rooms) 4.18 $1,600.13 $233.18

Non-Residential (per 1,000 Square Feet)

Light Industrial 2.48 $949.36 $138.35

Industrial Park 1.69 $645.03 $94.00

Mini Warehouse 0.76 $289.02 $42.12

Elementary School 9.76 $3,736.18 $544.46

Middle/Jr. High School 10.09 $3,860.60 $562.59

High School 7.04 $2,693.04 $392.44

Daycare Center 23.81 $9,114.60 $1,328.23

Nursing Home 3.32 $1,270.92 $185.20

Clinic 19.08 $7,303.93 $1,064.37

Church 3.48 $1,330.25 $193.85

General Office 4.87 $1,864.26 $271.67

Medical Dental Office 17.40 $6,660.82 $970.65

Free-Standing Discount Store 25.35 $9,704.13 $1,414.14

Hardware/Paint Store 3.38 $1,294.57 $188.65

Shopping Center/General Commercial 12.46 $4,768.80 $694.93

New Car Sales 13.53 $5,179.36 $754.76

Tire Store 14.26 $5,458.81 $795.49

Supermarket 34.17 $13,080.32 $1,906.13

Discount Club 13.17 $5,040.40 $734.51

Home Improvement Superstore 8.91 $3,412.56 $497.30

Department Store 11.44 $4,379.30 $638.17

Pharmacy/Drugstore w/ Drive Thru 27.84 $10,655.70 $1,552.80

Drive-In Bank 32.51 $12,444.92 $1,813.54

Quality Restaurant 23.48 $8,986.44 $1,309.55

High Turnover/Sit Down Restaurant 31.97 $12,238.80 $1,783.50

Automobile Care Center 1.13 $430.66 $62.76

NON-STANDARD IMPACT FEES The proposed fees are based upon projected trip ends generated by land uses within the City. The City reserves the right under the Impact Fees Act to assess an adjusted fee that more closely matches the true impact that the land use will have upon public facilities.1 This adjustment could result in a lower impact fee if the City determines that a particular user may create a different impact than what is standard for its land use. To determine the impact fee for a non-standard use, the City should use the following formula:

EXPENDITURE OF IMPACT FEES Legislation requires that impact fees should be spent or encumbered within six years after each impact fee is paid. Impact fees collected in the next five to six years should be spent only on those projects as set forth in this analysis. The legislative definition of “encumber" means a pledge to retire a debt or an allocation to a current purchase order or contract.2

1 11-36a-402(1)(c)

2 11-36a-102(6)

Total Trips (per Specified Land Use) * Applicable Adjustment Factors * Cost per Trip ($382.81 or $55.78)

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IFA: TRANSPORTATION


SECTION II: GENERAL IMPACT FEE METHODOLOGY The purpose of this study is to fulfill the requirements of the Impact Fees Act regarding the establishment of an IFFP and IFA. The IFFP is designed to identify the demands placed upon existing facilities by future development and evaluate how these demands will be met. The IFFP is also intended to outline the improvements which are intended to be funded by impact fees. The IFA is designed to proportionately allocate the cost of the new facilities and any excess capacity to new development, while ensuring that all methods of financing are considered. Each component must consider the historic level of service provided to existing development and ensure that impact fees are not used to raise that level of service. The following elements are important considerations when completing an IFFP and IFA.

DEMAND ANALYSIS The demand analysis serves as the foundation for the IFFP. This element focuses on a specific demand unit related to each public service – the existing demand on public facilities and the future demand as a result of new development that will impact public facilities.

LEVEL OF SERVICE ANALYSIS The demand placed upon existing public facilities by existing development is known as the existing “Level of Service” (“LOS”). Through the inventory of existing facilities, combined with the growth assumptions, this analysis identifies the level of service which is provided to a community’s existing residents and ensures that future facilities maintain these standards. Any excess capacity identified within existing facilities can be apportioned to new development. Any demand generated from new development that overburdens the existing system beyond the existing capacity justifies the construction of new facilities.

EXISTING FACILITY INVENTORY In order to quantify the demands placed upon existing public facilities by new development activity, to the extent possible, the Impact Fee Facilities Plan provides an inventory of the existing system facilities. The inventory valuation should include the original construction cost and estimated useful life of each facility. The inventory of existing facilities is important to properly determine the excess capacity of existing facilities and the utilization of excess capacity by new development.

FUTURE CAPITAL FACILITIES ANALYSIS The demand analysis, existing facility inventory, and LOS analysis allow for the development of a list of capital projects necessary to serve new growth and to maintain the existing system. This list includes any excess capacity of existing facilities as well as future system improvements necessary to maintain the level of service. Any demand generated from new development that overburdens the existing system beyond the existing capacity justifies the construction of new facilities.

FINANCING STRATEGY This analysis must also include a consideration of all revenue sources, including impact fees, future debt costs, alternative funding sources, and the dedication of system improvements, which may be used to finance system improvements.3 In conjunction with this revenue analysis, there must be a determination that impact fees are necessary to achieve an equitable allocation of the costs of the new facilities between the new and existing users.4

PROPORTIONATE SHARE ANALYSIS The written impact fee analysis is required under the Impact Fees Act and must identify the impacts placed on the facilities by development activity and how these impacts are reasonably related to the new development. The written impact fee analysis must include a proportionate share analysis, clearly detailing each cost component and the methodology used to calculate each impact fee. A local political subdivision or private entity may only impose impact fees on development activities when its plan for financing system improvements establishes that impact fees are necessary to achieve an equitable allocation to the costs borne in the past and to be borne in the future (UCA 11-36a-302).

3 11-36a-302(2) 4 11-36a-302(3)

FIGURE 2.1: IMPACT FEE METHODOLOGY

DEMAND ANALYSIS

LOS ANALYSIS

EXISTING FACILITIES

ANALYSIS

FUTURE FACILITIES

ANALYSIS

FINANCING STRATEGY

PROPORTIONATE SHARE ANALYSIS

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IFA: TRANSPORTATION


SECTION III: OVERVIEW OF SERVICE AREA AND DEMAND ANALYSIS The demand analysis serves as the foundation for the Impact Fee Analysis (“IFA”). This element focuses on a specific demand unit related to each public service – the existing demand on public facilities and the future demand as a result of new development that will impact public facilities.

SERVICE AREA Utah Code requires the impact fee enactment to establish one or more service areas within which impact fees will be imposed.5 A service area is a geographic area designed by the City on the basis of sound planning and engineering principles in which a defined set of public facilities are provided. The service area for purposes of the City’s transportation impact fees will include the Daybreak Area (“DB”) and the South Jordan Proper Area (“SJP”), which includes all land outside of Daybreak but within South Jordan City municipal boundaries. Image 3.1 provides a visual representation of the service areas. IMAGE 3.1: MAP OF IFA SERVICE AREAS

Map courtesy of South Jordan GIS Department.

DEMAND UNITS For purposes of the City’s transportation impact fees, demand is measured in terms of trip generation related to undeveloped residential and commercial land use types. Based on projected growth in demand within the service area, public facilities are needed to meet the additional demands created on the City’s existing roadway system and maintain the level of service. The impact fees calculated in this document are based upon the projected growth in trip generation which is used as a means to quantify the impact that future users will have upon the City’s system. The trip generation or demand unit used in the calculation of the transportation impact fee is based upon each land use category’s impact and road usage characteristics expressed in the number of trips generated. The existing and future trip statistics used in this analysis were prepared by the Hales Engineering in the Impact Fee Facilities Plan (“IFFP”). This data was also used to establish proportionality between the DB and SJP Service Areas. To determine the proportionate impact from each land use type, the existing trips are allocated to the different land use types based on trip statistics as presented in the Institute of Traffic Engineers (“ITE”) Trip Generation Manual, 10th Edition. Appropriate adjustment factors are applied to remove pass-by traffic. The adjusted trips are detailed in Table 3.1. TABLE 3.1: EXISTING TRIP ENDS BY TYPE

LAND USE ITE

CODES PER

AADT

(WEEKDAY)

PM PEAK

(ADJACENT 4-6PM)

PASS-BY

ADJUSTMENT ENTERING/EXITING

ADJUSTED

TRIPS

Single Family Residential 210 Unit 9.44 0.99 0% 0.50 4.72

Multifamily Low Rise 220 Unit 7.32 0.56 0% 0.50 3.66

Multifamily High Rise 222 Unit 4.45 0.36 0% 0.50 2.23

Senior Adult Housing-Detached 251 Unit 4.27 0.30 0% 0.50 2.14

Senior Adult Housing-Attached 252 Occ. Unit 3.44 0.23 0% 0.50 1.72

Assisted Living 254 Beds 2.60 0.26 0% 0.50 1.30

Hotel 310 Rooms 8.36 0.60 0% 0.50 4.18

Light Industrial 110 KSF 4.96 0.63 0% 0.50 2.48

5 11-36a-402(a)

Daybreak

Service Area

South Jordan Proper

Service Area

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LAND USE ITE

CODES PER

AADT

(WEEKDAY)

PM PEAK

(ADJACENT 4-6PM)

PASS-BY

ADJUSTMENT ENTERING/EXITING

ADJUSTED

TRIPS

Industrial Park 130 KSF 3.37 0.40 0% 0.50 1.69

Mini Warehouse 151 KSF 1.51 0.17 0% 0.50 0.76

Elementary School 520 KSF 19.52 1.37 0% 0.50 9.76

Middle/Jr. High School 522 KSF 20.17 1.19 0% 0.50 10.09

High School 530 KSF 14.07 0.97 0% 0.50 7.04

Daycare Center 565 KSF 47.62 11.12 0% 0.50 23.81

Nursing Home 620 KSF 6.64 0.59 0% 0.50 3.32

Clinic 630 KSF 38.16 3.28 0% 0.50 19.08

Church 560 KSF 6.95 0.49 0% 0.50 3.48

General Office 710 KSF 9.74 1.15 0% 0.50 4.87

Medical Dental Office 720 KSF 34.80 3.46 0% 0.50 17.40

Free-Standing Discount Store 813 KSF 50.70 4.33 0% 0.50 25.35

Hardware/Paint Store 816 KSF 9.14 2.68 26% 0.50 3.38

Shopping Center/General Commercial 820 KSF 37.75 3.81 34% 0.50 12.46

New Car Sales 841 KSF 27.06 3.75 0% 0.50 13.53

Tire Store 848 KSF 28.52 3.98 0% 0.50 14.26

Supermarket 850 KSF 106.78 9.24 36% 0.50 34.17

Discount Club 857 KSF 41.80 4.18 37% 0.50 13.17

Home Improvement Superstore 862 KSF 30.74 2.33 42% 0.50 8.91

Department Store 875 KSF 22.88 1.95 0% 0.50 11.44

Pharmacy/Drugstore w/ Drive Thru 881 KSF 109.16 10.29 49% 0.50 27.84

Drive-In Bank 912 KSF 100.03 20.45 35% 0.50 32.51

Quality Restaurant 931 KSF 83.84 7.80 44% 0.50 23.48

High Turnover/Sit Down Restaurant 932 KSF 112.18 9.77 43% 0.50 31.97

Automobile Care Center 942 KSF 2.25 3.11 0% 0.50 1.13

Based on the 2019 Traffic Area Zone (“TAZ”) data for the Wasatch Front, the SJP Service area includes 15,837 households. The DB Service Area includes an additional 6,326 households for a total of 22,163 households citywide. Through the planning horizon of 2024, the SJP Service Area is expected to grow by 2,440 households and the DB Service Area is projected to grow by 4,957 households. Through the planning horizon of 2024, an additional 7,397 households are projected across the City for a total of 29,560 households as shown in Table 3.2. TABLE 3.2: EXISTING AND PROJECTED HOUSEHOLDS, POPULATION AND EMPLOYMENT

2019 HH POP EMP 2024 HH POP EMP 2019-2024 HH POP EMP

East SJ 15,837 50,575 23,794 East SJ 18,277 55,069 25,488 East SJ 2,440 4,494 1,694

Daybreak 6,326 16,143 2,818 Daybreak 11,283 30,999 6,208 Daybreak 4,957 14,856 3,390

Total 22,163 66,718 26,612 Total 29,560 86,068 31,696 Total 7,397 19,350 5,084

The City currently has 12 million square feet of non-residential buildings. As of 2019, the City’s total employment was 26,612. The total employees per square feet of non-residential land is 474. Based on the TAZ data, and additional 5,084 employees are projected through 2024 which translates into an additional 2.4 million square feet of non-residential construction through the planning horizon as shown in Table 3.3.

An additional 62,867 trips are forecasted through 2024. Table 3.4 identifies the new trips generated through the planning horizon. It is important to forecast the growth in each service area to properly allocate the study costs to the demand that will be served.

LEVEL OF SERVICE STANDARDS The demand placed upon existing public facilities by existing development is known as the existing “Level of Service” (“LOS”). Through the inventory of existing facilities, combined with the growth assumptions, the IFFP identifies the level of service which is provided to a community’s existing residents and ensures that future facilities maintain these standards. In addition, the IFFP illustrates excess capacity within existing facilities and the utilization of excess capacity by new development. Any demand generated from new development that overburdens the existing system beyond the existing capacity justifies the construction of new facilities. Roadway operations are typically rated based on level of service standard, described as the traffic operations of an intersection and/or roadway

TABLE 3.3: PROJECTED NON-RESIDENTIAL SF

Non-Residential SF 12,617,384

Total 2019 Employment 26,612

SF per Employee 474

New Employees 5,084

New SF 2,410,559

TABLE 3.4: FUTURE TRIP ENDS BY TYPE (PROJECTED THROUGH PLANNING HORIZON)

SERVICE AREA PROJECTED TRIPS

South Jordan Proper (SJP) 7,050

Daybreak (DB) 55,817

Total 62,867

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based on congestion and delay. The LOS is generally defined in ranges from LOS A (almost no congestion or delay) to LOS F (traffic demand is above capacity and the intersections experience long queues and delays). LOS C or D is generally considered acceptable for rural or urbanized areas, whereas LOS E and F are considered above capacity or failure without modification or adjustment. TABLE 3.5: LOS DEFINITION (ROADWAY SEGMENT MAXIMUM CAPACITIES (LOS D))

FUNCTIONAL CLASSIFICATION NUMBER OF LANES LOS D CAPACITY (VEHICLES PER DAY)

Minor Collector 2 10,625

Minor/Major Collector 3 13,940

Major Collector / Arterial 5 29,325

Arterial 7 44,030

Expressway (Bangerter) 6 45,475

See IFFP p.2-3

The Impact Fees Act allows local political subdivisions to charge impact fees for roadway facilities as long as a reasonable relationship exists between the fees imposed on development and the needs generated by new development activity. For this analysis a LOS D is the maximum acceptable delay/congestion for both roadways and intersections. For those road segments that experience a reduced level of service as a result of new growth activity, impact fees are an applicable method of financing additional capital improvements. In addition, in areas where new roadways need to be constructed (due to new development), the capital costs of these projects can also be applied to impact fees. For the road segments that do not experience a reduced level of service as a result of future growth, the capital costs are not included in the impact fee analysis. Under this methodology the consultants isolated those projects that are directly necessitated by new development activity and thus, are appropriately funded through impact fees. It is important to note that capital improvement costs are not included in the computation of impact fees for roadways that maintain the level of service despite growth and road segments that will be funded by developers or other agencies are not included in the computation of impact fees.

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SECTION IV: EXISTING FACILTIES INVENTORY In order to quantify the demands placed upon existing public facilities by new development activity, the Impact Fee Facilities Plan provides an inventory of the City’s existing facilities. To the extent possible, the inventory valuation should consist of the following information:

Original construction cost of each existing system improvement; Estimated date of completion of each future system improvement; Estimated useful life of each system improvement; and, Remaining useful life of each existing system improvement.

The City’s existing roadway facilities are valued at $141 million excluding land, buildings, equipment and other improvements. With a land value of $44.73 million and other improvements valued at $44.70 million, the total existing facility cost is $230 million. The inventory of existing facilities is important to properly determine the excess capacity of existing facilities and the utilization of excess capacity by new development. Table 4.1 illustrates the process for evaluating existing facilities. According to Utah Department of Transportation, there is a total of 263.69 road miles in South Jordan City. This produces and average cost per land mile of $875,635. Multiplying the average cost per mile by the linear feet of roadways in each service area, produces the buy-in values shown in Table 4.2. A value of $33,954,091 is included in this analysis as eligible buy-in value. TABLE 4.1: COST PER LANE MILE

CITY PAVED

SURFACE GRAVEL

SURFACE DIRT SURFACE

TOTAL ACTUAL

MILES TRANSPORTATION

COSTS COST PER MILE

South Jordan 263.69 0.0 0.0 263.69 $230,896,311 $875,635

The SJP Service Area includes 149,735 linear feet of road which equates to 28.36 miles. The DB Service Area includes 55,005 linear feet of road which equates to 10.42 miles. Based on the cost per lane mile of $875,635, the total qualified cost attributed to the IFFP is $33.95 million. TABLE 4.2: COST TO IFA

SJP LINEAR FEET MILES COST TO IFA

SJP Service Area 149,735 28.36 $24,832,059

DB Service Area 55,005 10.42 $9,122,032

Total $33,954,091

GENERAL SYSTEM EXCESS CAPACITY Transportation impact fees are justified when average daily trips (ADTs) are added to system-wide roadways that exceed the existing capacity or when new system-wide roadways are needed to meet the demands of new development activity. Table 4.1 below shows the existing roadways, many of which have sufficient capacity to handle new growth. This inventory represents only system improvements which are relevant to the purposes of impact fees. Additionally, only capacity at a level of service D or better was included in the calculations to attribute buy-in for new growth. TABLE 4.3: 2024 LOS D CAPACITY BY LANE

LANES CAPACITY LOS D CAPACITY

7 51,800 44,030

5 34,500 29,325

3 16,400 13,940

2 12,500 10,625

The capacity analysis assumes at a LOS of D or better the volume of trips is 75 to 85 percent of capacity. Table 4.3 includes the ADT capacity by lane count and the 85 percent capacity for a LOS of D or better in 2024. The 2024 ADTs are compared against the current ADTs to determine the number of new ADTs within the planning horizon. In 2024, a total of 2,409,835 ADTs are anticipated across the City’s existing roads. The total number of new ADTs as from 2019 to 2024 is 268,097. Thus, the average existing capacity used by new demand through 2024 is 11.1 percent.

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SOUTH JORDAN CITY AUGUST 2019

TABLE 4.4: CITY EXISTING ROADWAY FACILITIES INVENTORY

STREET NAME EXISTING / FUTURE

ROAD FROM TO CURRENT

2024

ADT 2024

LANES 2024

CAPACITY LOS

CAPACITY

% OF

TOTAL

CAPACITY

% PASS

THROUGH NEW

ADT

% ATTRIBUTED TO

NEW GROWTH

(CITY ONLY)

Jordan Gateway Existing 11400 South South Jordan Pkwy 15,000 16,100 5 34,500 29,325 1.1% 5.0% 1,045 3.6%

Jordan Gateway Existing South Jordan Pkwy 9800 South 16,000 18,700 5 34,500 29,325 1.1% 5.0% 2,565 8.7%

Jordan Gateway Existing 9800 South North City Limits 14,000 16,200 5 34,500 29,325 1.1% 5.0% 2,090 7.1%

River Front Pkwy Existing 11400 South Midas Pond Rd 10,000 11,000 2 12,500 10,625 0.4% 44.0% 560 5.9%

River Front Pkwy Existing Midas Pond Rd South Jordan Pkwy 10,500 11,200 5 34,500 29,325 1.1% 44.0% 392 1.3%

1000 West Existing South Jordan Pkwy 9800 South 2,000 2,400 2 12,500 10,625 0.4% 1.0% 396 3.7%

1300 West Existing South City Limits 11400 South 9,000 9,400 3 16,400 13,940 0.5% 9.0% 364 2.6%

1300 West Existing 11400 South Midas Pond Rd 9,500 10,500 3 16,400 13,940 0.5% 9.0% 910 6.5%

1300 West Existing Midas Pond Rd South Jordan Pkwy 9,500 10,800 3 16,400 13,940 0.5% 9.0% 1,183 8.5%

1300 West Existing South Jordan Pkwy 9800 South 10,800 11,900 3 16,400 13,940 0.5% 9.0% 1,001 7.2%

1300 West Existing 9800 South North City Limits 12,200 12,500 3 16,400 13,940 0.5% 9.0% 273 2.0%

Redwood Road (SR-68) Existing 11800 South 11400 South 26,000 29,600 5 34,500 29,325 1.1% 40.0% 2,160 11.3%

Redwood Road (SR-68) Existing 11400 South South Jordan Pkwy 26,000 29,100 5 34,500 29,325 1.1% 40.0% 1,860 6.3%

Redwood Road (SR-68) Existing South Jordan Pkwy 9800 South 28,000 34,800 5 34,500 29,325 1.1% 40.0% 4,080 4.5%

Redwood Road (SR-68) Existing 9800 South North City Limits 29,000 36,800 5 34,500 29,325 1.1% 40.0% 4,680 1.1%

2200 West Existing 11400 South South Jordan Pkwy 4,000 5,000 3 16,400 13,940 0.5% 1.0% 990 7.1%



2700 West Existing 11800 South 11400 South 7,900 8,100 3 16,400 13,940 0.5% 4.0% 192 1.4%

2700 West Existing 11400 South South Jordan Pkwy 7,600 8,000 3 16,400 13,940 0.5% 4.0% 384 2.8%




3200 West Existing 11400 South South Jordan Pkwy 5,000 6,800 3 16,400 13,940 0.5% 8.0% 1,656 11.9%

3200 West Existing South Jordan Pkwy 9800 South 6,600 6,400 2 12,500 10,625 0.4% 8.0% -184 -1.7%

3200 West Existing 9800 South North City Limits 7,900 7,800 2 12,500 10,625 0.4% 8.0% -92 -0.9%


Bangerter Highway Existing 11800 South 11400 South 43,000 53,100 6 53,500 45,475 1.8% 85.0% 1,515 5.4%

Bangerter Highway Existing 11400 South South Jordan Pkwy 50,000 56,800 6 53,500 45,475 1.8% 85.0% 1,020 0.0%

Bangerter Highway Existing South Jordan Pkwy 9800 South 52,000 57,900 6 53,500 45,475 1.8% 85.0% 885 0.0%

Bangerter Highway Existing 9800 South North City Limits 57,000 63,400 6 53,500 45,475 1.8% 85.0% 960 0.0%


4000 West Existing 11400 South South Jordan Pkwy 11,100 13,000 3 16,400 13,940 0.5% 3.0% 1,843 13.2%

4000 West Existing South Jordan Pkwy 10200 South 9,800 11,500 3 16,400 13,940 0.5% 3.0% 1,649 11.8%

4000 West Existing 10200 South 9800 South 10,700 14,200 3 16,400 13,940 0.5% 3.0% 3,395 23.2%

4000 West Existing 9800 South North City Limits 11,300 13,000 3 16,400 13,940 0.5% 3.0% 1,649 11.8%

Oquirrh Lake Rd Existing Daybreak Pkwy South Jordan Pkwy 2,100 3,600 2 12,500 10,625 0.4% 1.0% 1,485 14.0%

Oquirrh Lake Rd Existing South Jordan Pkwy 10200 South 2,100 2,200 2 12,500 10,625 0.4% 1.0% 99 0.9%

4800 West Existing Kestrel Rise Rd South Jordan Pkwy 2,900 3,400 2 12,500 10,625 0.4% 2.0% 490 4.6%


4800 West Existing 10200 South North City Limits 3,800 5,200 3 16,400 13,940 0.5% 2.0% 1,372 9.8%

Kestrel Rise Rd Existing 11800 South Daybreak Pkwy 1,600 3,700 2 12,500 10,625 0.4% 0.0% 2,100 19.8%

Kestrel Rise Rd Existing Daybreak Pkwy Lake Ave 3,500 6,100 2 12,500 10,625 0.4% 0.0% 2,600 24.5%

Kestrel Rise Rd Existing Lake Ave South Jordan Pkwy 2,700 6,700 2 12,500 10,625 0.4% 0.0% 4,000 37.6%

DRAFT

IFA: TRANSPORTATION




2024

ADT 2024

LANES 2024

CAPACITY LOS

CAPACITY

% OF

TOTAL

CAPACITY

% PASS

THROUGH NEW

ADT

% ATTRIBUTED TO

NEW GROWTH

(CITY ONLY)

Kestrel Rise Rd Existing South Jordan Pkwy 10200 South 2,600 9,900 2 12,500 10,625 0.4% 0.0% 7,300 68.7%

Lake Run Rd Existing Daybreak Pkwy Lake Ave 1,500 1,800 2 12,500 10,625 0.4% 0.0% 300 2.8%

Grandville Ave Existing 11800 South Daybreak Pkwy 900 1,000 2 12,500 10,625 0.4% 0.0% 100 0.9%

Grandville Ave Existing Daybreak Pkwy Lake Ave 1,500 2,200 2 12,500 10,625 0.4% 0.0% 700 6.6%

Grandville Ave Future Lake Ave South Jordan Pkwy 0 2,300 2 12,500 10,625 0.4% 0.0% 2,300 21.6%

MVC Existing 11800 South Daybreak Pkwy 35,000 41,000 4 45,000 38,250 1.5% 75.0% 1,500 8.5%

MVC Existing Daybreak Pkwy Lake Ave 35,000 40,000 4 45,000 38,250 1.5% 75.0% 1,250 8.5%

MVC Existing Lake Ave South Jordan Pkwy 35,000 39,000 4 45,000 38,250 1.5% 75.0% 1,000 8.5%

MVC Existing South Jordan Pkwy 10200 South 35,000 41,000 4 45,000 38,250 1.5% 75.0% 1,500 8.5%

MVC Existing 10200 South North City Limits 35,000 42,000 4 45,000 38,250 1.5% 75.0% 1,750 8.5%

6000 West Existing 11800 South Lake Ave 2,500 5,200 2 12,500 10,625 0.4% 1.0% 2,673 25.2%

6000 West Future Lake Ave South Jordan Pkwy 0 8,300 2 12,500 10,625 0.4% 1.0% 8,217 77.3%

Prosperity Rd Future 11800 South Lake Ave 0 9,800 2 12,500 10,625 0.4% 66.0% 3,332 31.4%

Prosperity Rd Future Lake Ave South Jordan Pkwy 0 12,200 2 12,500 10,625 0.4% 66.0% 4,148 100.0%

Prosperity Rd Future South Jordan Pkwy 10200 South 0 9,500 2 12,500 10,625 0.4% 66.0% 3,230 30.4%

Prosperity Rd Future 10200 South Old Bingham Hwy 0 10,600 2 12,500 10,625 0.4% 66.0% 3,604 33.9%

Bingham Rim Rd Future 11800 South Lake Ave 0 3,900 2 12,500 10,625 0.4% 1.0% 3,861 36.3%

Bingham Rim Rd Future Lake Ave South Jordan Pkwy 0 5,400 2 12,500 10,625 0.4% 1.0% 5,346 50.3%

Bingham Rim Rd Future South Jordan Pkwy Prosperity Rd 0 10,500 2 12,500 10,625 0.4% 1.0% 10,395 97.8%

Bingham Rim Rd Future Prosperity Rd MVC 0 6,200 2 12,500 10,625 0.4% 1.0% 6,138 57.8%

U-111 Existing 11800 South South Jordan Pkwy 6,000 11,500 2 12,500 10,625 0.4% 77.0% 1,265 43.5%

U-111 Existing South Jordan Pkwy Old Bingham Hwy 6,000 12,000 2 12,500 10,625 0.4% 87.0% 780 43.5%

9800 South Existing 4000 West Bangerter Hwy 8,200 10,500 3 16,400 13,940 0.5% 5.0% 2,185 15.7%

9800 South Existing Bangerter Hwy 3200 West 7,600 10,900 3 16,400 13,940 0.5% 5.0% 3,135 22.5%

9800 South Existing 3200 West 2700 West 8,400 10,100 3 16,400 13,940 0.5% 5.0% 1,615 11.6%


9800 South Existing 2200 West Redwood Rd 8,100 9,700 3 16,400 13,940 0.5% 5.0% 1,520 10.9%

9800 South Existing Redwood Rd 1300 West 6,800 10,200 3 16,400 13,940 0.5% 5.0% 3,230 23.2%


9800 South Existing 1000 West Jordan Gateway 9,700 12,500 3 16,400 13,940 0.5% 5.0% 2,660 19.1%

9800 South Existing Jordan Gateway East City Limits 12,000 14,500 5 34,500 29,325 1.1% 5.0% 2,375 8.1%

10200 South Future MVC Kestrel Rise Rd 0 7,500 2 12,500 10,625 0.4% 1.0% 7,425 69.9%

10200 South Existing Kestrel Rise Rd 4800 West 3,700 2,500 2 12,500 10,625 0.4% 1.0% -1,188 -11.2%

10200 South Existing 4800 West Oquirrh Lake Rd 3,700 5,500 2 12,500 10,625 0.4% 1.0% 1,782 16.8%

10200 South Existing Oquirrh Lake Rd 4000 West 3,700 6,300 2 12,500 10,625 0.4% 1.0% 2,574 24.2%

Old Bingham Hwy Existing U-111 Prosperity Rd 2,500 7,800 2 12,500 10,625 0.4% 50.0% 2,650 24.9%

Old Bingham Hwy Existing Prosperity Rd MVC 2,500 18,000 2 12,500 10,625 0.4% 50.0% 7,750 76.5%

South Jordan Parkway Future U-111 Bingham Rim Rd 0 17,000 2 12,500 10,625 0.4% 61.0% 6,630 100.0%

South Jordan Parkway Future Bingham Rim Rd Prosperity Rd 0 12,500 2 12,500 10,625 0.4% 61.0% 4,875 100.0%

South Jordan Parkway Future Prosperity Rd 6000 West 0 13,400 2 12,500 10,625 0.4% 61.0% 5,226 100.0%

South Jordan Parkway Future 6000 West MVC 0 19,100 2 12,500 10,625 0.4% 61.0% 7,449 100.0%

South Jordan Parkway Existing MVC Kestrel Rise Rd 4,700 12,400 5 34,500 29,325 1.1% 13.0% 6,699 22.8%

South Jordan Parkway Existing Kestrel Rise Rd 4800 West 5,300 15,800 5 34,500 29,325 1.1% 13.0% 9,135 31.2%

South Jordan Parkway Existing 4800 West Oquirrh Lake Rd 9,000 18,900 5 34,500 29,325 1.1% 13.0% 8,613 29.4%

South Jordan Parkway Existing Oquirrh Lake Rd 4000 West 9,000 18,500 5 34,500 29,325 1.1% 13.0% 8,265 28.2%

DRAFT

IFA: TRANSPORTATION




2024

ADT 2024

LANES 2024

CAPACITY LOS

CAPACITY

% OF

TOTAL

CAPACITY

% PASS

THROUGH NEW

ADT

% ATTRIBUTED TO

NEW GROWTH

(CITY ONLY)

South Jordan Parkway Existing 4000 West Bangerter Hwy 14,000 24,300 5 34,500 29,325 1.1% 13.0% 8,961 30.6%

South Jordan Parkway Existing Bangerter Hwy 3200 West 27,000 26,500 5 34,500 29,325 1.1% 19.0% -405 -1.4%

South Jordan Parkway Existing 3200 West 2700 West 27,000 27,100 5 34,500 29,325 1.1% 19.0% 81 0.3%

South Jordan Parkway Existing 2700 West 2200 West 29,000 29,000 5 34,500 29,325 1.1% 19.0% 0 0.0%

South Jordan Parkway Existing 2200 West Redwood Rd 32,000 31,500 5 34,500 29,325 1.1% 19.0% -405 0.0%

South Jordan Parkway Existing Redwood Rd 1300 West 40,000 39,700 7 51,800 44,030 1.7% 19.0% -243 -0.6%

South Jordan Parkway Existing 1300 West 1000 West 42,000 41,600 7 51,800 44,030 1.7% 19.0% -324 -0.7%

South Jordan Parkway Existing 1000 West River Front Pkwy 43,000 43,500 7 51,800 44,030 1.7% 19.0% 405 0.9%

South Jordan Parkway Existing River Front Pkwy Jordan Gateway 44,000 46,800 7 51,800 44,030 1.7% 19.0% 2,268 0.1%

South Jordan Parkway Existing Jordan Gateway I-15 55,000 63,900 7 51,800 44,030 1.7% 19.0% 7,209 0.0%

Lake Ave Future Bingham Rim Rd Prosperity Rd 0 5,500 2 12,500 10,625 0.4% 1.0% 5,445 51.2%

Lake Ave Existing Prosperity Rd 6000 West 0 5,600 2 12,500 10,625 0.4% 1.0% 5,544 52.2%

Lake Ave Existing 6000 West MVC 0 4,600 5 34,500 29,325 1.1% 1.0% 4,554 15.5%

Lake Ave Existing MVC Grandville Ave 2,000 4,000 5 34,500 29,325 1.1% 1.0% 1,980 6.8%

Lake Ave Existing Grandville Ave Kestrel Rise Rd 2,000 3,800 3 16,400 13,940 0.5% 1.0% 1,782 12.8%

11800 South Existing U-111 Bingham Rim Rd 3,000 7,700 2 12,500 10,625 0.4% 15.0% 3,995 37.6%

11800 South Existing Bingham Rim Rd Prosperity Rd 3,000 10,300 2 12,500 10,625 0.4% 15.0% 6,205 58.4%

11800 South Existing Prosperity Rd 6000 West 3,000 10,500 2 12,500 10,625 0.4% 15.0% 6,375 60.0%

11800 South Existing 6000 West Freedom Park Dr 5,500 13,500 5 34,500 29,325 1.1% 15.0% 6,800 23.2%

11800 South Existing Freedom Park Dr MVC 5,500 25,600 5 34,500 29,325 1.1% 15.0% 17,085 58.3%

Daybreak Pkwy Existing MVC Grandville Ave 14,000 15,500 5 34,500 29,325 1.1% 27.0% 1,095 3.7%

Daybreak Pkwy Existing Grandville Ave Kestrel Rise Rd 14,000 15,000 5 34,500 29,325 1.1% 27.0% 730 2.5%

Daybreak Pkwy Existing Kestrel Rise Rd Bangerter Hwy 23,000 25,300 5 34,500 29,325 1.1% 27.0% 1,679 5.7%





11400 South Existing 2200 West Redwood Rd 28,000 31,100 5 34,500 29,325 1.1% 28.0% 2,232 4.5%

11400 South Existing Redwood Rd 1300 West 31,000 34,100 5 34,500 29,325 1.1% 28.0% 2,232 0.0%

11400 South Existing 1300 West River Front Pkwy 32,000 35,500 5 34,500 29,325 1.1% 28.0% 2,520 0.0%

11400 South Existing River Front Pkwy Jordan Gateway 34,000 36,800 5 34,500 29,325 1.1% 28.0% 2,016 0.0%

11400 South Existing Jordan Gateway I-15 39,000 43,000 7 51,800 44,030 1.7% 28.0% 2,880 6.5%

11800 South Existing MVC Grandville Ave 0 11,000 3 16,400 13,940 0.5% 15.0% 9,350 67.1%

11800 South Existing Grandville Ave Kestrel Rise Rd 0 12,500 3 16,400 13,940 0.5% 15.0% 10,625 76.2%

11800 South Existing Kestrel Rise Rd Bangerter Hwy 11,200 12,900 3 16,400 13,940 0.5% 15.0% 1,445 10.4%


11800 South Existing 3600 West 3200 West 9,400 10,300 3 16,400 13,940 0.5% 15.0% 765 5.5%

11800 South Existing 3200 West 2700 West 8,400 9,200 3 16,400 13,940 0.5% 15.0% 680 4.9%

11800 South Existing 2700 West Redwood Rd 7,000 5,200 3 16,400 13,940 0.5% 15.0% -1,530 -11.0%

Total 3,035,100 2,579,835 100.0% 355,718 13.8%

Existing 240,9835 268,097 11.1%

DRAFT

IFA: TRANSPORTATION


VALUATION OF EXCESS CAPACITY As stated previously, a value of $33,954,091 is included in this analysis as eligible buy-in value. The average existing capacity used by new demand through 2024 is 11.1 percent, or $3,777,433 impact fee eligible buy-in value.

FUNDING MECHANISM OF EXISTING FACILITIES In 2017, the City refunded the outstanding Series 2006 Sales Tax Revenue Bonds. The value of the road assets has already been included in the study, thus only the interest amount will be included here. The current outstanding interest on Series 2017 Sales Tax and Refunding Bonds is $1.6 million. The outstanding debt interest will be allocated to the new trips generated through 2024 in proportion to the system as a whole.

DRAFT

IFA: TRANSPORTATION


SECTION V: CAPITAL FACILITY ANALYSIS The demand analysis, LOS analysis and existing facility inventory allow for the development of a list of capital projects necessary to serve new growth and to maintain the existing system. Any demand generated from new development that overburdens the existing system beyond the existing capacity justifies the construction of new facilities. Impact fees cannot be used to finance an increase in the level of service to current or future users of capital improvements. Therefore, it is important to: i) measure and identify the City’s level of service for roadways, and ii) identify the appropriate capital facilities necessary to maintain the existing and measured level of service related to roadway facilities within the designated service area. Future capital projects have been designed to maintain a consistent and proportional level of service (as defined in Section III) for future development. Repair and replacement projects have been excluded from the calculation of impact fees. This section identifies system improvements that are necessary to maintain the existing LOS. Based upon the projected increase in trip ends through 2024, the IFFP indicates several new road facilities are needed in the SJP Service Area and DB Service Area during the planning horizon. It is anticipated that Daybreak will construct some of the improvements identified in the IFFP. These roads are removed from the analysis. However, a credit is applied to the DB Service Area for capacity on these roads used by the SJP Service Area.

CAPACITY OF FUTURE FACILITIES In order to determine the portion of future facilities related to new development within the IFFP planning horizon, each future project was analyzed based on the capacity provided. According to the IFFP, these projects will be completed in the plan horizon and are necessary to maintain the existing LOS in response to new growth. For additional details on these projects, see the IFFP p.10-12. The roads anticipated to be constructed by Daybreak include Project #3 and Project #5. TABLE 5.1: FUTURE ROADS IN THE SJP AND DB SERVICE AREAS

# DESCRIPTION PROJECT COST IMPACT FEE

ELIGIBLE COST

SJP DB

% $ % $

1 U-111: Old Bingham Highway to South Jordan Parkway

Widen to 3 Lanes $3,000,000 $183,000 31% $56,308 69% $126,692

2 U-111: South Jordan Parkway to 11800 South

New 3-Lane Road $5,700,000 $587,100 9% $51,052 91% $536,048

3 Prosperity Road: 11800 South to South Jordan Parkway

New 3-Lane Road

$14,400,000 $3,888,000 15% $571,765 85% $3,316,235

4 River Front Parkway: 11400 South to 11050 South

Widen to 5 Lanes $4,500,000 $63,232 93% $58,715 7% $4,517

5 South Jordan Parkway: U-111 to MVC

New 5-Lane Road $26,600,000 $7,660,800 28% $2,160,738 72% $5,500,062

6 Shields Lane / 1300 West Intersection

Intersection Improvement

$1,800,000 $1,800,000 98% $1,764,000 2% $36,000

7 4000 West: 11400 South to 9400 South

Widen to 5 Lanes

$3,500,000 $45,500 86% $38,933 14% $6,567

8 4000 West / South Jordan Parkway: Intersection


$1,900,000 $1,900,000 15% $285,000 85% $1,615,000

Total $61,400,000 $16,127,632 $4,986,511 $11,141,121

Daybreak Credit Amount

$2,732,503

Since Daybreak will funding Project #3 and Project #5, these projects are removed from the impact fee calculation. The DB Service Area will receive a credit for the capacity used by SJP on these roadways. TABLE 5.2: FUTURE ROADS IN THE SJP AND DB SERVICE AREAS


ELIGIBLE COST

SJP DB

% $ % $

1 U-111: Old Bingham Highway to South Jordan Parkway

Widen to 3 Lanes $3,000,000 $183,000 31% $56,308 69% $126,692

2 U-111: South Jordan Parkway to 11800 South

New 3-Lane Road $5,700,000 $587,100 9% $51,052 91% $536,048

3 Prosperity Road: 11800 South to South Jordan Parkway

New 3-Lane Road

$14,400,000 $3,888,000 0% $0 0% $0

4 River Front Parkway: 11400 South to 11050 South

Widen to 5 Lanes $4,500,000 $63,232 93% $58,715 7% $4,517

5 South Jordan Parkway: U-111 to MVC New 5-Lane Road $26,600,000 $7,660,800 0% $0 0% $0

6 Shields Lane / 1300 West Intersection Intersection Improvement

$1,800,000 $1,800,000 98% $1,764,000 2% $36,000

DRAFT

IFA: TRANSPORTATION



ELIGIBLE COST SJP DB

% $ % $

7 4000 West: 11400 South to 9400 South

Widen to 5 Lanes

$3,500,000 $45,500 86% $38,933 14% $6,567

8 4000 West / South Jordan Parkway: Intersection


$1,900,000 $1,900,000 15% $285,000 85% $1,615,000

Total $61,400,000 $16,127,632 $2,254,008 $2,324,824

SYSTEM VS. PROJECT IMPROVEMENTS System improvements are defined as existing public facilities designed to provide services to service areas within the community at large and future public facilities that are intended to provide services to service areas within the community at large.6 Project improvements are improvements and facilities that are planned and designed to provide service for a specific development (resulting from a development activity) and considered necessary for the use and convenience of the occupants or users of that development.7 The Impact Fee Analysis may only include the costs of impacts on system improvements related to new growth within the proportionate share analysis. In the case of South Jordan City, roadway system improvements are considered to be collector, connector, or arterial roadways.

FINANCING STRATEGY This analysis must also include a consideration of the financing strategy for existing and proposed facilities. all revenue sources, including impact fees and the dedication of system improvements, which may be used to finance system improvements.8 In conjunction with this revenue analysis, there must be a determination that impact fees are necessary to achieve an equitable allocation of the costs of the new facilities between the new and existing users.9

FUNDING OF FUTURE FACILITIES It is anticipated that a portion of future facilities may be constructed with Federal and/or State funding resources. The IFFP includes an estimate of these funding sources for applicable projects. Where these funds are not available or accessible, it is anticipated that the City’s general fund and impact fee funds will need to be utilized to ensure the system improvements can be constructed. The impact fee facilities plan identifies the necessary general funds and impact fee funds for each project.

EQUITY OF IMPACT FEES The transportation impact fees identified in this document are intended to recover the costs of capital infrastructure that relate to future development activity. The impact fee calculations are structured for impact fees to fund the growth-related facilities identified in the proportionate share analysis as presented in this document. Even so, there may be years that impact fee revenues cannot cover the annual growth-related expenses. In those years, other revenues such as general fund revenues will be used to make up any annual deficits. Any borrowed funds are to be repaid in their entirety through impact fees. This analysis recommends that the City consider documenting any inter-fund loan or transfer as a liability or debt obligation for which future collection of impact fees will repay and reimburse. This will allow the City to accurately allocate the true cost of new development activity.

PASS THROUGH TRAFFIC Traffic that passes through a service area but does not start or end at a destination within the area, is often referred to as pass through traffic. While these trips are not impact fee eligible, they utilize capacity within the transportation system. Regional traffic is often funded through state or federal sources. The proportion of pass through impact on each roadway is not included as impact fee eligible cost. This cost should be recouped from the general fund or from other funding sources.

NECESSITY OF IMPACT FEES This analysis and documentation has determined that for purposes of the transportation impact fees, the City is justified to collect impact fees as a way to finance system improvements. This is predicated upon the review of existing inventory, level of service standards, and historic funding of similar system improvements. In other words, in order to establish and achieve parity and equity across current and future users of the transportation and roadway system, the City must impose and collect the impact fees calculated in this document.

6 11-36a-102(20) 7 11-36a102(13) 8 11-36a-302(2) 9 11-36a-304(2)

DRAFT

IFA: TRANSPORTATION


SECTION VI: PROPORTIONATE SHARE ANALYSIS The calculation of impact fees relies upon the demand analysis, LOS analysis, inventory of existing facilities and excess capacity, and the needed future capital improvement as identified in Sections II through VI. Impact fees are calculated based on many variables centered on proportionality and level of service. The following paragraphs briefly discuss the methodology for calculating impact fees.

PLAN BASED (FEE BASED ON DEFINED CIP) Impact fees can be calculated using a specific set of costs specified for future development. The improvements are identified in the IFFP, CFP or CIP as growth related projects. The total project costs are divided by the total demand units the projects are designed to serve. Under this methodology, it is important to identify the existing level of service and determine any excess capacity in existing facilities that could serve new growth.

IMPACT FEE CALCULATION The total cost of qualified existing and future facilities utilized by new development is applied to the total future trips served (See Section III). This results in a cost per trip of $382.81 for the SJP Service Area and $104.74 for the DB Service Area. An accounting credit of $2,732,503 is owed to the DB Service Area for traffic generated by the SJP Service Area on Daybreak roads. When this is divided over the 55,817 projected trips in the DB Service Area, it creates a $48.95 per trip accounting credit. Thus, in order to simplify fee collection, DB Service Area residents should only be charged $55.78 per trip. Table 7.1 provides a summary of the cost per trip. TABLE 6.1: IMPACT FEE PER TRIP

TOTAL QUALIFIED

COST % TO NEW

GROWTH COST TO NEW

GROWTH TRIPS

COST PER

TRIP

South Jordan Proper Service Area





South Jordan Service Area Impact Fee $6,220,179 $382.81

Daybreak Service Area





Daybreak Service Area Impact Fee $6,290,995 $104.74

Accounting Credit for SJ Traffic on DB Roads ($2,732,503) 100.0% ($2,732,503) 55,817 ($48.95)

Daybreak Net Cost Per Trip $55.78

The cost per trip is then applied to the trip statistics for each type of land use, as shown below in order to derive the impact fee for various types of land uses. TABLE 6.2: RECOMMENDED IMPACT FEES


Residential (per unit)

Single Family Residential (Unit) 4.72 $1,806.84 $263.30

Apartment (Unit) 3.66 $1,401.07 $204.17

Condo/Townhouse (Unit) 2.23 $851.74 $124.12

Senior Adult Housing-Detached (Unit) 2.14 $817.29 $119.10

Senior Adult Housing-Attached (Occ. Unit) 1.72 $658.43 $95.95

Assisted Living (Beds) 1.30 $497.65 $72.52

Hotel (Rooms) 4.18 $1,600.13 $233.18

Non-Residential (per 1,000 Square Feet)

Light Industrial 2.48 $949.36 $138.35

Industrial Park 1.69 $645.03 $94.00

Mini Warehouse 0.76 $289.02 $42.12

Elementary School 9.76 $3,736.18 $544.46

Middle/Jr. High School 10.09 $3,860.60 $562.59

High School 7.04 $2,693.04 $392.44

Daycare Center 23.81 $9,114.60 $1,328.23

Nursing Home 3.32 $1,270.92 $185.20

Clinic 19.08 $7,303.93 $1,064.37

Church 3.48 $1,330.25 $193.85

General Office 4.87 $1,864.26 $271.67

Medical Dental Office 17.40 $6,660.82 $970.65

Free-Standing Discount Store 25.35 $9,704.13 $1,414.14

DRAFT

IFA: TRANSPORTATION



Hardware/Paint Store 3.38 $1,294.57 $188.65

Shopping Center/General Commercial 12.46 $4,768.80 $694.93

New Car Sales 13.53 $5,179.36 $754.76

Tire Store 14.26 $5,458.81 $795.49

Supermarket 34.17 $13,080.32 $1,906.13

Discount Club 13.17 $5,040.40 $734.51

Home Improvement Superstore 8.91 $3,412.56 $497.30

Department Store 11.44 $4,379.30 $638.17

Pharmacy/Drugstore w/ Drive Thru 27.84 $10,655.70 $1,552.80

Drive-In Bank 32.51 $12,444.92 $1,813.54

Quality Restaurant 23.48 $8,986.44 $1,309.55

High Turnover/Sit Down Restaurant 31.97 $12,238.80 $1,783.50

Automobile Care Center 1.13 $430.66 $62.76

NON-STANDARD IMPACT FEES The proposed fees are based upon projected trip ends generated by land uses within the City. The City reserves the right under the Impact Fees Act to assess an adjusted fee that more closely matches the true impact that the land use will have upon public facilities.10 This adjustment could result in a lower impact fee if the City determines that a particular user may create a different impact than what is standard for its land use. To determine the impact fee for a non-standard use, the City should use the following formula:

EXPENDITURE OF IMPACT FEES Legislation requires that impact fees should be spent or encumbered within six years after each impact fee is paid. Impact fees collected in the next five to six years should be spent only on those projects as set forth in this analysis. The legislative definition of “encumber" means a pledge to retire a debt or an allocation to a current purchase order or contract.11

PROPOSED CREDITS OWED TO DEVELOPMENT The Impact Fees Act requires that credits be paid back to development for future fees that will pay for growth-driven projects and qualifying system improvements included in the Impact Fee Facilities Plan that would otherwise be paid for through user fees. Credits may also be paid to developers who have constructed and donated facilities to that City that are included in the IFFP in-lieu of impact fees. This situation does not apply to developer exactions or improvements required to offset density or as a condition of development or project improvements. Any project that a developer funds must be included in the IFFP if a credit is to be issued. In the situation that a developer chooses to construct facilities found in the IFFP in-lieu of impact fees, the decision must be made through negotiation with the developer and the City on a case-by-case basis.

SUMMARY OF TIME PRICE DIFFERENTIAL The Impact Fees Act allows for the inclusion of a time price differential to ensure that the future value of costs incurred at a later date are accurately calculated to include the costs of construction inflation. The IFA should be update regularly to account for fluctuations in prices over time due to inflation or other changes in assumptions.

10 11-36a-402(1)(c)

11 11-36a-102(6)

Total Trips (per Specified Land Use) * Applicable Adjustment Factors * Cost per Trip ($382.81 or $55.78)

DRAFT

Documents

TRANSPORTATION IMPACT FEE ANALYSIS (IFA) DRAFT...2019/09/03 · Quality Restaurant 23.48 $8,986.44 $1,309.55 High Turnover/Sit Down Restaurant 31.97 $12,238.80 $1,783.50 Automobile