MOBILITY FEES
How did we get here?
ULI Report (2008): The County should conduct long-range concurrency studies for each of the five market areas linked to a defined concurrency fee schedule specific to each market area. Long range studies should equalize concurrency costs throughout the market area and result in a schedule that
ULI Report (cont d): levies fees by unit of development. These studies will substantially reduce the time for negotiating proportionate share costs on a case-by by-case basis, thus increasing predictability and providing timely processing of development proposals.
SB 360 (2009): The Legislature finds that the existing transportation concurrency system has not adequately addressed the transportation needs of this state in an effective, predictable, and equitable manner and is not producing a sustainable transportation system for the state. The Legislature finds that the current system is complex, inequitable, lacks uniformity among
SB 360 (cont d): jurisdictions, is too focused on roadways to the detriment of desired land use patterns and transportation alternatives, and frequently prevents the attainment of important growth management goals.
SB 360 (cont d) The Legislature determines that the state shall evaluate and consider the implementation of a mobility fee to replace the existing transportation concurrency system. The mobility fee should be designed to provide for mobility needs, ensure that development provides mitigation for its impacts on the transportation system in approximate proportionality to those
SB 360 (cont d) impacts, fairly distribute the fee among the governmental entities responsible for maintaining the impacted roadways, and promote compact, mixed-use, and energy-efficient efficient development.
Strategic Plan (2009): Future Land Development Patterns Maintain the County s s open space and rural environment by directing new residential, commercial, and industrial development to established Urban Service Areas to improve urban vs. non-urban development ratios.
Strategic Plan (cont d): Area-Wide Transportation Concurrency & Mobility Fee Adopt Comprehensive Plan and Land Development Code amendments to establish area wide concurrency by 2012. Funding Sources By 2012, reduce Pasco County s s dependence on impact fees and gas tax to fund transportation systems, by creating at least two new funding sources for transportation and transit facilities,, such as toll facilities and tax increment financing.
FDOT/DCA Joint Report Recommendations (2009) Fairness and Funding Transparency and Predictability Countywide minimum application Multi-modal Planning Promote Compact, Mixed Use, Energy Efficient Development Local Government Flexibility
Current Actions (2011) No state legislation since Joint Report was issued Pasco County seeking authorization for South and West market areas to be an Urban Service Area/Transportation Concurrency Exception Area where mobility fee will replace state-mandated transportation concurrency Pasco County also seeking authorization to be a pilot community to replace state-mandated transportation concurrency County-wide with a mobility fee
Mobility Fee can replace transportation impact fee without state action
What is a mobility fee?
Multi-modal fee Roads, Transit and Bicycle/Pedestrian Promotes compact, mixed use, energy-efficient efficient development-transit Oriented Development/Urban Service Area Based on a mobility plan 2035 MPO Long Range Transportation Plan Predictable fee schedule-no traffic analysis required to compute fee Doesn t t assess new development for transportation backlogs
May require shared revenue agreements with FDOT and participating municipalities Not a gas tax increase, $50 per home MSBU, or any other revenue source; however other revenue sources can be used to supplement and promote specific uses and locations.
What a mobility fee will not affect or address: Access Management/Site-Access Requirements Substandard Road Requirements and Repaving (PVAS) Projects Right-of of-way Preservation Requirements First two lanes of internal collector/arterial roadways County s s home rule power to deny, or time and phase, discretionary development approvals (e.g. plan amendments and rezonings) based on transportation impacts
What a mobility fee will not affect or address: DRI obligations outside of Urban Service Area Existing development agreements and concurrency approvals if development chooses not to opt in to mobility fee system Existing transportation impact fee credits-will be converted to credits against road portion of mobility fee if developer opts in
Key Assumptions for Mobility Fee: 1. 2% growth rate in person-miles of travel 2. More tolerance for congestion in South and West Market Areas based on an increased reliance on transit in these areas; less tolerance for congestion in Central, East and North Market Areas-Measure level of service area-wide instead of road by road 3. Reduced construction costs-will be refined further based on actual recent bids
Key Assumptions for Mobility Fee: 4. Penny for Pasco will be reauthorized,, and the same percentage (about 22%) will be allocated to transportation 5. 2.5 cents of existing gas tax used for capital; other 7.5 cents used for operation and maintenance and not factored into fee 6. Commitment to fund expanded transit operations with tax increment or existing gas tax revenue
Key Assumptions for Mobility Fee: 7. Mobility fee assessed to new development only used for transit capital (park and rides, buses, shelters) less less than 1% of the fee 8. Does not include costs of regional (TBARTA) transit 9. 3% average annual growth rate in property values for tax increment, with no decrease in the millage rate 10. Assesses for interstate travel costs 11. Recommend reevaluating fee at least every 3 years to address any changes in the assumptions
Mobility Fee Administration Fee: 1. Mobility Fee is easier for the development community, but more difficult for County and County Staff 2. Requires more frequent updates, more County-initiated transportation analysis, new revenue forecasting, revisions to existing development approvals, credit conversions, impact fee zone conversions and CIP modifications
Mobility Fee Administration Fee: 3. Recommending that the transportation portion of the impact fee administration fee be added to the mobility fee to cover these increased costs and reduce impact to general fund 4. Fee is $396 per residential permit, $198 per non-residential permit,, 2% for residential additions and remodels, and 1% for non- residential additions and remodels
Mobility Fee Administration Fee: 5. Fee is a flat fee per building permit,, not per unit or per 1,000 square feet
NOW FOR THE HARD PART...
Simplified Market Areas for Fee Combined 5 market areas to 3 North East West Central Central West and and South East West and South South
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