HomeMy WebLinkAboutRequest to Amend Fiscal Year 2012 Transportation Impact Fee CIP
Commission Memorandum
REPORT TO: Honorable Mayor and City Commission
FROM: Chris Saunders, Assistant Planning Director
Tim McHarg, Planning Director
Anna Rosenberry, Finance Director
SUBJECT: Consider amendment to the FY2012 Transportation Impact Fee Capital
Improvement Program to add the widening of W. Babcock Street from west of North
Cottonwood Road and widening of a portion of North Cottonwood Road.
MEETING DATE: September 19, 2011
AGENDA ITEM TYPE: Action.
RECOMMENDATION: Consider an amendment to include on the FY12 Transportation Impact
Fee Capital Improvement Program the widening of West Babcock Street and the widening of
North Cottonwood Road and make a determination to amend or not amend the capital
improvement program.
RECOMMENDED MOTION: Option 1 – (Staff suggested motion) * Having heard and considered the evidence and public
testimony, I find that amending the capital improvement program to include the center turn lane
of West Babcock Street west of North Cottonwood Road and the widening of North Cottonwood Road at this time is detrimental to the proper operation of the transportation impact fee program and negatively affects other prioritized projects already included on the CIP and therefore, I
move to retain the Transportation Impact Fee capital improvement program as currently
established.
Option 2 – (Should the Commission wish to add one or the other items to the CIP) * Having heard and considered the evidence and public testimony, I find the addition of a center turn lane on W. Babcock Street and the expansion of North Cottonwood Road is both capacity expanding
and not project related as both terms are defined in Chapter 3.24 of the Bozeman Municipal
Code, therefore I move to add these system improvements to the FY12 Transportation Capital
Improvements Program list and provide for its funding in the amount of $63,003.28 for West Babcock Street and the amount of $689,250.01 for North Cottonwood Road.
BACKGROUND: On March 7, 2011 an impact fee credit request was submitted by Norton
Properties and the J&D Family Partnership to the Planning Department. Staff determined that the
request did not comply with three of the five required criteria. The applicants appealed this
determination. After necessary processing the City Commission undertook consideration of the
appeal. Two of the items of non-compliance are listing and funding on the impact fee capital improvement program.
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On August 8, 2011 the City Commission directed Staff to prepare and notice a public hearing to
consider this request to amend the CIP. The notice has been correctly published and the
Commission may consider the matter at the September 19, 2011 City Commission meeting.
Supporting material for the costs for this item was provided to the Commission earlier and are not duplicated here. Materials may be found through the City website with the packet for this
meeting. Materials are located under the heading of IFA-1102 Norton/J&D Impact Fee appeal on
the agenda. The City Engineer’s staff has reviewed the provided costs and has found them
reasonable and appropriate to the work performed for the project.
The City’s major street system is established through the long range transportation planning process. The map of the major street network is shown on Figure 9-2, Existing Major Street Network and Future Right-Of-Way Corridor Needs. West Babcock west of Cottonwood Avenue
is not shown as a collector street, although it has been constructed to that standard at the City’s
direction and will serve that purpose. Cottonwood Avenue is shown as a principal arterial. The
functional classification of streets is described in more detail in Section 9.1 in the City’s transportation plan. Both streets are within the defined transportation system which inclusion is necessary for consideration for impact fee credits.
The City has adopted transportation impact fees to help provide for additional capacity in the
arterial and collector streets to provide service to new development within the community. The
fees are spent to widen streets, install intersection control, and take related actions to increase capacity. A full description of the impact fee program is given in Chapter 3.24, Impact Fees, in
the Bozeman Municipal Code.
The City has established five criteria which must be satisfied before expending impact fees. See
3.24.100, BMC. These are:
• Capacity expansion
• Not project related
• Timely request
• CIP listed
• CIP funded.
Included in these criteria is that a project must be included on the City’s impact fee capital
improvement list and funded on that list. However, the request was received by the City after the work to which it applies was begun. Normally, this would disqualify the work from consideration. On August 8, 2011, the City Commission acted to waive the timing limitation on
this specific work to allow consideration of the work on its individual merits.
Construction of West Babcock west of North Cottonwood Road included a center turn lane
which was not directly required by the constructing development. The construction of North
Cottonwood Road included two travel lanes and a center median and turn lane. The enlarged construction of the two streets provides additional capacity within the streets in excess of the
minimum standards established by the City in its transportation plan and regulations and it is
work beyond the definition of project related improvements in 3.25.040, BMC. Therefore, the
work could potentially be listed on the CIP. The City required the additional lane expansion work as a condition in the Norton and J&D Family subdivisions. The applicant has requested
funding of $63,003.28 for widening of West Babcock Street and the amount of $689,250.01 for
the widening of North Cottonwood Road.
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Listing and funding on the CIP indicates that a particular project is a community priority. The
projects funded through impact fees tend to be expensive and complex. The timeline is typically
extended as the engineering design, bidding, and construction process is lengthy. Projects are
also regularly coordinated across multiple other funding sources and types of infrastructure to obtain the most benefit for the expenditure. These long lead times and need for coordination
make consistency in the CIP quite important. Private land owners may also make significant
financial commitments on the basis of the expectation that the City will construct infrastructure
listed on the CIP. For these and other related reasons the City has established the five criteria
shown above to enable the orderly management of the impact fee program.
The amount of funds requested for transportation infrastructure will put the Transportation Impact Fee CIP into a negative position in FY2015. A negative balance in a particular year is
allowed so long as the fund balance at the end of the included years is positive. If the
Commission is unwilling to allow a negative balance in the program due to the uncertainty of the
development environment and future program revenues then another project would have to be pushed back. This would be an action to prioritize construction of North Cottonwood Road over the other projects currently on the CIP. A copy of the revised CIP schedule showing the
consequences of the listing of both projects is attached to this memo.
UNRESOLVED ISSUES: None at this time.
ALTERNATIVES: 1. If the Commission does include the items on the CIP this is evidence the
Commission intends to award the requested credits. Inclusion and funding would
remove a bar on credit eligibility due to criteria 3 and 4. The Commission would
then need to take separate action to decide on the requested credit. o Part of the amendment to the CIP to include an additional item would also include the funding for that item. This would address Criterion 4.
2. If the Commission does not amend the CIP then the credit process is terminated as
the credit request fails two of the required criteria.
FISCAL EFFECTS: The request is for funding of $752,253.29 from the Transportation Impact Fee fund. There are sufficient monies currently within that fund to cover this commitment.
However, given the significant amount of funds requested, the timing of other projects already
listed may be negatively affected and pushes the Transportation Impact Fee fund into a negative
balance in FY 2015 if all other projects proceed as currently scheduled.
Attachments: Amended CIP listing sheet and summary sheets, Section 9.1 of the transportation plan
Report compiled on: September 8, 2011
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Amended Street Impact Fee*** PROPOSED AMENDMENT***Capital Improvement PlanFinancial SummaryCurrent YearFY11FY12FY13 FY14 FY15 FY16Projected Beginning Reserve Balance Dedicated to CIP7,240,000$ 6,605,420$ 5,810,167$ 2,528,237$ 2,766,588$ (190,493)$ Plus: Impact Fee Revenues Dedicated to CIP700,000$ 707,000$ 714,070$ 728,351$ 742,918$ 757,777$ Less: Impact Fee Credits ‐ Mitchell Appeal(384,580)$ Less: Impact Fee Credits ‐ Norton/J&D Appeal(63,003)$ Less: Impact Fee Credits ‐ Norton/J&D Appeal(689,250)$ Plus: Urban Funds: SIF06, College (Main to 19th)100,000$ 100,000$ 2,264,000$ Plus: Urban Funds: SIF09, Kagy (Willson to 19th)260,000$ 2,400,000$ Less: Scheduled CIP Project Costs(1,050,000)$ (850,000)$ (6,260,000)$ (750,000)$ (6,100,000)$ (100,000)$ Projected Year‐End Cash Dedicated to CIP6,605,420$ 5,810,167$ 2,528,237$ 2,766,588$ (190,493)$ 467,284$ Assumptions Made for Revenue Estimates:Current YearFY11FY12FY13FY14FY15FY16Estimated Annual Street Impact Fee Revenues700,000$ 700,000$ 707,000$ 714,070$ 728,351$ 742,918$ Estimated Annual Increase0.0%1%1%2%2%2%Total Estimated Revenues700,000$ 707,000$ 714,070$ 728,351$ 742,918$ 757,777$ Current Revenues Dedicated to CIP %100.0%100.0% 100.0% 100.0% 100.0% 100.0% Plus: Increase Dedicated to Street Capacity Expansion CIP0.0%0.0%0.0%0.0% 0.0%0.0%ProjectedProjected Plus: Increase Dedicated to Street Capacity Expansion CIP0.0%0.0%0.0%0.0%0.0%0.0% Total % Dedicated to CIP100.0%100.0% 100.0% 100.0% 100.0% 100.0%Total Estimated Revenues Dedicated to CIP700,000$ 707,000$ 714,070$ 728,351$ 742,918$ 757,777$ 30,000,00025,000,00020,000,00015,000,00010,000,0005,000,0000FY12 FY13 FY14 FY15 FY16 UnscheduledStreet Impact Fee Projects 387
CIP PROJECT FUNDPROJ.DEPARTMENPROJECT NAMEFY12FY13FY14FY16UnscheduledFY15FY11Impact Fees StreetsSIF01STREET IFRIGHT OF WAY ACQUISITION$100,000$100,000$100,000$100,000$100,000SIF02STREET IFBAXTER (19TH TO COTTONWOOD)$3,350,000SIF04STREET IFCHURCH$5,800,000SIF05STREET IFCOLLEGE (8TH TO 19TH)$2,000,000SIF06STREET IFCOLLEGE (MAIN TO 19TH)$250,000$5,660,000SIF08STREET IFDURSTON (FOWLER TO FERGUSON)$1,500,000SIF09STREET IFKAGY (WILLSON TO 19TH)$650,000$6,000,000SIF19STREET IFINTERSECTION CONTROL: 27TH & OAK$500,000SIF20STREET IFINTERSECTION CONTROL: 7TH & KAGY$540,000SIF21STREET IFGRAF STREET CONNECTION$1,000,000SIF22STREET IFINTERSECTION CONTROL: COLLEGE & 8TH$750,000SIF23STREET IFHIGHLAND BLVD (MAIN STREET TO KAGY BLVD.)$7,600,000SIF24STREET IFINTERSECTION CONTROL: HIGHLAND AND ELLIS STREET$500,000SIF25STREET IFINTERSECTION CONTROL: HIGHLAND AND KAGY$750,000SIF26STREET IFINTERSECTION CONTROL: CHURCH AND KAGY$750,000SIF27STREET IFINTERSECTION CONTROL: COTTONWOOD ROAD & DURSTON AVE$500,000SIF28STREET IFNORTH 27TH STREET (OAK TO TSCHACHE)$200,000SIF29STREET IFFOWLER/WEST MAIN SIGNAL ‐ INTERSECTION CONTROL$384,580SIF30STREET IFWEST BABCOCK STREET WIDENING$63,003SIF31STREET IFNORTH COTTONWOOD ROAD WIDENING$689,250Summary for Impact Fees Streets (20 items)Totals by year:$1,602,253 $6,260,000 $750,000 $6,100,000$100,000$24,740,000FY12FY13FY14FY15FY16UnscheduledFY11$384,580388
CIP Project Fund
Impact Fees Streets
PROJECT NUMBER
SIF30
DEPARTMENT
STREET IF
PROJECT NAME
WEST BABCOCK STREET WIDENING
FY12
$63,003
FY13 FY14 FY15 FY16 Unscheduled
DESCRIPTION OF PROJECT
Widening of West Babcock Street, as described in the Norton/J&D Family Impact Fee Appeal.
ALTERNATIVES CONSIDERED
ADVANTAGES OF APPROVAL
Improved traffic flow.
ADDITIONAL OPERATING COSTS IN THE FUTURE, IF FUNDED
FUNDING SOURCES
100% Street Impact Fees
New
Replacement
Equipment
Project
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CIP Project Fund
Impact Fees Streets
PROJECT NUMBER
SIF31
DEPARTMENT
STREET IF
PROJECT NAME
NORTH COTTONWOOD ROAD WIDENING
FY12
$689,250
FY13 FY14 FY15 FY16 Unscheduled
DESCRIPTION OF PROJECT
Widening of North Cottonwood Road, as described in the Norton/JD Family Impact Fee Appeal.
ALTERNATIVES CONSIDERED
ADVANTAGES OF APPROVAL
Improved traffic flow.
ADDITIONAL OPERATING COSTS IN THE FUTURE, IF FUNDED
FUNDING SOURCES
100% Street Impact Fees
New
Replacement
Equipment
Project
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Greater Bozeman Area Transportation Plan (2007 Update)
Chapter 9: Recommended Major Street Network & Roadway Typical Sections
Robert Peccia & Associates, Inc. / ALTA Planning + Design / Cambridge Systematics Page 9-1
9.1 FUNCTIONAL HIGHWAY SYSTEMS IN URBANIZED AREAS
The discussion in this Chapter relates to the recommended functional classification network
for the Greater Bozeman area, not the Federally approved classification system. Bozeman
has a local functional classification based on a future network that shows how the street
network should develop over time and is intended to be used as a planning tool for planning
future developments. The Federally approved functional classification is based on current
conditions and reflects how roads currently function within the network and is used to
determine federal funding eligibilities and design standards for federal-aid programs.
The roadways that make up the street network within a community can be subdivided into
categories based upon the function of the road. Roadway functional classifications include
interstate principal arterials; non-interstate principal arterials; minor arterials; collector
routes; and local streets, however, there are two classes of collectors, major and minor.
Figure 9-17 shows rural standards. Although volumes may differ on urban and rural
sections of a street it is important to maintain coordinated right-of-way standards. A
description of these classifications is provided in the following text.
9.1.1 Principal Arterial – Interstate
The sole purpose of the interstate is to provide for regional and interstate travel. Interstate
highways are access-controlled facilities with access provided only at a limited number of
interchanges. The interstate system has been designed as a high-speed facility with all road
intersections being grade separated. Interstate 90, which traverses the study area, is a four-
lane divided highway with a posted speed limit of 75 miles per hour (mph) for automobiles,
and 65 mph for trucks.
9.1.2 Principal Arterial – Non-Interstate
The purpose of the non-interstate principal arterial is to serve the major centers of activity,
the highest traffic volume corridors, and the longest trip distances in an urban area. This
group of roads carries a high proportion of the total traffic within the urban area. Most of
the vehicles entering and leaving the urban area, as well as most of the through traffic
bypassing the central business district, utilize principal arterials. Significant intra-area travel,
such as between central business districts and outlying residential areas, and between major
suburban centers, are served by principal arterials.
The spacing between non-interstate principal arterials may vary from less than one mile in
highly developed areas (e.g., the central business district), to five miles or more on the urban
fringes. The major purpose of the non-interstate principal arterial is to provide for the
expedient movement of traffic. Service to abutting land is a secondary concern. On-street
parking should not be allowed along this type of corridor.
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Greater Bozeman Area Transportation Plan (2007 Update)
Chapter 9: Recommended Major Street Network & Roadway Typical Sections
Page 9-2 Robert Peccia & Associates, Inc. / ALTA Planning + Design / Cambridge Systematics
9.1.3 Minor Arterial Street System
The minor arterial street system interconnects with and augments the urban principal
arterial system. It accommodates trips of moderate length at a somewhat lower level of
travel mobility than principal arterials, and it distributes travel to smaller geographic areas.
With an emphasis on traffic mobility, this street network includes all arterials not classified
as principal arterials while providing access to adjacent lands.
The spacing of minor arterial streets may vary from several blocks to a half-mile in the highly
developed areas of town, to several miles in the suburban fringes. They are not normally
spaced more than one mile apart in fully developed areas.
9.1.4 Collector Street System
The urban collector street network serves a joint purpose. It provides equal priority to the
movement of traffic, and to the access of residential, business, and industrial areas. This type
of roadway differs from those of the arterial system in that the facilities on the collector
system may traverse residential neighborhoods. The system distributes trips from the
arterials to ultimate destinations. The collector streets also collect traffic from local streets in
the residential neighborhoods, channeling it into the arterial system. On-street parking is
usually allowed on most collector streets if space is available.
The rural collector street network serves the same access and movement functions as the
urban collector street network – a link between the arterial system and local access roads.
Collectors penetrate but should not have continuity through residential neighborhoods.
Some potential collector locations have been shown in the fringe area. The actual location of
collectors should be flexible to best serve developing areas and the public. Several design
guidelines should be kept in mind as new subdivisions are designed and reviewed. The
most important concept is that long segments of continuous collector streets are not
compatible with a good functional classification of streets. Long, continuous collectors will
encourage through traffic, essentially turning them into arterials. This, in turn, results in the
undesirable interface of local streets with arterials, causing safety problems and increased
costs of construction and maintenance. The collector street system should intersect arterial
streets at a uniform spacing of one-half to one-quarter mile in order to maintain good
progression on the arterial network. Ideally, collectors should be no longer than one to two
miles without discontinuities. Opportunities need to be identified through good design and
review of subdivisions to create appropriate collector streets in developing areas.
9.1.5 Urban Local Street System
The local street network comprises all facilities not included in the higher systems. Its
primary purpose is to permit direct access to abutting lands and connections to higher
systems. Usually service to through-traffic movements is intentionally discouraged. On-
street parking is usually allowed on the local street system.
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