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Land Use <br />Unit <br />Current Rate <br />Proposed Rate <br />Government Office <br />1,000 gsf <br />$2,249 - $5,799 <br />$8,047 <br />Jail <br />bed <br />$39-$102 <br />$131 <br />Day Care Center <br />1,000 gsf <br />$936 - $2,413 <br />$2,944 <br />Hospital <br />1,000 gsf <br />$284-$733 <br />$1,829 <br />Veterinary Clinic <br />1,000 gsf <br />$1,115 - $2,876 <br />$1,168 <br />Church <br />1,000 gsf <br />$242-S625 <br />$873 <br />Movie Theater w/ Matinee <br />screens <br />$5,004 - $12,904 <br />$7568 <br />School (Elementary) <br />student <br />$18-$45 <br />$39 <br />School (High) <br />student <br />$18-S45 <br />$149 <br />School (College) <br />student <br />$18-$45 <br />$297 <br />Fire Station (w/o beds) <br />1,000 gsf <br />$1494385 $385 <br />$329 <br />While the proposed fee schedule changes will increase traffic impact fee rates, these will be the first <br />traffic impact fee rate changes since 1989. During that 10 year period, inflation, as measured by the <br />consumer price index, has affected the value of the traffic impact fee. Since the aggregate inflation <br />rate from 1989 to 1999 was 35% (as measured by the CPI), the value of impact fees assessed today <br />under the current fee schedule is 35% less than the value of those fees in 1989. Consequently, a 35% <br />across the board increase would be wan -anted just to bring the fees to their 1989 level. <br />As proposed, the revised traffic impact fee schedule will substantially increase fees in districts VII <br />and VIII, where fees are extremely low. In districts I, 11, and V, however, fee increases will be low. <br />In fact, the revised fees will be lower than the 1989 fees for those districts when considering the <br />effects of inflation based on changes to the CPI. <br />ANALYSIS <br />The purpose of amending the county's traffic impact fee ordinance is to ensure that persons affected <br />by the ordinance get assessed a fair fee and receive a proportional benefit from that fee. Over time, <br />various factors affecting the traffic impact fee program have changed. These factors include: the <br />financial cost to maintain the established minimum level of service standards for the county's <br />transportation network; the type of land uses being developed in the county; and the driving <br />characteristics of the users of the county's transportation network. This amendment to the traffic <br />impact fee ordinance addresses those and other factors; consequently, the amendment presents an <br />efficient and equitable traffic impact fee program for Indian River County. <br />As proposed, the amendment will reduce the number of benefit districts from nine to three. With <br />a smaller number of benefit districts that are geographically large in size, as shown in figure 2, the <br />impact fee program can be managed more efficiently. Not only will there be fewer accounts to <br />maintain, but projects can be done more expeditiously since more money will be available in a <br />shorter period of time. <br />By modifying the land uses in the fee payment schedule, the amendment reflects changing <br />circumstances. Some of these land uses did not exist when the traffic impact fee ordinance was <br />originally adopted Updating the land uses listed in the fee schedule will ensure that the proper land <br />uses are listed and assessed appropriately. <br />Unlike the existing traffic impact fee program that has separate fees for each of the nine benefit <br />districts, the proposed amendment has one countywide fee. A countywide traffic impact fee will <br />simplify the fee calculation requirements for both staff and applicants. <br />As Table 1 in the Descriptions and Conditions section illustrates, the amendment will increase traffic <br />impact fee rates in many areas of the county. Two factors contribute to this increase in fee rates. <br />First, the amendment revises the value of the demand variables of the traffic impact fee formula for <br />many land uses. The value of these demand variables (trip rate, trip length, and percent new trips) <br />has not been updated since development of the original ordinance. Consequently, the formula <br />derived impact fees for many land uses are not appropriate. For some land uses, rates are now too <br />low; others are too high. By using the most up-to-date sources for trip rate, trip length and percent <br />new trips, impact fee rates will be fairer and more consistent among land uses. <br />MAY 119 1999 <br />W <br />0 0 <br />