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[CALL TO ORDER]

[00:00:03]

ALL HERE WHO ARE GOING TO BE HERE.

SO LET'S CONVENE THIS MEETING OF THE COUNCIL'S MOBILITY COMMITTEE.

IT IS 1:07 PM.

I AM VICE CHAIR, COUNCIL MEMBER, JIMMY FLANNIGAN, UH, COUNCIL MEMBERS ALTER ELLIS AND REPORTS IN GAZA ARE PRESENT.

UH, CHAIR AND COUNCIL MEMBER KITCHEN WILL NOT BE ATTENDING THE MEETING TODAY.

UH, WE HAVE JUST A COUPLE OF ITEMS ON THE AGENDA.

WE WILL TRY TO GO THROUGH THEM EXPEDIENTLY, CAUSE I KNOW SEVERAL OF US HAVE SOME COMMITMENTS AT TWO 30 AND THREE.

SO, UH, THE STAFF IS STAFF.

IS THERE ANY, UH, ANYONE SIGNED UP FOR CITIZENS COMMUNICATION OR PUBLIC COMMENT WHILE WE JUST HAVE TO DOUBLE CHECK THAT OUR FIRST ITEM

[1. Approve the minutes of the Mobility Committee meeting held August 20, 2020.]

IS APPROVAL OF THE MINUTES FROM THE AUGUST 20TH MEETING.

DO I HAVE A MOTION TO APPROVE YOUR PRETEND MOVES COUNCILMEMBER ELLIS SECONDS, ANY DISCUSSION, UH, HEARING NO OBJECTION.

THE MINUTES ARE APPROVED.

UH, WITH COUNCIL MEMBER KITCHEN ABSENT, WE WILL MOVE ON TO OUR

[2. Proposed Street Impact Fee ordinance and program (60 min).]

ITEM NUMBER TWO.

AND IF THERE ARE FOLKS THAT ARE SIGNED UP, WE CAN GET TO THEM AFTER THIS, UH, MAYA, UH, LEANN JAKE, I'M GOING TO PULL UP THE SCREEN.

THERE WE GO.

GREAT.

AND THIS IS THE ONE THAT YOU JUST SENT.

SO I THINK WE'RE GOOD TO GO.

YES.

PERFECT.

THANK YOU SO MUCH.

UM, ALRIGHT, THANK YOU EVERYONE FOR HAVING ME BACK TODAY TO TALK ABOUT THE STREET IMPACT, THE, UM, PROGRAM DEVELOPMENT.

UM, MY NAME IS LEANNE MILLER.

I AM A PROGRAM MANAGER WITH THE AUSTIN TRANSPORTATION DEPARTMENT.

UM, WE'VE BEEN HERE SEVERAL TIMES AND TALKED ABOUT THE IMPACT FEE AND WANTED TO PROVIDE AN UPDATE.

SO IF WE GO TO THE NEXT SLIDE, UM, I WILL WALK THROUGH, UM, THE PRESENTATION THAT, UH, WE'VE PREPARED TODAY.

UM, I'LL COVER PRIOR MEETINGS AND ACTIONS, UM, THAT HAVE OCCURRED SINCE YOUR, YOUR LAST BRIEFING AND GIVE AN OVERVIEW OF HOW, UM, THE ORDINANCES THAT HAVE BEEN DRAFTED ARE ORGANIZED AND THE DIFFERENT ELEMENTS THAT COUNCIL WILL BE DECIDING ON.

UM, I'LL ALSO COVER THE RECOMMENDATIONS WE RECEIVED IN JULY ON THE DRAFT PROPOSAL, UM, THAT STAFF HAD HAD MADE THIS SUMMER AND WHERE WE ARE ON INCORPORATING THOSE RECOMMENDATIONS INTO THE DRAFT ORDINANCES.

UM, AND THEN I WILL TALK ABOUT THE, UH, REVENUE PROJECTIONS BASED OFF OF THE REVISED STAFF RECOMMENDATION ON COLLECTION RATES.

AND THEN, UH, THE NEXT STEPS IN BRINGING AN ORDINANCE TO COUNCIL.

SO GOING TO THE NEXT SLIDE, UH, PRIOR MEETINGS OR A LOT OF MEETINGS OCCURRED BETWEEN 2016 AND 2019.

UM, THESE ARE JUST THOSE MAJOR, UM, UH, TIME POINTS WHERE WE, UH, DEVELOPED THE STUDY.

UM, SO LEADING UP TO THIS CALENDAR YEAR, THAT WAS OUR MAIN EFFORT WAS DEVELOPING THE THREET IMPACT STUDY, WHICH INCLUDES THE SERVICE AREAS, LAND USE ASSUMPTIONS OR GROWTH PROJECTIONS AND THE ROADWAY CAPACITY PLAN.

UM, THAT WORK WAS ADVISED BY THE IMPACT FEE ADVISORY COMMITTEE THAT IS APPOINTED BY COUNCIL.

UM, AND IN COUNCIL APPROVED THOSE STUDY ELEMENTS, UM, LAST AUGUST, MMM, ON THE NEXT SLIDE.

THESE ARE THOSE DATES IN THIS CALENDAR YEAR.

UM, SO WE COMPLETED THE CALCULATIONS FOR THIS STUDY COMING INTO 2020 AND PRESENTED THEM TO THE IMPACT OF THE ADVISORY COMMITTEE FOR THEIR APPROVAL BACK IN MARCH ALL BEFORE WHEN WE WERE IN THIS PANDEMIC.

UM, AND THEN IN APRIL, UH, THE IMPACT FEE ADVISORY COMMITTEE RECOMMENDED, UH, THE FEE COLLECTION RATES AND POLICY.

UM, I PRESENTED THOSE RECOMMENDATIONS TO THIS COMMITTEE LAST AT THE END OF APRIL AND THEN TO THE FULL COUNCIL AT YOUR WORK SESSION ON JUNE 9TH, SINCE THEN, UH, WE'VE PRESENTED TO THE BICYCLE ADVISORY COUNCIL, THE PEDESTRIAN ADVISORY COUNCIL, URBAN TRANSPORTATION COMMISSION, THE CODES AND ORDINANCES JOINT COMMITTEE OF PLANNING COMMISSION AND THE ZONING AND PLANNING COMMISSION AND TO THE FULL PLANNING COMMISSION.

UH, WE RECEIVED POLICY RECOMMENDATIONS FROM SOME OF THESE COMMISSIONS, WHICH I WILL REVIEW TODAY.

SO THE LAST, UM, FULL COUNCIL BRIEFING ON THIS ITEM WAS AT THE JUNE 9TH WORK SESSION.

SO, UM, AND THEN, UH, UH, WE HAVE, UM, PROVIDED A REVISED RECOMMENDATION FOR COUNCIL CONSIDERATION AT THE JULY 30TH MEETING.

UM, YOU AT YOUR MEETING ON JULY 30TH, UH, OPENED AND HELD A PUBLIC HEARING, WHICH WAS CONTINUED TO THE AUGUST 27TH MEETING.

UM, HOWEVER STAFF ULTIMATELY REQUESTED THAT THOSE ITEMS BE WITHDRAWN TO ALLOW ADDITIONAL TIME TO INCORPORATE THE RECOMMENDATIONS FROM PLANNING COMMISSION THAT WERE RECEIVED ON JULY 28TH, UH, AT THE COUNCIL MEETING ON SEPTEMBER 17TH COUNCIL RESET THAT PUBLIC HEARING FOR NOVEMBER 12TH.

SO BRINGING BACK THIS ITEM,

[00:05:01]

UM, TO YOU NOVEMBER 12TH, WE ALSO HELD A PUBLIC WEBINAR ON THE UPDATED STAFF RECOMMENDATION ON JULY 21ST.

AND THE VIDEO OF THAT WEBINAR IS AVAILABLE ON, UH, THE IMPACT FEE WEBSITE.

SO THAT IS EVERYTHING THAT HAS OCCURRED IN 2020.

AND THEN, UM, THE NEXT SLIDE, WHICH WE'RE ALREADY SEEING IS, UH, THE FEEDBACK THAT WE HAVE HEARD FROM VARIOUS GROUPS.

THEY COVERED THIS BACK IN JUNE, BUT WE'VE GOTTEN MORE FEEDBACK SINCE THEN.

SO I WANTED TO RECAP THOSE SENTIMENTS THAT WE'VE HEARD AROUND THE IMPACT FEE PROPOSAL.

UM, WE'VE HEARD THAT, UM, SMALLER AND INSTILLED DEVELOPMENT IS CONCERNED ABOUT THE IMPACT OF, OF AN IMPACT FEE AND WANTS TO UNDERSTAND HOW, HOW THIS PROCESS IS DIFFERENT FROM WHAT THEY'RE EXPERIENCING TODAY.

UM, THE NEED TO, UM, CONTINUE ENCOURAGING ADU AND NOT CREATE A PROGRAM THAT MIGHT DISINCENTIVIZE, UM, THAT, UM, THE ABILITY TO DEVELOP ACCESSORY DWELLING UNITS, UM, THE DESIRE TO NOT, UM, NOT DISINCENTIVIZE, HOW SCALE MULTIFAMILY AND MISSING MIDDLE HOUSING DEVELOPMENT, UM, THAT WE NEED TO CONSIDER EQUITY WITHIN THE DEVELOPMENT OF THE PROGRAM, INCLUDING HISTORIC UNDERINVESTMENT IN, UM, INFRASTRUCTURE AND THE IMPACT ON AFFORDABILITY, UH, REDUCTIONS IN IMPACT FEES FOR, UM, DEEPLY AFFORDABLE HOUSING, ENCOURAGING SUSTAINABLE TRANSPORTATION GOALS AND MEETING OUR ASM T UM, MO CHAIR GOALS OF A 50 50 MODE SHARE IN 2039.

AND, UM, CONSIDERING THE CURRENT ECONOMIC ENVIRONMENT OF A PANDEMIC, AS WELL AS, UM, WANTING TO HAVE GROWTH, UM, CONTRIBUTE ITS FAIR SHARE TO PAY FOR, UM, THE NECESSARY INFRASTRUCTURE TO SERVE GROWTH.

SO, UM, WE'VE HEARD THAT ALL OF THOSE THINGS, UM, MANY TIMES IN, IN SPEAKING TO DIFFERENT GROUPS.

SO I WANTED TO BRING THAT BACK TO, UM, IN FRONT OF YOU ALL.

SO GOING TO THE NEXT SLIDE, I WANT TO INTRODUCE ALL OF THIS IS A KIND OF A NITTY GRITTY PRESENTATION ON, UM, ON THE POLICY.

UM, IT'S SOME, SOME NEW CONTENT THAT MAYBE YOU HAVEN'T SEEN BEFORE.

SO I WANT TO WALK THROUGH EACH OF THE ORDINANCES AND THEIR MAIN SECTIONS, UM, AND THEN THE POLICY RECOMMENDATIONS THAT WE'VE RECEIVED ON EACH AND HOW WE'VE BEEN ATTEMPTING TO INCORPORATE THOSE.

SO, UM, ON SLIDE SEVEN, UM, THE, SO ONE OF TWO SLIDES BACK, IF WE, IF WE COULD GO BACK, UM, WE HAVE, UM, COUNSEL HAS CONSIDERED, UM, THE FOLLOWING FACTORS IN ESTABLISHING A POLICY.

UH, COULD WE GO BACK TO SLIDE SEVEN WHERE WE'RE FAST FORWARDING THROUGH? SORRY, IT WASN'T GOING IN THE DIRECTION.

I, I SAY I CAN TALK FAST, BUT NOT ON THAT.

UM, OKAY.

SO COUNSEL CAN, UM, CONSIDER, UH, SEVERAL FACTORS.

YOU'VE SEEN THIS SLIDE BEFORE THERE, BUT THERE ARE REALLY FOUR MAIN ELEMENTS THAT, THAT, THAT YOU ALL ARE DECIDING ON AN APPROVAL OF THE ORDINANCES.

UM, THE PRIMARY DECISION IS ON THE COLLECTION RATE.

SO THAT'S THE FEE THAT WOULD BE ACTUALLY BE COLLECTED AT THE TIME OF BUILDING PERMIT.

THIS IS THE PREDICTABILITY ELEMENTS THAT, UM, THAT THE DEVELOPMENT COMMUNITY HAS BEEN ASKING FOR THE DEVELOPMENT WOULD BE REQUIRED TO PAY.

UM, AND THIS RATE CAN BE ANYWHERE UP TO THE MAXIMUM AS DETERMINED BY THE IMPACT FEE STUDY FOR EACH SERVICE AREA.

BUT WHEN, WHEN PEOPLE ASK, YOU KNOW, WHAT'S THE IMPACT BE IN AUSTIN FOR, FOR ROADWAYS, THIS IS A NUMBER THAT I WOULD TELL THEM.

SO I THINK THIS IS, UM, THE, THE CRITICAL PART OF, OF THE ORDINANCE.

UM, THERE ARE ALSO OTHER ITEMS THAT WE'VE TALKED ABOUT BEFORE THE EFFECTIVE DATE OF THE ORDINANCE AND WHAT TYPE OF GRACE PERIOD OR PHASING WOULD BE ALLOWED.

SO, UM, PHASING, MEANING STARTING WITH ONE OPTION IN, IN YEAR ONE AND TRANSITIONING TO ANOTHER IN THE FUTURE, UH, THE GRACE PERIOD BEING HOW MUCH TIME, UM, BETWEEN AN ORDINANCE ADOPTION AND THE ACTUAL FEE COLLECTION, WHEN, WHEN WOULD A CB TRIGGERED, UM, AS OFFSETS, UM, WHAT, UH, DEVELOPMENT WOULD BE ALLOWED TO OFFSET THEIR IMPACT FEE BY BUILDING SYSTEM IMPROVEMENTS? UM, THIS IS SOMETHING THAT'S REQUIRED IN STATE LAW.

SO WE HAVE A SECTION IN THE ORDINANCE THAT EXPLAINS WHAT TYPES OF, UM, THINGS, UH, DEVELOPMENTS COULD AND HOW THEY GO ABOUT SECURING THOSE OFFSETS, UM, AND THEN REDUCTION.

SO FOR DIFFERENT DEVELOPMENT TYPES THAT ARE, THAT REDUCE THE IMPACT TO ROADWAY CAPACITY, UM, OR THE NEED FOR NEW ROADWAY CAPACITY, UM, SUCH AS TRANSIT ORIENTED DEVELOPMENT OR OTHER, UH, FURTHER OTHER CITY JACKSON'S LIKE AFFORDABLE HOUSING.

UM, THESE ARE ELEMENTS OF THE ORDINANCES AS WELL, AND WE'VE RECEIVED RECOMMENDATIONS ON EACH OF THESE THAT I'D LIKE TO, UM, TO, TO GO THROUGH.

UM, IN ADDITION, WE'VE RECEIVED SOME RECOMMENDATIONS, UM, FOR CHANGES TO ADMINISTRATIVE PROCESSES THAT COUNTS, BUT STAFF IS ALSO CONSIDERING, UM, BUT THEY'RE NOT PART OF

[00:10:01]

THE, THE ORDINANCES.

SO, UM, WE WON'T COVER THEM IN DETAIL TODAY.

UM, FOR AN, AN EXAMPLE OF THAT, UM, THE PLANNING COMMISSION RECOMMENDED THAT BEFORE OF THE FIVE YEAR REVIEW PERIOD OF THE STUDY COMES UP, THAT THE CITY AUDITOR PERFORM A REVIEW OF THE FEE ADMINISTRATION AND ISSUES, UM, THAT REPORT TO COUNCIL.

SO THAT'S JUST AN EXAMPLE, UM, THAT ISN'T CONTAINED WITHIN, WITHIN THE ORDINANCE ITSELF.

I'M GOING TO SLIDE EIGHT.

UH, THE, THERE ARE TWO ORDINANCES.

SO I WANT TO CLARIFY THAT.

UM, SO YOU'VE ALWAYS SEEN TWO ITEMS ON YOUR COUNCIL AGENDA.

UM, WHEN THIS HAS COME FOR PUBLIC HEARING ONE AMEND THE, UM, THE LAND DEVELOPMENT CODE CHAPTER 25 SIX, WHICH IS THE TRANSPORTATION SECTION, UM, WHICH IN THIS, UM, PORTION OF THE CHAPTER WOULD ADD AN ARTICLE TO ENABLE THE IMPACT OF THE PROGRAM.

AND THEN THE SECOND ORDINANCE ADOPTS THE STUDY AND THE FEE SCHEDULE, UM, AS WELL AS THE LAND USE VEHICLE MILE EQUIVALENCY TABLE, WHICH IS A MOUTHFUL, WE CALL IT THE LOVE MAT, UM, WHICH IS REALLY THE, THE TECHNICAL PIECE AND THE, THE, THE WAY THAT A DEVELOPMENT WOULD BE ABLE TO SEE THE NUMBER OF VEHICLE MILES GENERATED FOR DIFFERENT LAND USES.

UM, AND THAT WILL ULTIMATELY FEED THE WORKSHEET THAT APPLICANTS WILL USE TO CALCULATE THEIR FEES.

SO, UM, THIS IS WHERE THE, THE FEE SCHEDULE OR THE STUDY ITSELF IS ADOPTED AND THAT FEE SCHEDULE.

SO WHY, WHY DO WE HAVE TWO ORDINANCES? UH, WE WERE FOLLOWING THE AUSTIN WATER STRUCTURE TO HAVE THE ENABLING LANGUAGE IN THE CODE.

AND THEN I HAVE A SECTION THAT REFERENCES THE FACT THAT, UM, THERE IS A FEE SCHEDULE AND A STUDY, BUT THAT THOSE THINGS ARE, UM, YOU KNOW, AMENDED EVERY FIVE YEARS.

AND SO RATHER THAN AMENDING THE CODE EVERY FIVE YEARS, WE'RE UPDATING, UM, THAT THE SCHEDULE AND THE STUDY EVERY FIVE YEARS VIA SEPARATE ORDINANCE.

SO THAT'S, THAT'S THE REASON FOR THE TWO SEPARATE ORDINANCES.

UH, SO ONTO SLIDE NINE, I'M SHOWING THE, UM, THE STRUCTURE OF THE CODE AMENDMENT ORDINANCE.

UM, THIS IS THE EASIER OF THE TWO AND HAS, UH, FOUR MAIN SECTIONS, UM, GENERAL PROVISIONS, WHICH INCLUDE DEFINITION.

ALSO, THIS IS WHERE WE REFERENCED, UM, REFERENCE TO THE OTHER ORDINANCE THAT ADOPTS THE STUDY AND THE FEE SCHEDULE.

UM, THE SECOND DIVISION IS FEE ESTABLISHED THAT TALKS ABOUT THE ASSESSMENT, HOW FEES ARE ASSESSED AND COLLECTED AND HOW THEY ARE TO BE CALCULATED.

UM, THE, THE THIRD DIVISION IS, UM, DETERMINATION OF SERVICE UNITS.

THERE'S A SMALL SECTION THAT JUST SAYS, UM, THE APPLICANT IS ALLOWED TO PROVIDE AN ALTERNATIVE, UM, CALCULATION IF THEY'RE EQUIVALENT LAND USE IS NOT FOUND IN THAT.

LOVE IT.

UM, THE, THE LAST SECTION IS THE ONE WHERE WE TALK ABOUT THE REDUCTIONS AND THE OFFSETS.

SO THIS IS THE ONE THAT'S PROBABLY THE MOST SPECIFIC TO THE CITY OF AUSTIN, UM, WHEN IT COMES TO THIS ORDINANCE.

SO, UM, AND, AND JUST TO, TO REMIND EVERYONE, WHEN WE TALK ABOUT A SERVICE UNIT IN ROADWAY IMPACT FEES, THAT MEANS A VEHICLE MILE.

SO ONE VEHICLE TO TRAVEL ONE MILE DURING THE PMP PERIOD.

SO WE'RE LOOKING AT THE AVERAGE, UM, TRIP, UM, VEHICLE MILE.

UM, SO TRIP, INTRO BLINKS THAT CALCULATION, UM, FOR, FOR THE IMPACT FEE.

SO IT'S A DOLLAR PER VEHICLE MILE IS THE, IS THE FINAL FEE.

SO, UM, SLIDE 10 IS THE, THE, UM, THE OVERVIEW OF THE FEE SCHEDULE ORDINANCE.

SO THE OTHER ORDINANCE, UM, IT'S SHORTER.

IT HAS MISSED ONE MAIN PART WITH SOME STUFF SECTIONS.

UM, WHAT IS IT VIA THIS ORDINANCE IS LAND USE ASSUMPTIONS.

THE ROADWAY HAS, HAS TO BE PLANNED IN THE SERVICE AREAS.

THOSE ARE MAIN ELEMENTS OF THE STUDY.

IT ALSO ADOPTS THE MAXIMUM ASSESSABLE FEE PER SERVICE UNIT FOR EACH SERVICE AREA.

SO THAT'S A TABLE THAT SAYS IN SERVICE AREA, A THIS IS THE MAXIMUM BASED ON WHAT TO STUDY DETERMINED.

UM, AND THEN, UH, IT HAS THAT COLLECTED IMPACT FEE TABLE.

SO RELATIVE TO THE MAXIMUM, WHAT IS THAT COLLECTED RATE? AND THEN, UM, IT INCLUDES THE LOVE MET TABLE.

SO YOU CAN ACTUALLY SEE THE LIST OF LAND USES AND THEY'RE THEIR, UM, VEHICLE MILE GENERATED.

AND THE INSIDE AND OUTSIDE THE LOOP SERVICE AREAS ARE DELINEATED THERE, UM, AS WELL AS THE EFFECTIVE DATE OF THE ORDINANCE.

SO, UM, SLIDE 11 IS A REMINDER OF WHAT INSIDE AND OUTSIDE THE LOOP SERVICE AREAS ARE.

SO THIS IS THE LANGUAGE RIGHT OUT OF THE ORDINANCE.

SO SERVICE AREA IS F I J DOWNTOWN AND L ARE LOCATED ENTIRELY WITHIN THAT INTERLOOP BOUNDARY AND ARE THE INSIDE LOOP SERVICE AREAS FOR THE PURPOSES OF THE COLLECTION RATE.

AND THEN ALL OF THE OTHER SERVICE AREAS ARE CONSIDERED OUTSIDE THE LOOP.

UM, AND

[00:15:01]

WHY THIS IS IMPORTANT AGAIN, IS THE, THE LOOP INSIDE AND OUTSIDE INFORMS THE TRIPLINK.

SO, SO BASED ON THE REGIONAL TRAVEL DEMAND YEAH.

MODEL AND THE NATIONAL HOUSEHOLD TRAVEL SURVEY, WE KNOW THAT, UM, BLANKS FURTHER FROM THE CITY CENTER ARE LONGER.

SO, UM, THAT, THAT AFFECTS THE ULTIMATE, UM, SERVICE UNITS THAT ARE GENERATED FROM EACH OTHER.

SO, UM, IN ALL THE INSIDE THE LOOP SERVICE AREAS HAVE THE SAME VERSUS THE OUTSIDE THE LOOP.

UM, AND THAT INFORMS RIGHT, THE VEHICLE MILES THAT ARE GENERATED FROM, FROM EACH SERVICE AREA.

SO THAT'S IMPORTANT.

UM, SLIDE 12 IS, IS THE LOVE, THE LOVE MET ITSELF, UM, VERY, UH, TRANSPORTATION ENGINEERING DOCUMENT HERE THAT SHOWS, UM, FOR EACH OF THESE EXAMPLE, UM, EACH OF THESE LAND USES WHAT IS THE VEHICLE MILES THAT IS GENERATED, UM, WHETHER THAT, THAT LAND USES INSIDE AND OUTSIDE THE LOOP ON A SPECIFIC DEVELOPMENT UNIT.

SO WHETHER THAT'S A DWELLING UNIT, UM, FOR A RESIDENTIAL DEVELOPMENT, A ROOM IN A HOTEL, A A THOUSAND SQUARE FEET, UM, FOR, FOR COMMERCIAL USES, UM, AND THEN THE SERVICE UNIT IS THAT VEHICLE MILE.

SO, UM, WE, UM, THE TRIP LENGTHS AGAIN, ARE BASED ON THE TRAVEL DEMAND MODEL AND NOT NATIONAL HOUSEHOLD TRAVEL SURVEY, UM, DEVELOPED BY THE FEDERAL HIGHWAY ADMINISTRATION AND THE TRIP GENERATION RATES ARE BASED ON THE INSTITUTE OF TRANSPORTATION, ENGINEERS, UM, TRIP, GENERATION MANUAL.

SO I'M GOING TO SLIDE 13.

THIS IS A LOT OF DIFFERENT TERMS. AND, UM, THERE'S BEEN SOME, WE'VE GOTTEN SOME QUESTIONS ABOUT HOW YOU WOULD ACTUALLY GO ABOUT MAKING AN ESTIMATE FOR A SPECIFIC DEVELOPMENT.

OF COURSE, WE HAVE DEVELOPERS THAT ARE VERY INTERESTED IN DOING THAT.

UM, SO THE FEE CALCULATION IS FAIRLY SIMPLE ALGEBRA, UM, BUT I WANT TO JUST SHOW A COUPLE OF EXAMPLES OF HOW IT WOULD BE CALCULATED.

SO THE FIRST EXAMPLE IS A, UM, A, AN APARTMENT COMPLEX DEVELOPMENT.

SO MID-RISE APARTMENTS.

SO 10 STORIES, 250, THE EIGHT UNITS, AND THIS, UM, YOU KNOW, EXAMPLE DEVELOPMENT IS PROPOSED TO BE OUTSIDE THE LOOP, CERTAIN OUTSIDE THE LOOP SERVICE AREA.

SO YOU WOULD MULTIPLY THE NUMBER OF UNITS TIMES THE VEHICLE MILES GENERATED PER DWELLING UNIT TIMES THE COLLECTION RATE THE DOLLAR PER VEHICLE MILE.

AND SO THAT RESULTS IN A $414,477, UM, C AND THEN IN THE SECOND EXAMPLE, IT'S FOR A 10,000 SQUARE FOOT OFFICE.

SO THIS IS A NON RESIDENTIAL DEVELOPMENT INSIDE THE LOOP.

UM, THE, THE DEVELOPMENT UNIT FOR THIS TYPE OF LAND USE IS 1000 SQUARE FEET.

SO YOU TAKE 10,000 DIVIDED BY 1000, YOU HAVE 10 DIFFERENT DEVELOPMENT UNITS MULTIPLIED BY 4.27 VEHICLE MILES PER THOUSAND SQUARE FEET TIMES THE DOLLAR PER VEHICLE MILE FOR NON RESIDENTIAL DEVELOPMENT, THE COLLECTION RATE.

SO THAT'S IS $51,880 AND 50 CENTS.

SO THAT'S, UM, THAT'S HOW YOU WOULD, WE GET TO THE COLLECTED FEE.

THE, UM, AND I HAVE THAT IN AN ORANGE TEXT AT THE TOP OF SLIDE, UM, ON SLIDE 14, WE'RE NOW GOING, I WANT TO MOVE INTO TALKING THROUGH EACH OF THE ORDINANCE ELEMENTS AND THE RECOMMENDATIONS THAT WE RECEIVED.

UM, BUT ARE THERE ANY QUESTIONS BEFORE, BEFORE I DO THAT WENT THROUGH, I'LL GET THEM OUT, MAYBE LET'S KEEP GOING AND THEN, SURE.

WELL, I WILL DO THAT.

UM, SO THE, THE COLLECTION RATE, WHAT WAS, UM, PRESENTED TO YOU, UM, THIS SUMMER WAS THE IMPACT FEE ADVISORY COMMITTEE RECOMMENDATION OF 50% OF THE MAXIMUM FOR EACH SERVICE AREA FOR NONRESIDENTIAL LAND USES AND 35% OF THE MAXIMUM FOUR RESIDENTIAL LAND USES AS DETERMINED, UM, THE MAXIMUM AS DETERMINED BY THE STUDY.

SO IF YOU REMEMBER THE BAR BAR CHARTS WITH, UM, UH, FOR EACH SERVICE AREAS, OR IT WAS VERY VARIED BASED ON THE MAXIMUM.

SO THAT'S 35 AND 50% IS PROPORTIONATE TO THE MAXIMUM.

UM, SO WE HAD A DIFFERENT NUMBER IN EVERY SERVICE AREA, UM, CODES AND ORDINANCES MADE A RECOMMENDATION TO PHASE THE COLLECTION RATE IN OVER FIVE YEARS TO BUILD UP, UM, TO AN, A NUMBER OVER FIVE YEARS.

THAT'S SIMILAR TO WHAT ROUND ROCK HAS DONE OVER A THREE YEAR PERIOD.

UM, PLANNING COMMISSION DID NOT MAKE A RECOMMENDATION ON THE SPECIFIC RATE, BUT, UM, RECOMMEND THAT WE SEPARATED THE FEE SCHEDULE FOR DOWNTOWN AND UNO OR WEST CAMPUS AREA FROM, FROM THE OTHER IN INNER LOOP SERVICE AREAS.

UM, SO IN, IN PRESENTING THE IMPACT FEE, THE ADVISORY COMMITTEE RECOMMENDATION TO

[00:20:01]

STAKEHOLDERS, AND ALSO TO A GROUP OF, UM, OF STAFF WITHIN THE CITY IN DIFFERENT DEPARTMENTS, UM, WE STARTED SEEING HOW, UM, HOW SOME OF THE SERVICE AREAS ON, UM, SOME OF OUR HIGHER SERVICE AREAS, EXCLUDING SERVICE AREA, K ON THE WEST SIDE, UM, THE OTHER HIGHEST SERVICE AREAS FOR ALL IN THE EASTERN CRESCENT.

AND THAT STARTED TO RAISE CONCERNS ABOUT, UM, THE EQUITY OF THE POLICY AND, UM, AND, AND HOW WE MAY OR MAY NOT BE PENALIZING DEVELOPMENT, UM, THAT IS OCCURRING LATER WITHIN SERVICE AREAS THAT HAVE BEEN UNDER INVESTED IN, IN THE PAST IN TRANSPORTATION INFRASTRUCTURE ARE NOW NEEDING TO, UM, TO MORE OF THAT, UM, OF MORE OF THAT CAPACITY.

WHEREAS IN OTHER PARTS OF THE CITY, UM, THE CITY HAS INVESTED IN INFRASTRUCTURE THAT HAS BEEN PAID, UM, FOR THROUGH, UM, YOU KNOW, GENERAL OBLIGATION BONDS THAT ARE SUPPORTED BY ALL OF THE IS, UM, TAXPAYERS.

SO, UM, THE, THE RECOMMENDATION WAS TO LOOK AT WHAT WOULD HAPPEN IF WE, UM, KIND OF NORMALIZED, UM, THE SEA TO ACCOUNT FOR THESE, UM, HISTORIC UNDERINVESTMENT.

AND SO WE LOOKED AT WHAT WOULD OCCUR IF WE APPLY TO 50% OF THE CITYWIDE MAXIMUM FOR NON-RESIDENTIAL LAND USES AND 35% OF THE CITYWIDE MAXIMUM FOR RESIDENTIAL LAND USES.

SO LOOKING AT THE CITYWIDE MAXIMUM, AND INSTEAD OF THE MAXIMUM IN EVERY SERVICE AREA, UM, IN THIS CASE, THE CITYWIDE MAXIMUM WAS ABOUT $2,430.

UM, SO IN SOME CASES IT WAS HIGHER THAN, THAN THE SERVICE AREA MAXIMUM.

UM, AND IN OTHER CASES IT WAS LOWER, BUT BECAUSE WE WERE TAKING THE 35 AND 50% OF THAT, WE DIDN'T EXCEED, WE DIDN'T EXCEED ANY SERVICE AREAS, UM, UH, INDIVIDUAL SERVICE AREA MAXIMUM.

SO I HAVE A COUPLE MORE SLIDES THAT SHOWS THE RESULT OF THAT.

UM, BUT A COUPLE OF OTHER THINGS THAT WERE RECOMMENDED THROUGH THIS STAFF DISCUSSION WERE, UM, UH, SMALL BUSINESS EXEMPTIONS FOR NONRESIDENTIAL LAND USES UNDER A CERTAIN SQUARE FOOTAGE.

SO TRYING TO REALLY GET AT THOSE, UM, THOSE SMALLER LAND USES HAVING A LOWER COLLECTION RATE.

UM, AND THEN ALSO FOCUSING ON SOME SPECIFIC LAND USES WHERE WE HAVE DISPARITIES ACROSS THE CITY AND ACCESS.

SO TO FINANCIAL INSTITUTIONS AND, UM, SORT OF THEORY IS DG O AND P, WHICH ARE ALL EAST OF .

AND THEN, UM, GROCERY STORES ALSO IN THOSE SAME SERVICE AREAS WOULD HAVE A $0 COLLECTION RATES.

SO, UM, THOSE, THOSE ITEMS WERE, UM, ARE IN THE DRAFT STAFF RECOMMENDATION, UM, GOING TO SLIDE 15, UM, BACK TO THAT 50 AND 35% OF THE CITYWIDE MAXIMUM THAT RESULTS IN, UM, $1 PER VEHICLE MILE FOR NON-RESIDENTIAL LAND USES AND $1 PER VEHICLE MILE FOR RESIDENTIAL, RATHER THAN HAVING A DIFFERENT NUMBER FOR EVERY SERVICE AREA.

SO ONCE WE HAVE THAT, UM, THE, THE, THEN THE ONLY REALLY DIFFERENCES, WHETHER YOU'RE INSIDE THE LOOP OR OUTSIDE OF THE LOOP, UM, BASED ON THOSE DIFFERENCE IN TRIP LENGTH.

SO A SINGLE FAMILY HOME INSIDE, YEAH, THE LOOP WOULD ALL BE THE SAME RATE, A SINGLE FAMILY HOME OUTSIDE THE LOOP WOULD ALL BE THE SAME RATE.

AND YOU CAN SEE THAT IN THE CHART ON THE BOTTOM, RIGHT OF THIS SLIDE ON THE LEFT IS THE, IS THE MAXIMUM FEE, SOME AVERAGE MEDIAN, AND THEN THE HIGHEST AND LOWEST.

AND YOU CAN SEE HOW, UM, AGAIN, HOW VARIED THOSE NUMBERS ARE VERSUS, UM, THE KIND NORMALIZING THAT'S OCCURRING IN THE CHART ON THE RIGHT.

SO GOING TO SLIDE 16, THIS IS, I'M SEEING THOSE NUMBERS AGAIN, FOR EXAMPLE, LAND USES, UM, FOR, UM, SINGLE FAMILY, UM, JUST LOWS, YOU KNOW, HOW SCALE MULTIFAMILY MID-RISE APARTMENTS, HIGH RISE, UM, AND THEN A COUPLE NON-RESIDENTIAL USES.

SO GENERALLY WHAT THIS DID WAS, UM, INCREASED THE FEE SLIGHTLY IN INSIDE THE LOOP SERVICE AREAS AND, AND DECREASED.

WELL, I THINK IT REALLY ACTUALLY DEPENDS MORE WHETHER YOU'RE ON THE EAST OR WEST SIDE, UM, HOW THAT, UM, MA THAT CHANGED FROM, FROM THE INITIAL, UM, IMPACT THE ADVISORY COMMITTEE, BUT IT, IT MADE IT SO THAT THOSE SERVICE AREAS THAT WERE, UM, SIGNIFICANTLY HIGHER THAN OTHERS WERE, UM, BROUGHT DOWN TO, TO BE THE SAME ACROSS, UM, ALL OF THE SERVICE AREAS.

SO, UM, WE CAN COME BACK TO THAT TOPIC, BUT, UM, GOING ON TO THE NEXT ORDINANCE ELEMENT, UH, THE EFFECTIVE DATE.

SO, UM, THE IMPACT OF THE ADVISORY COMMITTEE RECOMMENDED THAT

[00:25:01]

THE EFFECTIVE DATE OF THE ORDINANCE, THE, UM, THE ADOPTION DATE, OR A CLOSE TO IT AS POSSIBLE, AND THAT ALL DEVELOPMENTS THAT OBTAINED A BUILDING PERMIT WITHIN ONE YEAR OF THAT DATE SHALL PAY NO IMPACT FEE FOR, FOR A YEAR.

UM, SO THAT ESSENTIALLY IS A ONE YEAR GRACE PERIOD THAT, THAT ONE YEAR GRACE PERIOD IS REQUIRED FOR PREVIOUSLY PLOTTED PROPERTIES, BUT THIS WAS AN EXTENSION OF THAT GRACE PERIOD TO ALL DEVELOPMENT.

UM, SO THEY WOULD HAVE ONE YEAR TO, UM, TO GET A BUILDING PERMIT BEFORE THE STUDY WOULD GO INTO EFFECT STAFF, UM, AGREED WITH THAT RECOMMENDATION, BUT AFTER SOME DISCUSSIONS WITH, UM, EXISTING DEVELOPMENTS THAT ARE UNDERWAY, UM, BOTH CITY SPONSORED AND PRIVATE DEVELOPMENTS, WE CONSIDERED THAT, UM, ADDING AN EXCEPTION FOR DEVELOPMENT APPLICATIONS WHERE, UM, A TRANSPORTATION IMPACT ANALYSIS HAS ALREADY BEEN APPROVED PRIOR TO THE ADOPTION DATE, UM, WOULD RECEIVE AN EXTENDED GRACE PERIOD OF THREE YEARS, UM, TO GET THOSE BUILDING PERMITS.

SO, UM, JUST HONORING THE FACT THAT WE HAVE, UM, DEVELOPMENTS WITH APPROVED, UM, IMPACT ANALYSIS THAT ARE, YOU KNOW, AFFECTING THEIR, UM, THEIR FINANCING FOR THEIR PROJECTS, UM, ONTO THE NEXT SLIDE, 18 TALKING ABOUT OFFSETS.

SO AGAIN, OFFSETS ARE, UM, OFFSETTING, ESSENTIALLY OFFSETTING THE FEE OTHERWISE DO FOR INFRASTRUCTURE THAT IS BUILT BY THE DEVELOPMENT, UM, THAT IS IN THE ROADWAY CAPACITY PLAN.

SO INSTEAD OF, UM, PAYING A FEE, THEY MAY BUILD AN INFRASTRUCTURE IMPROVEMENT AND NEED TO BE CREDITED FOR THAT, FOR THAT, UM, CONTRIBUTION.

SO THE PLANNING COMMISSION RECOMMENDED THAT WE INCLUDE A, AN OFFSET FOR ONSITE BY SCHOOL FACILITIES OR MULTIMODAL PARKING, UM, THAT THAT NEEDS PRODUCTED FROM THEIR TOTAL IMPACT FEE.

AND, UH, WE, WHILE, WHILE WE RECOGNIZE THAT THAT IS AN IMPORTANT, UM, UH, REQUIREMENT OF DEVELOPMENTS THAT WE'D LIKE TO SEE, UM, WE'RE NOT ABLE, YOU GUYS HAVE HEARD ME TALK ABOUT THIS BEFORE, BASED ON LOCAL GOVERNMENT CODE THAT STANDALONE BICYCLE AND PEDESTRIAN IMPROVEMENTS ARE NOT AUTHORIZED AS OFFSET, UM, FOR THE LOCAL GOVERNMENT CODE AND LESS, THOSE FACILITIES ARE PART OF ROADWAY CAPACITY PLAN PROJECTS.

SO WE CAN ACKNOWLEDGE THOSE ELEMENTS AS PART OF, UM, OF PROJECTS THAT ARE IN THE ROADWAY CAPACITY PLAN, BUT NOT AS, AS STANDALONE ELEMENTS THEMSELVES.

SO WE CAN PARTIALLY ADDRESS THAT RECOMMENDATION ON SLIDE 19.

UM, NOW WE'RE GETTING INTO THE REDUCTION SECTION, UM, OF THE ORDINANCES.

SO THERE ARE LOTS OF DIFFERENT IDEAS ON, ON THIS TOPIC.

UH, THE IMPACT OF THE ADVISORY COMMITTEE'S RECOMMENDATION WAS FAIRLY STRAIGHTFORWARD.

THEY SAID THAT, UM, DEVELOPMENTS COULD QUALIFY FOR UP TO A 20% FEE REDUCTION FOR INTERNAL CAPTURE, WHICH IS, UM, BASED ON MIXED USE DEVELOPMENTS WHERE SOME OF THE TRIPS, UM, ARE CONTAINED WITHIN THE DEVELOPMENTS, THEY'RE GOING FROM ONE LAND USE TO ANOTHER, WITHIN THE EXISTING, WITHIN THE DEVELOPMENT ITSELF, UM, UP TO 40% REDUCTION BASED ON APPROVED TDM, TRANSPORTATION, DEMAND MANAGEMENT PLAN, UM, PER THE TRANSPORTATION CRITERIA MANUAL AND THAT, UM, AND THAT CITY GOALS RELATED TO AFFORDABLE HOUSING SHOULD BE CONSIDERED, UM, IN DETERMINING WHETHER OR NOT REDUCTIONS SHOULD BE GRANTED FOR, UM, QUALIFYING PROJECTS.

THEY WANTED TO SAY, UM, YOU KNOW, GO IN AND LOOK AT THE, AT HOW YOU WOULD HANDLE AFFORDABLE HOUSING, UM, PRODUCTION.

SO, UM, CODES AND ORDINANCES RECOMMENDED THAT A SUBSTANTIAL DISCOUNT BE PROVIDED FOR PROPERTIES WITHIN A QUARTER MILE OF THE TRANSIT PRIORITY NETWORKS.

UM, WE, WE AGREED WITH, UM, WITH, WITH PROVIDING A REDUCTION OR PROXIMITY TO TRANSIT.

UM, WE HAD A REQUEST FROM OUR ECONOMIC DEVELOPMENT DEPARTMENT STAFF TO HAVE A A HUNDRED PERCENT FEE REDUCTIONS FOR CREATIVE SPACES UNDER 20,000 SQUARE FEET.

UM, UNFORTUNATELY WE HAVEN'T BEEN ABLE TO INCLUDE THAT RECOMMENDATION IN THE STAFF, UM, DRAFT ORDINANCE, BECAUSE WE DON'T HAVE, UM, DEFINITIONS OF LAND DEVELOPMENT CODE FOR CREATIVE SPACES.

UM, SO THAT IS JUST A, A TECHNICAL CHALLENGE THAT WE HAVE RIGHT NOW WITH OUR CURRENT REGULATORY STRUCTURE, UH, ON SLIDE 20, THE PLANNING COMMISSION SPENT THE MOST TIME TALKING ABOUT REDUCTIONS.

UM, THEY FOCUSED ON, UM, ON A COUPLE OF DIFFERENT SESSIONS IN TERMS OF REDUCTION.

SO UNDER MOBILITY, THAT UP TO 40% REDUCTION SHOULD BE GRANTED FOR SITES WITHIN A QUARTER MILE OF THE TPN, WHICH IS THE TRANSIT PRIORITY NETWORK FROM THE STRATEGIC MOBILITY PLAN, UM, BASED ON REDUCING PARKING.

SO TYING TRANSIT SO MANY IN PARKING TOGETHER AND

[00:30:01]

UP TO A 60% REDUCTION FOR SITES WITHIN A QUARTER MILE OF THE TRANSIT PRIORITY NETWORK OR HALF MILE OF LIGHT RAIL STATIONS, AGAIN, BASED ON REDUCED PARKING AND THAT A 10% REDUCTION YEAH.

AND COULD ALSO BE REACHED IF THEY ARE WITHIN A QUARTER OR A HALF A MILE OF THE BICYCLE PRIORITY NETWORK AND FROM THE STRATEGIC MOBILITY, UM, THEY WANTED TO, UM, MAKE AN EXCEPTION TO THOSE, THOSE REDUCTIONS FOR NEW SINGLE FAMILY OR RESIDENTIAL WITH GREATER THAN TWO PARKING SPACES PER UNIT WOULD NOT BE ELIGIBLE.

UM, THERE WAS, THEY WANTED TO MAKE SURE AN APPLICANT HAD, OKAY, THE ABILITY TO SUBMIT A TIA, UM, AND BE ELIGIBLE, UM, FOR THE MAXIMUM MOBILITY REDUCTION BASED ON THEIR OWN ALTERNATIVE CALCULATION AND WANTED TO TREAT THEM AGAIN, TREATING THE UNIVERSITY NEIGHBORHOOD OVERLAY WEST CAMPUS AREAS ENTIRELY SERVED BY BIKE AND TRANSIT, UM, NETWORKS.

AND THAT UP TO A 70% REDUCTION WOULD THERE WOULD BE BASED ON PARKING.

UM, THEY ALSO RECOMMENDED AN ANTI-DISPLACEMENT POLICY THAT ANY SITES, THE IN, UM, IN AN AIR IN POTENTIAL DISPLACEMENT AREAS PER A MAP THAT WERE TO BE PUBLISHED BY, UM, NOW BY THE HOUSING AND PLANNING DEPARTMENT, UM, THAT ALREADY CONTAINS EXISTING RESIDENTIAL UNITS WOULD NOT BE ELIGIBLE FOR MOBILITY REDUCTIONS, KIND OF REDUCE THAT, UM, REDUCED DEVELOPMENT PRESSURE, UH, AFFORDABLE HOUSING SHOULD SCALE THE REDUCTION WITH, UM, THE INCOME LEVELS OR WHAT INCOME LEVEL IS BEING RESTRICTED IN THE AFFORDABLE HOUSING.

UM, AND AS WELL AS FOR THE LENGTH OF THE AFFORDABILITY PERIOD, UM, AND THAT REDUCTIONS ARE ONLY AVAILABLE ONSITE AND OFFSITE, AND THAT THOSE DEVELOPMENTS WOULDN'T HAVE A REQUEST ARE MEANT FOR TRANSPORTATION DEMAND MANAGEMENT.

UM, AND THEN THEY ALSO WANTED TO EXEMPT COMPLETELY GROCERY STORES IN LOW INCOME AREAS, NOT SERVED BY GROCERY STORES.

SO WE'VE TRIED TO ADDRESS IT AND UP TO ONE PARKING SPACE COULD BE ADDED WITH AN ATM IF AN EXISTING STRUCTURE IS PRESERVED.

UM, THIS WAS IN RESPONSE TO THE STAFF RECOMMENDATION TO SAY, UM, YOU COULD ADD UP TO THREE ADDITIONAL UNITS ON A RESIDENTIAL WHERE AT WHERE THE DEVELOPER YOU HAVE THE DEVELOPMENT RIGHTS TO DO.

SO, UM, AS LONG AS YOU'RE NOT PROVIDING ADDITIONAL PARKING, YOU WOULD, UM, NOT, UM, HAVE A FEE.

SO THEY WANTED TO SAY, WELL, HE COULD HAVE ONE, YEAH, ADDITIONAL PARKING SPACE WITH AN ADU, IF THE STRUCTURE IS PRESERVED.

UM, SO STAFF RECOMMENDATIONS TAKING ALL OF THAT INTO ACCOUNT, UM, AND WANTING TO MAKE SURE THAT WE ARE CREATING A DEFENSIBLE PROGRAM THAT IS, UM, TECHNICALLY SOUND AND IN ALIGNMENT WITH EXISTING, UM, TRANSPORTATION DEVELOPMENT REVIEW PRACTICES AND, UM, OUR TECHNICAL GUIDANCE.

WE, UM, WE RECOMMEND THE, THE INTERNAL CAPTURE OF UP TO 20%, UM, THAT IS CONSISTENT WITH WHAT WE ARE DOING TODAY.

AND WITH OTHER CITIES IN TEXAS, UM, THAT WE WOULD ACKNOWLEDGE, UM, THE USE OF TRANSPORTATION, DEMAND MANAGEMENT MEASURES, SPECIFICALLY TRANSIT PROXIMITY, AND REDUCED PARKING.

UM, WE'RE STILL WORKING OUT THE LANGUAGE OF EXACTLY HOW TO DO THAT, UM, THAT BUILDING, UM, UH, BUILDING REUSE.

THIS IS GETTING OUT THOSE SMALL, UM, MALL, UH, SMALL BUSINESS TYPE OF DEVELOPMENTS WHERE WE, UM, ARE HAVING AN EXISTING OCCUPIED BUILDING THAT IS EITHER CHANGING A YOUTH OR ADDING A SMALL ADDITION WOULD HAVE, UM, AN EXEMPTION.

WE MAY BE CHANGING THAT WORDING A LITTLE BIT TO BE FOCUSED ON THE AMOUNT OF TRIPS THAT ARE BEING GENERATED RATHER THAN THE ACTUAL SIZE OF THE DEVELOPMENT.

THAT IF YOU'RE, UM, HAVING A, A VERY NEGLIGIBLE NUMBER OF TRIPS ADDED THAT THAT'S HOW YOU WOULD ACHIEVE THAT A HUNDRED PERCENT REDUCTION.

AND THEN, UM, WHAT I ALLUDED TO A MINUTE AGO, THE INFILL UNIT, UM, FOR EXISTING LAND USES THAT ADD UP RESIDENTIAL LAND USES THAT ADD UP TO THREE ADDITIONAL DWELLING UNITS WITH NO PARKING ADDED, UM, LORD RECEIVE AT REDUCTION TO, TO NOT DISINCENTIVIZE, UM, THE REDEVELOPMENT, UM, AND BUILT REDEVELOPMENT OF HOUSING.

AND LASTLY, ON, ON AFFORDABLE HOUSING, UM, THERE IS SPECIFIC LANGUAGE IN LOCAL GOVERNMENT CODE THREE 95 ABOUT, UM, AFFORDABLE HOUSING FEE WAIVERS FROM IMPACT FEES.

AND SO WE ARE WANTING TO MAKE SURE THAT OUR LANGUAGE IS IN ALIGNMENT WITH THAT, UM, STATUTE.

AND SO, UM, THE CURRENT RECOMMENDATION FROM HOUSING AND PLANNING IS THAT APPLICANTS WHO MEET, UM, REQUIREMENTS WILL, UH, MAY REQUEST A HUNDRED PERCENT REDUCTION FOR ALL OF THE UNITS THAT MEET THE REQUIREMENTS.

SO, UM, INSTEAD OF

[00:35:01]

THAT REDUCTION, APPLYING TO THE ENTIRE DEVELOPMENT, IT'S STILL APPLIES SPECIFICALLY TO THOSE AFFORDABLE UNITS.

UM, SO THAT IS ALL THAT I HAVE ON REDUCTIONS.

UM, NOW GOING NEXT SLIDE IS ON TO THE, THE REVENUE REVENUE PROJECTION.

UM, SO THIS WAS JUST A REVISION OF WHAT I SHOWED BACK IN JUNE.

UM, ON SLIDE 23, WE HAVE THE PIE CHARTS THAT YOU MIGHT REMEMBER SEEING ON THE LEFT IS, UM, THE, THE, THE PIE ITSELF REPRESENTS THE ROADWAY CAPACITY PLAN IN TOTAL THE COST.

SO THAT'S A 3.2 BILLION PLAN.

UM, THE IMPACT FEE IS A 10 YEAR HORIZON.

SO WE ARE ONLY ABLE TO RECOVER, UM, RECOVERED THE IMPACTS OF DEVELOPMENT WITHIN 10 YEARS.

AND SO THAT'S REPRESENTED BY THE ORANGE, THE LARGE ORANGE PIE SLICE FOR 1.8 BILLION AT THE TOP OF THE PIE.

AND THEN THE BLUE SECTIONS ON THE BOTTOM ARE EITHER COST TO MEET EXISTING DEMAND.

SO EXISTING DEMAND THAT IS THERE TODAY, OR DEMAND THAT OCCURRED BEYOND THE 10 YEAR WINDOW.

UM, SO WE WERE, THE IMPACT FEE CANNOT RECOUP THOSE COSTS.

AND SO WITH THE STAFF RECOMMENDED COLLECTION RATES, UM, OF 12, 15 PER VEHICLE MILE AND EIGHT 50 PER VEHICLE MILE FOR NON-RESIDENTIAL AND RESIDENTIAL AND RESPECTIVELY, UM, YOU, THAT ESSENTIALLY EATS INTO SOME OF THAT, THAT ORANGE PIE SLICE.

AND SO THE DARK PURPLE REFLECTS THAT.

AND THEN THE LIGHT PURPLE SLICE OF ANTICIPATED REDUCTIONS IS THOSE, UM, OTHER ELEMENTS AFTER WE LOOK AT THE COLLECTION RATE THAT, UM, DEVELOPMENTS MAY APPLY FOR, UM, THAT WOULD, UM, TAKE UP ADDITIONAL, UM, ADDITIONAL PARTS OF REVENUE.

SO WHAT WE HAVE THEN ULTIMATELY AS AN ESTIMATE OF 259 MILLION OVER A 10 YEAR PERIOD, WOULD BE THE PROJECTED REVENUE THAT WOULD BE IN EITHER, UM, IN EITHER, UH, FEES THEMSELVES OR AN OFFSET.

SO ACTUAL INFRASTRUCTURE CONSTRUCTED, UM, THE, THE NEXT SLIDE 24 SHOWS THE SAME INFORMATION JUST IN A PERCENTAGE BASIS.

SO, UM, LOOKING AT 56.1% OF THE ROADWAY CAPACITY PLAN IS ACTUALLY RECOVERABLE BY THE IMPACT OF THE PROGRAM.

AND THEN WE WOULD BE PROJECTING AN 8.1%, UM, COLLECTION, UM, UH, BASED ON THE RECOMMENDS, EXCUSE ME, STAFF RECOMMENDATION, UM, SLIDE 25 JUST SHOWS THAT INFORMATION, UM, IN, UM, IN BULLETS.

UM, SO THE, THE, UM, THE, WITHOUT, BASED ON THE COLLECTION RATES THAT LIGHT PURPLE AND ORANGE SLICE TOGETHER IS CUMULATIVELY 782 MILLION OVER 10 YEARS.

THAT DOESN'T INCLUDE ANY REDUCTIONS, ADDING THOSE ASSUMPTIONS.

WE DON'T KNOW EXACTLY WHAT DEVELOPMENTS WE'LL CHOOSE TO UTILIZE, BUT MAKING SOME ASSUMPTIONS ABOUT WHAT REDUCTIONS WOULD BE GRANTED.

UM, THAT'S HOW WE GET TO THAT, UM, 259 MILLION OVER 10 YEARS.

UM, AS YOU MIGHT REMEMBER, UH, I'VE SAID BEFORE THAT THAT'S APPROXIMATELY TWICE, UM, WHAT FORT WORTH HAS SEEN FROM THEIR PROGRAM SINCE ITS INCEPTION IN 2008.

UM, THEY'VE SEEN ABOUT 170 MILLION ABOUT, UM, 15 MILLION A YEAR, AND THAT'S SPLIT BETWEEN AGAIN, FEE REVENUE AND OFFSET WHERE DEVELOPERS HAVE ACTUALLY BUILT THE INFRASTRUCTURE, UH, SLIDE 26, JUST TO RECAP.

SO THOSE FOUR MAIN ELEMENTS OF THE ORDINANCE, THE COLLECTION RATE, WHAT DOES THAT DOLLAR PER VEHICLE MILE, AND WHAT IS THE EFFECTIVE DATE? IS THERE ANY SORT OF GRACE PERIOD OR PHASING? UM, THE, THE OFFSETS IS FAIRLY STRAIGHT FORWARD.

UM, SYSTEM IMPROVEMENTS THAT ARE BUILT BY DEVELOPMENT WOULD BE CREDITED TOWARDS THEIR FEE AND THEN, UM, REDUCTIONS FOR, UM, DEVELOPMENTS THAT ARE REDUCING THEIR IMPACTS TO ROADWAY CAPACITY, OR ARE, UM, DELIVERING AFFORDABLE HOUSING THAT IS ELIGIBLE BASED ON STATE LAW OR REDUCTIONS.

SO LASTLY, BRINGING US BACK TO THE SIDE THAT YOU'VE SEEN BEFORE 27, WHY, WHY ARE WE LOOKING AT IMPACT FEES? RIGHT.

WE ARE WANTING A MORE EQUITABLE SYSTEM, A MORE PREDICTABLE SYSTEM TOWARDS THE DEVELOPMENT COMMUNITY AND THE COMMUNITY AT LARGE.

UM, WE WANT MORE TRANSPARENCY IN WHAT IS BEING REQUIRED AND WHAT, UM, DEVELOPMENTS ARE HAVING TO CONTRIBUTE TOWARDS THE, TOWARDS THE, UM, ROADWAY SYSTEM AND THAT, THAT THAT'S PUBLICLY AVAILABLE ON AVAILABLE TO CALCULATE UPFRONT.

AND THEN WE ALSO WANT, UM, WE'RE, WE'RE INTERESTED IN THIS SYSTEM BEING MORE FLEXIBLE THAN WHAT WE HAVE TODAY, UM, AND BEING ABLE TO SPEND FUNDS WITHIN A SERVICE AREA WITHIN A PERIOD OF 10 YEARS.

UM, AND AS WELL AS HAVING DEVELOPMENT CONTRIBUTE TO, TO THAT, UM, INFRASTRUCTURE INSTEAD OF, UM, INSTEAD OF PAYING A FEE.

SO ULTIMATELY WE'RE, WE'RE LOOKING FOR A FAIR AND REASONABLE, UM,

[00:40:01]

FEE THAT DEVELOPMENT SHOULD PAY FOR VEHICLES HAVE HAD TO BE IMPROVEMENTS.

UM, NEXT STEPS, UH, YES, 28.

UM, YEAH, OUR NEXT STEP IS TO FINALIZE THE STAFF RECOMMENDED ORDINANCES TO BE ABLE TO PROVIDE THOSE TO YOU IN YOUR BACKUP.

UM, IN, IN ADDITION TO THOSE ORDINANCES, UM, STAFF IS IN COORDINATION WITH YOUR HOUSING AND PLANNING DEPARTMENT, DEVELOPING AN AFFORDABILITY IMPACT STATEMENT AS REQUIRED, UM, THAT WILL, UM, BE AVAILABLE AND WE'LL DISCUSS SEVERAL DIFFERENT EXAMPLES OF HOW THIS IMPACT C MIGHT, UM, AFFECT, UH, HOUSING AFFORDABILITY.

UM, THE PUBLIC HEARING, AS I MENTIONED, IT IS SCHEDULED FOR NOVEMBER 12TH.

AFTER THAT WE WOULD MOVE AFTERWARDS OR DISAPPROVAL, WE WOULD WORK ON DEVELOPING ADMINISTRATIVE PROCEDURES, UM, INCLUDING, UM, TRAINING FOR APPLICANTS AND STAFF AND HOW TO ADMINISTER, UM, AND MINISTER THE PROGRAM.

SO THAT GRACE PERIOD GIVES US, UM, TIME TO DO THAT.

UH, AND THEN BY 29 IS JUST INFORMATION ON HOW TO GET TO THE, UM, TO GET TO THE STUDY AND, UM, FIND MORE INFORMATION ABOUT THE PROGRAM AND, UM, AND WHAT, WHAT WE'VE RECOMMENDED.

SO THAT'S AUSTIN, TEXAS.GOV/STRAIGHT IMPACT FEE.

AND, UM, THAT IS ALL I HAVE FOR YOU.

AND I'M HAPPY TO TAKE ANY QUESTIONS I DON'T HAVE THANK YOU FOR LETTING ME GO THROUGH ALL OF THAT IN SUCH DETAIL.

AND THAT WAS, THAT WAS A LONG TIME SPEAK UNINTERRUPTED TO DO A GREAT JOB, UH, COLLEAGUES, UH, QUESTIONS I CAN PULL UP, UH, INDIVIDUAL SLIDES.

IF YOU HAVE QUESTIONS WITH THE SLIDES OR I CAN TAKE THE SLIDES DOWN.

THOUGHTS, QUESTIONS, JUST REMEMBER ELLIS GOT ONE AND I'M SORRY, I DON'T KNOW WHICH SLIDE IT WAS ON, BUT IT WAS ABOUT BUILDING REUSE AND AN EXEMPTION OR ADDITIONS UNDER A THOUSAND SQUARE FEET.

RIGHT.

UM, COULD YOU TELL ME A LITTLE MORE SPECIFICALLY WHAT TYPES OF STRUCTURES THAT IS INTENDED TO BE TALKING ABOUT? SO WE, WE INTENDED THAT TO APPLY TO REALLY ANY, ANY STRUCTURE.

UM, WE WERE SPECIFICALLY THINKING ABOUT PREVIOUSLY OCCUPIED BUILDINGS, SO NOT THE SPECULATIVE, UM, KIND OF SHELL STRUCTURE THAT A DEVELOPER MIGHT BUILD, BUT HASN'T HA YOU KNOW, HAVE A TENANT YET.

WE'RE THINKING OF AN EXISTING STRUCTURE THAT IS EITHER A RESIDENTIAL USE.

THAT'S BEING CONVERTED INTO A COMMERCIAL, USE, A COMMERCIAL USE OF GOING FROM ONE TYPE TO ANOTHER, UM, THAT, UH, SO JUST TRYING TO RECOGNIZE THOSE SMALL INCREMENTAL CHANGES.

AND I THINK THE CONCERN WHY, WHAT I MENTIONED ABOUT GOING TO, UM, TO TRIP INCREASES WHILE IT'S A SLIGHTLY MORE COMPLICATED CALCULATION FOR, UM, THE TRANSPORTATION REVIEWER, NOT LOOKING AT THE PLAN AND SEEING IS THIS A THOUSAND SQUARE FEET OR NOT? UM, IT'S SAYING, IS THIS A LAND USE DEVELOPED, UM, LAND USE GENERATING MORE TRIPS, UH, OVER A CERTAIN THRESHOLD THAN THE EXISTING LAND USE? UM, MAYBE A WAY TO HAVE A LITTLE BIT MORE UNDERSTANDING ABOUT WHAT TYPE OF, UM, IMPACT WE ARE ALLOWING THE, THIS EXEMPTION FOR.

SO IF YOU'RE GOING FROM, YOU KNOW, TWO TRIPS IN THE PMP TO 10 TRIPS, UM, YOU KNOW, VERSUS SOMETHING MORE SUBSTANTIAL THAN THAT IS, IS THAT WHAT WE'RE TRYING TO GET AT? UM, WITH THAT? SO THE EXAMPLE I ALWAYS THINK OF IS THE, THE SINGLE FAMILY HOME ON A MAJOR CORRIDOR THAT TURNS INTO A HAIR SALON OR A LAW OFFICE, UM, OR A RESTAURANT THAT TURNS INTO A YOGA STUDIO, OR, YOU KNOW, THOSE TYPES OF THINGS WHERE WE'RE NOT HAVING A SIGNIFICANT, UM, IMPACT ON THE ROADWAY SYSTEM.

GOTCHA.

THAT'S HELPFUL.

THANK YOU.

SOUNDS NUMBER ALTAR.

CAN YOU HEAR ME? I HAVE TO TURN MY, OKAY, GREAT.

SO THANK YOU VERY MUCH.

I KNOW THIS HAS BEEN A LOT OF WORK AND I'M EXCITED TO SEE US PUSH THIS OVER THE THRESHOLD HERE.

UM, I WANTED TO MAKE SURE THAT I WAS UNDERSTANDING, I KNOW THAT YOU HAD GOTTEN A LOT BACK OVER THE COURSE OF TIME.

UM, AND AS I'M READING THIS, YOU'RE PRESENTING US WITH THE FEEDBACK YOU RECEIVED AND THEN THE STAFF RECOMMENDATION, THAT'S WHAT YOU PUT IN THERE, AND IT MAY OR MAY NOT HAVE ADOPTED ANY PARTICULAR, UM, COMMISSION OR GROUP'S RECOMMENDATION, IS THAT CORRECT? RIGHT.

AND WHAT I, WHAT I'M DOING FOR YOU, YOU, ALL THAT LOSS WILL BE PART OF YOUR, YOUR BACKUP IS DOCUMENTING THOSE DIFFERENT, UM, RECOMMENDATIONS, MUCH LIKE WE DID WITH THE STRATEGIC MOBILITY PLAN, AND THEN SAYING, YES, STAFF AGREED OR DISAGREED WITH THIS RECOMMENDATION.

AND, UM, YOU KNOW, HERE'S WHERE IT WAS ADDRESSED IN THE ORDINANCE OR WHY, WHY IT WAS NOT, NOT

[00:45:01]

INCORPORATED.

SO I WANT TO PROVIDE THAT TRANSPARENCY OF EXACTLY WHAT WAS RECOMMENDED BY EACH COMMISSION AND, UM, HOW IT'S BEEN INCORPORATED.

SO, UM, WE, WE ARE DOING OUR, OUR, OUR BEST AND DUE DILIGENCE TO TRY TO INCLUDE EVERYTHING THAT WE CAN.

UM, BUT WE'RE ALSO GETTING, YOU KNOW, UM, ADVISED BY THE ATTORNEYS ON MAKING SURE THAT THE, THAT THE PROGRAM, UM, IS IN ACCORDANCE WITH, UM, WITH STATE STATUTE.

I APPRECIATE THAT.

I JUST WANT TO MAKE SURE THAT I WAS UNDERSTANDING CORRECTLY.

SO THERE HAS PRESENTED, UM, AND THEN FOR THE NOVEMBER DATE, WE'RE HAVING THE PUBLIC HEARING AND CONSIDERING THE ORDINANCE ON THE SAME DAY, IS THAT CORRECT? UM, YES.

I BELIEVE THAT'S HOW IT IS POSTED OR HOW IT WILL BE POSTED.

I WANT TO, UM, I NEED TO, UM, DIGEST SOME OF THE, YOU KNOW, RECOMMENDATIONS AND THINK MORE CAREFULLY ABOUT THEM AND WHAT THEIR IMPLICATIONS ARE.

AND, UM, I'VE ASKED YOU FOR THIS MULTIPLE TIMES ALONG THE WAY, I WOULD LIKE TO SEE THAT, HOW THIS PLAYS OUT WITH SOME SPECIFIC CASES.

AND I IMAGINE YOU JUST DIDN'T, COULDN'T PRESENT EVERYTHING.

UM, BUT AS, AS WE'VE DISCUSSED BEFORE, THERE ARE SOME CASES THAT I'M VERY FAMILIAR WITH, AND I WANT TO MAKE SURE THAT WE'RE GETTING ADDITIONAL, UM, TRANSPORTATION SYSTEM INFRASTRUCTURE TAKEN CARE OF, UM, AS WE, YOU KNOW, MOVE TO THIS.

AND I THINK THOSE COMPARISONS ARE GOING TO BE VERY HELPFUL FOR ME.

SO PLEASE MAKE SURE THAT I HAVE THOSE, UM, BEFORE WE, WE CAN, ABSOLUTELY.

I HAVE A QUESTION ON THE PLANNING COMMISSION RECOMMENDATIONS, PART OF THE LYRIC MUTATION, WHERE THEY TALKED ABOUT REDUCED FEES BASED ON PROXIMITY TO TRANSIT PARTNER NETWORK THAT WASN'T INCLUDED.

ARE THERE REASONS FOR THAT, OR IS IT INCLUDED? SO I THINK THE SLIDE IS VAGUE OF HOW IT IS RIGHT NOW, BECAUSE IT ISN'T REALLY SOMETHING THAT WE'RE, UM, WE'RE WORKING ON, UH, MAKING SURE THAT, THAT THE DEVELOPMENT OF THIS POLICY IS SPEAKING WELL WITH THE TRANSPORTATION CRITERIA MANUAL THAT'S BEING REVISED.

AND THE PROCESS IS WITHIN THAT, UM, MANUAL WHEN YOU'RE WORKING ON, UH, AN IMPACT ANALYSIS AND WHAT TYPES OF, UM, TRIP REDUCTIONS ARE BEING CONSIDERED FOR A VERY, YOU KNOW, A VARIETY OF FACTORS.

AND THEN THE CONTEXT THAT YOU'RE IN, WE, WE AGREE WITH THE COMMISSION THAT TRANSIT PROXIMITY AND PARKING ARE CRITICAL, UM, LEVERS THAT ARE, UM, YOU KNOW, RESULT IN A DEVELOPMENT GENERATING MORE OR LESS TRIPS.

AND SO WE, WE DEFINITELY ARE WORKING ON INCORPORATING THAT.

SO TRANSIT PROXIMITY, PARKING, AND, AND, UM, INTERNAL CAPTURE, ALL ELEMENTS THAT WILL BE, UM, PART OF THE STAFF ORDINANCE.

THEY MAY JUST NOT BE THE EXACT WORDS THAT, UM, THAT THE PLANNING COMMISSION RECOMMENDED AND THE PERCENTAGES MAY BE SLIGHTLY DIFFERENT BASED ON, I THINK THEY WERE REALLY LOOKING AT, UM, THE IDEA OF REALLY TRYING TO INCENTIVIZE, UM, THOSE DEVELOPMENT DEVELOPMENTS TO OCCUR IN, IN DIFFERENT AREAS.

AND SO THOSE NUMBERS OF 40 AND 60% ARE SIGNIFICANT BECAUSE THEY WANTED TO, TO INCENTIVIZE THAT, TO OCCUR, WE NEED TO MAKE SURE THAT THOSE, UM, ACTUALLY ARE TECHNICALLY SOUND AND THAT THOSE TRIP REDUCTIONS ARE, ARE ACHIEVABLE, UM, IN DIFFERENT CONTEXTS.

UM, SO THAT'S WHAT WE'RE REALLY TRYING TO, UM, TO HONE IN ON, BASED ON NATIONAL RESEARCH OF WHAT, WHAT IS THE ACTUAL IMPACT OF A DEVELOPMENT BEING NEAR TRANSIT? UM, WHAT DOES IT ACTUALLY DO TO THEIR IMPACT ON THE NETWORK? AND I'M, I'M INTERESTED IN, IN THE KIND OF THE STRUCTURE AROUND THIS AND LESS SO ON WHETHER 40% IS THE RIGHT NUMBER OR 60% OR 50% OR 30%, BECAUSE THOSE ARE THE THINGS THAT WILL CHANGE EVERY FIVE YEARS.

WE REVIEW OUR FEE STRUCTURES AND ALL OF THAT.

AND I GUESS MY LAST QUESTION, CAUSE THERE'S A LOT TO DIG INTO AS COUNCIL MEMBER OFFICER SAID.

UM, MY LAST QUESTION REALLY IS WHAT WAS THE THINKING BEHIND GOING, MOVING AWAY FROM SEPARATE FEE SCHEDULES PER ZONE TO JUST TO FEE SCHEDULES INSIDE AND OUT.

RIGHT.

UM, SO YEAH, YOU'RE, YOU'RE REFERRING BACK TO THE, THE CHANGE FROM THE ADVISORY COMMITTEE TO THE STAFF RECOMMENDATION.

UM, IT REALLY CAME DOWN TO THE, UM, THOSE SERVICE AREAS THAT HAD A MUCH HIGHER FEES.

SO, UM, MOSTLY ON THE OUTS ON THE, UM, YOU KNOW, IN THE OUTER LOOP, UM, BUT PRIMARILY ON THE EAST SIDE, UM, THAT HAD HIGHER, HIGHER, MAXIMUM BECAUSE THEY, WHILE EXPERIENCING A LOT OF GROWTH, HAVE MORE INFRASTRUCTURE NEEDS, MORE CAPACITY NEEDS THAN, UM, OTHER AREAS OF THE CITY.

AND SO, UM, THAT WAS RESULTING IN A HIGHER MAXIMUM DISEASE.

AND THAT WHEN WE WERE LOOKING AT CERTAIN DEVELOPMENTS LIKE A COLONY PARK, UM, OR OTHER, UM, PARTS OF THE CITY AND THE IMPACT OF A HIGHER IMPACT FEE ON THOSE AREAS, UM, THERE

[00:50:01]

WAS CONCERN THAT WE WERE, UM, FURTHERING INEQUITIES, UM, AND, AND PROVIDING THOSE HIGHER FEES.

I THINK THE THING THAT WE STRUGGLED WITH A LITTLE BIT WAS IN, IN REDUCING, UM, FEES IN THOSE AREAS TO KIND OF NORMALIZE THEM, WE, WE MAY BE THEN, UM, WE ARE ESSENTIALLY THEN, UH, REDUCING THE, UM, THE AMOUNT OF REVENUE THAT WOULD BE COLLECTED IN THOSE SERVICE AREAS TO PAY FOR THE, THAT IS NEEDED TO SERVE THOSE DEVELOPMENTS.

UM, SO THAT HAS TO BE BALANCED WITH, UM, A STRATEGY FROM THE CITY TO SAY, UM, WELL, WHEN WE ARE INVESTING OTHER FUNDS, UM, WHETHER THOSE BE TRANSPORTATION BONDS IN THE FUTURE, THAT, THAT WE ARE OFFSETTING THE FACT THAT, UM, WE ARE REDUCING, WE HAVE REDUCED THE COLLECTION RATE AND REVENUE IN THESE SERVICE AREAS.

UM, IT'S DEFINITELY, UM, IT'S DEFINITELY A, A, YOU CAN SEE MULTIPLE SIDES OF THAT ARGUMENT, BUT WE THOUGHT THIS WAS A MORE STRAIGHTFORWARD, UM, PROCESS FOR THE DEVELOPMENT COMMUNITY IS GOING TO BE A LOT SIMPLER TO UNDERSTAND EXACTLY, UM, THEY'LL KNOW THOSE NUMBERS OFF THE TOP OF THEIR HEAD, UM, WHAT THEIR, THEIR COLLECTION RATE IS GOING TO BE NO MATTER WHERE THEY ARE IN THE CITY.

UM, AND SO THAT, SO THE DEVELOPMENT THAT'S OCCURRING, YOU KNOW, ON WEST WEST SIDE OF AUSTIN IS NOT GOING TO HAVE ANY SORT OF INCENTIVE OR DISINCENTIVE WHEN IT COMES TO A FEE, AN IMPACT FEE, UM, FOR THAT DEVELOPMENT TO OCCUR, IT WOULD BE, YOU KNOW, GOING TO HAVE THE SAME FEE WHEREVER YOU ARE.

YEAH.

IT'S KIND OF A TOUGH SPOT TO SAY IF THE FEE IS HIGH, IS THAT INEQUITABLE, OR IF THE FEE IS LOW, IS THAT INEQUITABLE? IT'S NOT QUITE CLEAR TO ME, WHICH DIRECTION MEANS WHICH THING.

UM, AND YOU KNOW, I STRUGGLE, YOU KNOW, ALL OF US HAVE, I THINK ALL OF US IN THE MEETING HOUR ARE PRIMARILY OUTSIDE THE LOOP OR HAVE SIGNIFICANT AREAS OUTSIDE THIS LOOP THAT ARE VERY DIFFERENT.

AND MY DISTRICT BEING ENTIRELY OUTSIDE THAT LOOP, I THINK, UH, MAYBE CUSTOMER OR MAY PRETEND YOU AND I ARE THE ONLY ONES THAT ARE, THAT HAVE THAT REALITY IN OUR COUNCIL DISTRICTS.

THERE'S A VERY DIFFERENT DEVELOPMENT REALITY BY THE LAKELINE STATION THAN THERE IS IN FOUR POINTS.

AND I'M SURE THAT DISPARITY EXISTS IN OTHER CORNERS OF THE CITY.

AND SO I REALLY LIKED THE DIFFERENT FEES PER ZONE BECAUSE I THOUGHT IT SPOKE BETTER TO THE DIFFERENCES.

AND DIDN'T PAINT WITH SUCH A BROAD BRUSH INSIDE AND OUTSIDE, ESPECIALLY WHEN I'VE HEARD THE COUNCIL TALK ABOUT WANTING TO GET AWAY FROM THAT, THAT BINARY.

WE TALKED A LOT ABOUT THAT DURING THE LDC THAT, THAT THE LOOP DOESN'T LIKE OUR, IT'S JUST, THAT'S JUST NOT AS MUCH OF A THING FOR US ANYMORE.

SO IT MIGHT BE FINE TO MOVE FORWARD WITH THIS WAY.

CAUSE I UNDERSTAND YOUR POINT ABOUT SIMPLICITY.

UM, ALTHOUGH I DON'T THINK THE FEE STRUCTURE IS THE COMPLEX PART, LIKE WHAT MAKES THIS COMPLEX, RIGHT? LIKE THERE ARE OTHER PARTS OF THIS THAT ARE, THAT ARE COMPLEX THAT ADD.

AND, UM, AND I WOULD PROBABLY PREFER TWEAKING AND TWEAKING THE OVERALL REDUCTIONS VERSUS THE REDUCTIONS FOR OUTCOMES, RIGHT? MAYBE, MAYBE THE MAXIMUM IS NOT CUT IN HALF IN 35.

MAYBE IT'S KIND OF, YOU KNOW, MAYBE IT'S 65% OF THE MAXIMUM OF 50%, BUT YOU GET DEEPER, YOU GET DEEPER REDUCTIONS, LIKE JUST TWEAKING THOSE NUMBERS AND THAT MIGHT STILL BE SOMETHING BETTER DONE FIVE YEARS FROM NOW, IF THE FOCUS OF WHAT WE'RE DECIDING NOW WITH THIS ONE YEAR GRACE PERIOD IN THREE YEARS, IF YOU HAVEN'T TIA, THE FOCUS OF THAT IS REALLY LET'S GET THE STRUCTURE IN PLACE.

IT'S GOING TO BE COMFORTABLE WITH HOW THIS THING WORKS FIVE YEARS FROM NOW.

WE CAN THINK ABOUT TURNING THE DIALS IN A DIFFERENT WAY THAN I THINK I'M TALKING MYSELF OUT OF MAKING CHANGES.

THOSE ARE GOOD COMMENTS.

YEAH.

BUT I THINK THIS IS, I MEAN, THIS IS VERY DENSE, GOOD WORK, AND IT'S TAKEN A LONG TIME TO GET HERE CUSTOMER WE'RE ALSO.

UM, SO AGAIN, I'M, I'M STILL DIGESTING IT AND I DON'T KNOW WHAT LEVERS, IF ANY, I WOULD WANT TO CHANGE, UM, YOUR COMMENTS THAT MAKE ME REALLY THINK THAT WE SHOULD BE, UM, A BIT SLOW IN COMING THAT IF WE'RE MAKING SOME CHANGES ON THE DIET TO MAKE SURE THAT WE'RE REALLY DIGESTING WHAT THOSE MEANS.

THIS HAS BEEN A MULTIYEAR PROCESS, WHICH I APPRECIATE.

AND, UM, THE TRANSPORTATION DEPARTMENT WAS VERY DELIBERATE IN THE SNP AND THERE WAS A LOT OF FEEDBACK AND OTHER KINDS OF THINGS.

SO I JUST THINK THAT, YOU KNOW, I'M NOT SAYING YOU CAN'T MAKE CHANGES, BUT IF WE MAKE CHANGES, I THINK WE SHOULD MAKE SURE THAT WE TAKE THE TIME TO GET THAT GIVE AND TAKE, TO MAKE SURE WE UNDERSTAND WHAT THOSE CHANGES MIGHT MEAN.

AND, AND, AND, UH, UH, AND THE TRADE OFFS.

AND THAT'S EQUALLY TRUE OF MY CHANGES AS ANYONE ELSE'S CHANGES.

I JUST, I THINK THIS HAS BEEN A GOOD PROCESS AND I DON'T, I WANT TO MAKE SURE THAT WE KEEP IT THAT WAY THROUGH, THROUGH THE END.

[00:55:01]

UM, ONE QUESTION I DID HAVE, UM, WAS FOR THE MOBILITY REDUCTIONS IN THE STAFF RECOMMENDATIONS, IT SEEMS TO ME THAT THE TDM MEASURES GETS A LITTLE BIT AT THE TRANSIT ISSUE THAT COUNCIL MEMBER FLANAGAN WAS RAISING, BUT YOU DIDN'T INDICATE WHAT THOSE REDUCTIONS MIGHT BE, HOW THOSE ARE FACTORED CAUSE.

SO CAN YOU SPEAK TO THOSE, RIGHT? YEAH.

AND SO THAT WAS WHAT REALLY WHERE THE PLANNING COMMISSION WAS GOING.

AND IN SAYING THAT THE INITIAL RECOMMENDATION OF HAVING UP TO A 40% REDUCTION FOR TRANSPORTATION, DEMAND MANAGEMENT MEASURES, THE FEEDBACK WE GOT WAS, WELL, HOW ARE WE GOING TO KNOW WHETHER OR NOT WE QUALIFY FOR THOSE 40%? YOU KNOW, WHERE'S THE TRANSPARENCY AND UNDERSTANDING THAT.

AND SO PLANNING COMMISSION SAID, YOU KNOW, WE THINK THE, THE MOST, UM, YOU KNOW, SIGNIFICANT LEVERS ARE IN PROXIMITY TO TRANSIT AND PARKING, AND WE REALLY WANT TO PULL THOSE THINGS OUT AND MAKE THEM VERY OBVIOUS, UM, IN THE ORDINANCE THAT YOU WOULDN'T HAVE TO DO, UM, YOU KNOW, A TRANSPORTATION STUDY TO BE ABLE TO FIGURE THAT OUT.

UM, AND SO WE RECOGNIZE THAT, UH, WE JUST WANT TO MAKE SURE THAT THOSE, THAT THOSE NUMBERS ARE MATCHING WHAT WE'RE GOING TO USE FOR THE, UM, THE TRANSPORTATION CRITERIA MANUAL.

SO THAT THOSE TWO THINGS SPEAK TOGETHER.

SO THAT A DEVELOPMENT THAT IS HAVING TO DO A TIA IS NOT, UM, KIND OF HAVING TWO SETS OF ASSUMPTIONS GOING ON AT THE SAME TIME AND THAT THOSE, THESE PROGRAMS ARE GOING TO WORK TOGETHER WELL.

UM, SO, SO WHEN IT SAYS TDM MEASURES ON THE SLIDE, WE ARE THINKING OF THOSE TRANSIT PROXIMITY AND PARKING AND, AND PARKING, NOT JUST BEING REDUCED PARKING, BUT OTHER PARKING STRATEGIES, UM, PAID PARKING ON, BUNDLING PARKING, THINGS LIKE THAT, UM, THAT AREN'T JUST, UM, RELATIVE TO THE, THE PARKING REQUIREMENT OF THAT SPECIFIC, UM, ZONING CATEGORY THAT, THAT WE'RE LOOKING AT ALL THE PARKING, UM, MEASURES.

SO, UM, THAT WILL BE EXPLICITLY PUT INTO THE ORDINANCE WHEN, UM, WHEN WE PUT IT OUT.

YEAH.

SO I WOULD LOVE TO KNOW, LIKE, I MEAN, I, I THINK IT'S GOOD TO FOCUS IN ON CERTAIN ELEMENTS OF TDM AND SAY THAT THOSE ARE THE MOST RELEVANT.

UM, DO YOU HAVE A SENSE OF WHAT KIND OF REDUCTIONS? UM, YES.

AND, UM, JAKE, WE HAVE VARIATION BECAUSE WE HAVE, YOU KNOW, 20% AND THEN WE HAVE STUFF IN A HUNDRED PERCENT.

AND SO I'M COMFORTABLE WITH SOME REDUCTION FOR TDM, BUT NOT MAYBE A HUNDRED PERCENT.

AND SO, RIGHT.

AND I'M JAKE GRIFFINS WITH KIMLEY HORN.

OUR CONSULTANT ON THIS PROJECT IS ON, AND HE'S BEEN WORKING REALLY CLOSELY WITH THE TRANSPORTATION CRITERIA MANUAL TEAM.

AND SO, UM, JAKE, IF YOU WANT TO, SO I THINK INTERNAL CAPTURE, WE SAID WAS 20%.

AND THEN I THINK DEPENDING ON THE CONTEXT YOU'RE IN, YOU WOULD HAVE DIFFERENT, UM, MAXIMUM KIND OF TAPS THAT YOU COULD ACHIEVE ON, UM, TRANSPORTATION DEMAND MANAGEMENT.

WE UNDERSTAND DOWNTOWN IS GOING TO BE A MUCH DIFFERENT CONTEXT FOR HOW MUCH TDM IS GOING TO MAKE A DIFFERENCE IN TRIP GENERATION THAN IT IS IN A MORE SUBURBAN, UM, ENVIRONMENT.

SO IF YOU WANT TO ADD TO THAT, UM, I'LL ADD IN A LITTLE BIT ON THIS.

SO, UM, AS IT RELATES TO THE STREET IMPACT FEE PROGRAM SPECIFICALLY, UM, THERE'S THREE COMPONENTS THAT ARE CURRENTLY IN THE WORKS AND THE TCM, UH, THAT, THAT CORRELATE, AND THAT'S GOING TO TORTURE TRANSIT, PROXIMITY AND PARKING.

UM, AND SO THAT WILL VARY BASED ON THE SERVICE AREAS YOU'RE IN.

UM, AND SO STARTING WITH THE MOST, OR THE HIGHEST PERCENT REDUCTION YOU COULD GET WOULD BE DOWNTOWN.

AND I KNOW THERE IS ALSO IN THE SLIDES THAT DISCUSSION ABOUT THE UNIVERSITY NEIGHBORHOOD RELATED DISTRICTS, ALSO BEING A PART OF THAT.

AND SO THOSE TWO AREAS, UH, COULD RECEIVE UP TO A 20% REDUCTION FOR ALL THREE OF THOSE CATEGORIES.

AND THEN ONCE YOU MOVE OUT INTO THE OUTER LOOP OR INTERLOOP, EXCUSE ME, JUST OUTSIDE OF THAT, OR, OR LIKE, AS I LIKE TO THINK ABOUT THE KIND OF A DOUGHNUT AREA FOR THE SERVICE AREAS IMMEDIATELY ADJACENT INSIDE THE LOOP, UH, IT WOULD BE REDUCED BY HALF.

SO IT WOULD BE UP TO 30% FOR THOSE THREE OR 10% FOR EACH CATEGORY.

AND THEN FURTHER WHEN YOU GET FURTHER OUT FROM THERE, UH, IT COMES DOWN TO BE AGAIN, CUT IN HALF FROM THAT.

SO IT'D BE UP TO 15% OF 5% FOR EACH.

UM, SO BASICALLY DIMINISHING ABILITY TO GET REDUCTIONS FOR TDM, FOR PARKING AS YOU MOVE FURTHER OUT.

I MEAN, DID I CAPTURE THAT APPROPRIATELY? OKAY, THANK YOU.

AND WHEN WILL WE SEE THIS LEVEL OF DETAIL, UM, COUNCIL MEMBER WE'RE ANTICIPATING DOING, UM, COUNCIL BRIEFINGS PRIOR TO, UM, TO THE WORK SESSION AND, UM, PUBLIC HEARING.

SO AT THE END OF THIS MONTH OR EARLY NEXT MONTH, BUT THE ORDINANCE WILL BE POSTED ON OCTOBER 30TH AND WE'LL HAVE THAT, THAT DETAIL IN THERE.

UM, THE CRITERIA MANUAL MAY ACTUALLY BE PUBLISHED BEFORE THEN THEY'RE, THEY'RE LOOKING TO DO A PUBLIC PROCESS TO GET FEEDBACK ON THAT,

[01:00:01]

UM, SECURITY MANUAL, UM, STARTING, STARTING THIS MONTH.

SO, UM, THOSE WILL BE OUT AT THE SAME TIME.

THAT'S IRRELEVANT JUST ON THE DISCUSSION OF PARKING.

UM, THERE WERE A COUPLE OF TIMES THAT ACCESSORY DWELLING UNITS WERE MENTIONED IN THE SLIDES AND ONE OF THEM HAD A RATE FOR INSIDE THE LOOP OR OUTSIDE THE LOOP.

AND THE OTHER WAS A HUNDRED PERCENT REDUCTION.

UM, IF YOU'RE NOT ADDING PARKING.

SO IT WAS, IS THE PARKING REALLY WHAT TRIGGERS, WHETHER THAT BE AS ASSESSED OR NOT? ARE THERE ANY OTHER CONSIDERATIONS IN THERE THAT MAYBE WEREN'T IN THE SLIDE? YEAH, SO, UM, THE INTENT WAS THAT, UH, BEHIND THAT, UM, WE WERE TERMING INSTILL UNIT REDUCTION THAT, UM, ACCESSORY DWELLING UNITS, UM, AS LONG AS THEY WEREN'T ADDING ADDITIONAL PARKING, UM, WOULD NOT PAY A FEE, THE PLANNING COMMISSION.

AND IT WAS REALLY ACCESSORY DWELLING UNITS WAS, UM, WITHIN THE, UP TO THREE, THREE, WE'RE TRYING TO CAPTURE IF YOU WENT FROM A SINGLE FAMILY HOME TO A DUPLEX, AS LONG AS YOU WEREN'T ADDING ADDITIONAL PARKING SPACES TO THAT SITE, UM, THAT YOU WOULD NOT, UM, INCORRECT FEE, UM, KNOWING THAT THE FEE ALREADY WOULD HAVE ONLY BEEN THE DIFFERENCE BETWEEN THE IMPACT OF THE DUPLEX AND THE EXISTING USE.

SO YOU'RE SUBTRACTING ONE FROM THE OTHER.

SO IT WAS ALREADY GOING TO BE INCREMENTAL, UM, THAT, UH, BUT THE PLANNING COMMISSION SAID, WELL, WE WE'D LIKE TO BE ABLE TO ALLOW FOR ACCESSORY DWELLING UNITS TO BE ADDED WITH ONE PARKING SPACE AND STILL BE ELIGIBLE FOR, FOR THAT A HUNDRED PERCENT REDUCTION.

AND SO, UM, SO THAT WAS SLIGHTLY DIFFERENT FROM WHAT STAFF HAD PROPOSED TO THEM.

AND SO THAT WAS THE RECOMMENDATION BACK TO US.

UM, WE DIDN'T FEEL LIKE THAT NECESSARILY, UM, WAS AS CONSISTENT WITH, UM, POLICY, BUT WE'RE THINKING, UM, THAT POTENTIALLY BY GOING TO, UM, THE TRIP INCREASE METHOD MAY, MAY RESOLVE THAT ISSUE AS LONG AS YOU'RE NOT INCREASING TRIPS OVER A CERTAIN THRESHOLD.

UM, AND THAT WOULD INCLUDE THAT POTENTIAL, ADDING THAT PARKING SPACE FOR THAT ADU, THAT WOULD ADDRESS PLANNING, COMMISSION, UM, FEEDBACK, BUT ALSO, UM, MAKE SURE THAT WE'RE KIND OF TAPPING THESE CHANGES, UM, THAT