online is right now we
have
Okay
okay
weers right now we have that's five of
nine so we do have a forum that's what I
was
[Music]
count someone just came in I can't
tell no
no don't have any EMA again
[Music]
well it's 2011 so yeah let's get
started thanks everyone for being here
and I appreciate the air
conditioning um just for the folks
online uh I'm Trisha Nelson representing
city of Boise and then why don't we go
around Mike wle Brighton
Corporation go ahead yeah Mark heisinger
with kson Associates Sonia deidon with
kson and Associates
Walter state city of Meridian John
turnup SE city of
star uh Peter Oliver with Tok
commercial okay and I see Edinson do you
guys want to just maybe for when people
watch the video
[Laughter]
later
okay okay um well thanks for being here
and I just want to thank um Stacy you
know as a newer member I kept thinking
I'm trying to catch up with what the the
committee's history and what you've all
done and being quite familiar with the
open meeting law for the last uh almost
30 years is that we are required to have
minutes we are a creature of state law
and so I wanted to uh talk to my
commissioner and talk to the director
and you so we're going to have minutes
as a committee from our meetings and we
will you will see them like most every
other committee I think that you've ever
sat on and so um so we do have minutes
and I want to thank you Stacy for doing
that let's start with the uh November 13
23 we've
got several of you were attended that
meeting this there you a second to
review it then I I read them uh
previously Madam chair and would move
for approval of the November 13th 2023
minutes
there a second second okay thank you
um I have to get you guys straight
you're John John John star star the
other benefit of minutes is that you
constantly get reinforced with
everybody's name don't I already know
Peter okay it's been moved uh by Mike
wle seconded by John turnup see that we
accept the minutes of the November 13th
meeting all in favor say I I any oppose
okay thank
you um now we'll move to the minutes of
the let me get to the right April 22nd
uh meeting of the um
CAC is there a motion to accept the
minutes that meeting so move okay Peter
and second it's been moved by Peter
Oliver second by Mike wle that we accept
the minutes of the April 22nd meeting
all those in favor say I I I motion
passes there get that out of the way so
thank you for doing that I seems like a
little thing but it's it's you'll
appreciate them in about two years from
now um so with that I will um I guess
Edinson did you wna kick this party off
thank you thank you m chair um so thank
you for having us again on today C
uh we're here uh so back in may we
presented to the commission on this
effort that is an ongoing effort on the
review of the preliminary analysis for
the uh impact fee and CIP uh update uh
which we are aiming for 2025 uh this is
a this this today's presentation will
focus in service areas this is an Ono
ongoing topic that uh the commission
requested staff to review more in detail
uh look at uh different uh to look at
different scenarios but at the same time
kind of explore more of what the best
practices are regarding service areas
and how they're defined so uh this is a
task that uh myself Batista Co manager
and Megan Anderson see stand today uh as
C manager we are working in coordination
with Kon Sony mark thank you for all the
work you guys do uh in this review uh of
the service area to this presentation is
a two-part series of uh is the first of
a two-part series uh and here we're
going to go over uh what is uh defining
sort of what is a service area defining
parameters behind it how are what are
the focus that we're taking are
reviewing the service areas and defining
what scenarios to look at but uh and
that's something that uh Sony and Mark
will dive in here in a minute so uh
we're expecting to come back again uh in
the future after we have presented
commission with the results of the
analysis so the cic will be involved on
the review of that uh of the data that
we come up with
so with this I will kick it up with
Sonia Mark uh for today's presentation
great thank you so much Adon um so what
we'll be walking through today is very
similar to the work session that we we
presented at and got feedback from the
commission um back in May the end of May
um but we wanted an opportunity to do it
with this committee as well so that each
of you had a chance to ask questions uh
make sure we all understand the data and
also provide your uh input and thoughts
so that the commission can take that
under consideration as well
um so just as a reminder we've been
working um with this group as well as
the commission since last summer on
evaluating best practices as it relates
to the development of capital
Improvement plans and traffic impact
fees um when we presented to the
commission back in December um as
Edinson said there was this desire to do
a more refined Deep dive into certain
topics with service area being one of
them and so that's sort of where we are
today in the late spring summer of
2024 um and we wanted to report back on
what we found so far related to this
concept of service
area um as a reminder overall um what is
ACD CIP and what are traffic impact fees
um so traffic impact fees are a tool
that um acchd has that allows developers
to pay their uh proportional fair share
of more systemwide improvements um those
of you who are very familiar with the
development Pro process know that um
developers often um conduct a traffic
impact study for proposed new
developments that really isolates
Project Specific improvements that are
needed um to accommodate that
development within the development area
but traffic commonly doesn't just stay
within that area it often goes
throughout the system and so traffic
impact fees are a tool that allows
development to pay their quer share of
systemwide improvements without having
to study the whole County every time a
new development is proposed um in order
for ACD to have impact fees they are
required to also have a corresponding
Capital Improvement plan that lists out
what are those systemwide improvements
um that are going to be needed and
triggered from growth and development um
over a horizon year which is usually
about a 20year horizon in year um for
context impact fees make up about
18% of hd's total revenue about $24
million a year um on average over the
past five years um but the capital
Improvement plan as you can see at the
bottom here is just one of several plans
that the district has that help guide
and direct what goes into their
integrated five-year work plan which is
what specifically the district will
build and construct over the next five
years so it's an informative uh document
but it's also balanced with a number of
other plans like their Ada plans their
bike PL plans um and other plans that
are needed um to inform that
process all right um as a reminder again
we actually looked at four key topic
areas um that this group as well as the
commission confirmed Med um were of
particular interest to study as part of
this update um so it service area was
one of those but we also um went through
a best practice review for the other
three we reported that back to you at
that November 13th meeting so thank you
for having the minutes to remind me what
date it was that's great um but uh as
part of this effort um we did want to
dive into service area in more detail
that was the request of the commission
um so when we talk about service area
it's really important to understand what
are the legal requirements in the Idaho
development impact Fe act that uh speak
to service area and inform um what
requirements we need to meet as it
relates to service area um so on the
screen here are the key bullets um that
we pulled out of the development impact
V act um that speak to service area so
so um the ACT defines service area as a
geographic boundary where the public
facilities within that boundary um and
in this case we're talking primarily
about those Transportation facilities um
where the transportation facilities in
that boundary serve the growth within
that boundary so they Define service
area as um an a a sub region where the
growth and the projects are tied um they
don't want a service area to have growth
that then drives projects in other
locations um the service area boundaries
need to be determined based on Sound
Engineering and planning principles um
and we'll get into our evaluation of
that here um any impact fees in a
service area need to stay and fund
projects within that area so you are not
able to collect impact fees in one area
and apply that to projects within a
different service
area and that impact fees must be spent
within eight years or refunded um so
that's another key consideration when
we're talking about project flexibility
and
implementation um we don't necessarily
want to constrain ourselves into a
scenario where we're not able to use
those impact fees within that time
period
um some historical context and I believe
we presented a little bit about this
before um when Jeff wle was here with us
um he was really helpful in informing um
some of the historical context that
acchd has gone through as it relates to
service
area uh when uh we started uh when ACD
started to implement this idea back in
the early
90s um they started with a single
service area concept but one that had
identified specific benefit zones within
that service area um and it the benefit
zones did function somewhat similar to
service areas where the fees within
those benefit areas were retained within
those benefit areas to fund
projects um in 2022 there were some
changes implemented into the Idaho
development impact fee act and so ACD
went through an update in 2023 to
address those
changes um and at that time a multiple
service area scenario was implemented uh
within the CIP and traffic impact fees
um and four service areas were developed
at that time that really balanced the
cost of projects across the service
areas um so that uh major CIP projects
weren't um
disproportionately imp acting one
service area versus the other the aim at
that point was to sort of balance fees
across the different
areas and then um in 2012 another impact
fee update went into place and at that
time um the district was um had
identified several large scale projects
that um really were of regional benefit
in nature they they served travel uh
across the county and so at that point
they went back to a single service area
so that those Regional projects could be
funded by growth throughout the county
um and that um those projects could also
be funded in a manner that W wasn't
constrained to one sub region of the
county and so um since 2013 that's been
this the service area model that ACD has
had um and of course we're going through
a process of evaluating whether or not
that's still the right uh model to
function
in um I did want to remind this group as
well regardless of which service area
model we move forward with hd's current
impact fee policy does provide um some
latitude and flexibility within it um
they do provide credits for
redevelopment so if a developer comes to
a property that's already developed and
changes the use or enhances the use um
they get credits for any Redevelopment
that takes place so they're only paying
sort of the net differential in Impact
fees on that
Redevelopment um they also work with
developers to provide refinements to
their impact fees based on land use
context um as an example I know kson has
worked with several of the developers of
some of the downtown Boise Housing
that's going up
to get credits for impact fees
understanding the land use context in
downtown Boise where more of those trips
would likely be walking biking or
Transit
trips and then there is an individual
assessment process which is a process
sort of after the fact where development
can pay their impact fees but then once
they're built can go back and do a study
to document if their fees should be
different based on unique trip
generation or mode Choice uh conditions
so there's quite a bit of flexibility in
latitude and I know um probably several
people in this room have worked with ACD
to take a closer look at their impact
fees where
appropriate so um based on that we went
about creating some scenarios to
evaluate service area different service
area scenarios to evaluate which one
would be the most appropriate to move
forward with with at this time um as we
know any scenario that we developed has
to be consistent with the requirements
in the development impact V
Act and the key um element of that act
that drives the scenario development is
the fact that any any service area
scenario needs to be based on sound
planning and engineering
principles and so um in order to
evaluate that we really identify provide
three sources of data that help guide
and direct how travel patterns occur in
the county um and we evaluated those um
with the um overarching view of how
would these um inform different service
area
scenarios so the first one was trip
length which is how far on average do
trips go within Ada County and are there
differences across the County in terms
of how how far trips travel do trips in
one part of the county travel a
different length compared to those in
other
areas uh mode share was the second piece
of data that we looked at so how do
trips occur within Ada County and are
there differences with how those trips
occur um across the county whether
there's certain areas that have more
driving trips compared to Transit trips
or walking trips and vice versa
and then the third piece that we looked
at the third data source that we looked
at was trip
capture and trip capture um documents
whether trips originating in certain
portions of the county stay within those
areas of the County or do trips
originating in certain portions of the
county go to different areas of the
county and again this data piece is
really trying to get at that um
requirement in the impact fee act as to
are there sub regions within Ada County
that function as their own
transportation systems where growth in
that area really drives projects only in
that
area so maybe I'll pause here because I
want this to be a dialogue um are there
any thoughts or questions at this point
so far I'm curious Sonia on how did you
uh I know as you get through uh the
information information of the data a
little bit further you get into
specifically how but how do you
determine that mode share is that by uh
yeah I that that's a great question so
um the data source we used for all of
this analysis um is called replica and
replica is a product on the market um
there's many different Big Data sources
but they're a big data source where they
um compile
travel characteristics and information
basically from anyone who's walking
around or driving around with a cell
phone with GPS in their vehicle um with
some other connected
technology and replica buys all that
information from the these cell phone
providers or GPS providers and compiles
it all so um you know your question
about how does replica know if someone
is driving versus walking um that's a
little bit part of replica's black box
but they do look at how fast is the trip
occurring and on what path is the trip
occurring so um if you know a trips um
occurring at 10 miles per hour or 20
miles per hour or more they probably
know that person isn't walking that
person is either in a bike or a vehicle
um depending on the straightness of the
path does it follow roadways or does it
like Meander through areas that also
informs what type of mode um the replica
assigns that trip to well Madam chair
that would explain why a few years ago
when I we changed a location of a
standing meeting that occurred twice a
month after we changed that location the
next time I got in my car my phone
actually told me that it's only 19
minutes to that new location and I never
put it in my
that's F fascinating and scary actually
they know yeah the advantage is you get
better data than a travel
diary true down so amazing thank you and
and Son Mark can you can just confirm
when we talk we're speaking of trips
we're talking about all
trips throughout the entire County not
just on arterials or anything it's the
whole volume of of trips that is correct
so the um and markk can chime in here
too we did screen out only weekday trips
so we didn't include weekend type trips
but I think that's the only screening or
midday weekday wasn't really a screening
like when you look at this data you can
either choose like a a weekday or a
weekend and this is a spring 2023
average Thursday essentially is what
this reprs um which was the most recent
that was available when we started this
and then we screened out trips that were
30 plus miles right essentially to take
out like those kind of like Long Haul
trips because they were you know messing
with some of those averages just when
when you're look at Stu like that but it
includes all trips work trips education
trips Recreation trips um and it doesn't
restrict trips to just the arterial
system it's everybody's trip yeah thank
you if I
might last time there was something
about excluding interstate and State
Highway
use are they excluded or are they
included great question so for this
analysis we haven't excluded any trips
yet um of course trip length you
did uh no now let I'll I'll complete the
the answer so once we get down to the
activity of creating the actual impact
fees at that point we will need to take
out any distance that's not on an ACD
roadway as part of that trip so at that
point it gets screened out for this this
um exercise of creating potential
service area scenarios we did not screen
out those trips
yet there was one more question what
about when you've got bikes getting on
bus buses and people getting on buses
and how does it figure all you know I'm
just thinking about downtown in
particular
right I think so if you ask me I would
say I probably need a replica rep to
answer that but Mark maybe you have a
better question fa answer to that yeah I
I think it calculates them all separate
trips so someone bikes to a bus stop
gets on the bus takes the bus somewhere
those are G to be separate trips
yeah good question
yeah all all right so let's get into
showing you what this data tells us
about travel characteristics within Ada
County um so this map shows um average
trip length and we broke it down by
census track
area um and essentially the lightest
areas on this map represent the shortest
trips um shortest average trip with
which is about four miles on average
average those areas had the shortest
trips and then as you get darker the
average trips within those census track
starts to get longer and longer with the
darkest areas which you can see probably
on the south end of the county and at
the very North End of the county those
census tracks had the longest average
trips um at about 11 miles on
average and so as we were looking for um
sort of trends in this data um what we
found is that there is this area and I'm
not sure can I use a pointer
here once I go to the screen it goes
away yeah sorry it's all right um so
there is this area sort of surrounding
downtown Boise um you can look at the
North End you see um the close East End
um and then south of downtown as you
look into the sort of Southeast
neighborhood area um including the area
around Boise State um those areas are
definitely showing up as the lightest on
this map meaning those areas definitely
have the shortest average trips
overall um you can see downtown itself
which is sort of that slightly darker
area in the middle of that outset there
um has longer trips than the areas
around it it's probably not surprising
people drive into downtown from further
away to go to work probably visit
businesses in downtown uh probably go to
the St Luke's Medical complex and things
like that um and you can also see that
mirrored actually if you go to the other
graphic and you look uh right about
where St alphonsa's Medical Campus is
it's sort of right south of where the
i84 icon is yeah thank you so much Stacy
oh thank you yes um is that also the
mall area or I can't believe the mall
South the mall yeah it's a little south
of the mall but you can see there's some
of these um you can even look at sort of
downtown Meridian there um that's
another attractor it looks like where
you've got slightly longer trips coming
there um so that in general makes sense
you can see where some of these more
Regional attractors are but definitely
those areas surrounding downtown boy um
stood out as the shortest on
average um and then not surprising those
areas on the outskirts of the county had
the longest trips um likely needing to
travel further for jobs and education
shopping all of those kind of
uses and feel free to ask questions as
we go yeah I don't have a legend so I'm
star like dark brown is the dark dark
red of I can't differentiate some of the
darker yeah so if you look at the sort
of the South the North West corner of
the county up there um the very
northwest corner would be the darkest at
about 11 miles on average but then as
you get into star itself um it's
slightly less um from the colors I would
say it's probably around eight to nine
miles on average yeah as you look at
star and then equals a little less than
that just had one one of those question
yes trips originating in Canyon County
yes do do they count once they cross
into Ada or does it have to originate
from Ada great great question so these
are trips originating in these census
trucks so it's only including trips
originating within Ada County great
question
okay so then next is originating and
ending uh yes yeah I think we we
included all trips so I believe I
believe the only filter we put on it was
um than frequ what if it was 30 plus
miles so we took out kind of those
extremes and then so just in terms of
what this G is representing if there was
a trip ending in Ada County it would be
included here or if it was starting in
Ada County and then went to Canyon
County it would be in if you look at it
as origin trips originating or trips
destined to a the county it'll kind of
work out this same either way yeah um
but yeah this was originating and it
could have gone to Canyon County the
only filter we have on here is that
overall trip length so trips like Twin
Falls would not be included okay if if I
might follow up on that I don't getting
too far down to the weeds you're okay
you're if you're starting trips 30 miles
out and coming
in that's really going to skew it or you
just counting the distance once it inter
a county even though it started 30 miles
out
so we didn't include trips that long
yeah but say for example there was a
trip that started in downtown Napa or in
Napa and went it went to downtown
Meridian it would be included it would
show up as a trip to that census track
in Meridian with the full mileage with
the full mileage as long as it was less
than 30 miles yes
good
clarifications that's good okay so next
we have uh mode
share so um on this map the lightest
areas on this map show the
locations that had the lowest per
percent of car
travel so and then the darker areas have
had the highest percent of car travel so
again um you can see some areas just
north of downtown and south of downtown
particularly around the Boise Camp Boise
State campus area those were the areas
that showed up as having the lowest
amount of car travel at about only
78% of car
travel and then the darkest areas which
you can see some in southwest West uh
Boise um in Meridian up in Eagle those
were the areas that had the highest per
of vehicle travel up at about 90% of
trips occurred by personal
vehicle
um these percentages are as a percent of
all trips coming um to or from those
census tracks so I know a question we
had at the commission was you've got
this very light area down in the
southern portion of Ada County what you
know why is everybody walking and biking
there and um that may be an issue or
that may be showing up that way because
there's just not a lot of trips coming
from that census track in the first
place so even if there were some trips
by another mode besides vehicle it's
showing up as a little
lighter Sonia this is one where I
I it would benefit the interpretation of
of this metric to understand by census
track the volume of trips just for that
percentage kind of evens everybody out
but the volume might be wildly different
track to track and so that's why I I
can't
really just depend on this map without
having that that Foundation the volume
of trips that I'm talking about is the
you know 78% in one area what is that
volume compared to another tract yeah
does that make sense y that's a great
point that
makes absolutely sense you can see in
the map that area sou of the county has
yeah and that totally makes sense
because this area south of the county
the reason is showing lighter colors
even though you would expect longer uh
commutes uh or the focus would be
vehicles in that area based on the land
use and attractions there is showing
lighter there and that's the reason
behind because it doesn't a average
based on the volum total volume trips
that so abut we'll take a that's a great
great Point yeah I know you have the
data it's just how you want to show it
yeah yeah great point I think you know
an interesting thing that came from this
is no matter where you are in County you
know at least 75% of the trips are
occurring by vehicle um there are some
that are on that lower end but then some
obviously that are quite a bit higher
than that um so that's kind of
interesting the other interesting
pattern you can sort of see here if you
look broadly at this figure is that the
Eastern portion of the county definitely
looks lighter overall as you compare to
the Western Port portion of the county
and so we did take a look at that um and
sort of if you use Coal Road as a
dividing line just because there's some
dark dark census tracks that go up to PO
Road there um about it's about in the
low 80% sort of around
82% of the trips in the Eastern portion
of the county occurring by Vehicles
compared to sort of about
87% in the western portion of the county
so you can kind of see that pattern as
you look at this map as
well yeah what other observation it
always depends on your perspective but I
think when I look we've always had in
the regional plan kind of a goal for for
mod share is to get maybe 25% of the
trips you know we've always seems like
we've always been at 10 so I'm looking
at 78 going that's awesome you know or
he I like at least a 78 or our cars I'm
like well only 78 yeah I mean there some
areas that are reaching that that goal
right now yeah and then you know a
question um from the commission came up
as you know sort of what what are those
areas telling us that maybe we could do
in other locations of the county to
improve that in improve that modare and
other locations as
well
good um so then finally internal capture
so you know as a reminder the data that
we evaluate related to internal capture
informs us if there are ways to portion
out the county into sort of
independently functioning regions sub
regions within the county are there
areas where the growth in that area is
going to drive projects kind of
contained within that area versus
driving the need for projects
elsewhere and so we started at the very
high level you can see here in the upper
left at the countywide what does that
look like for Ada County as a whole um
and what we found is that 91% of the
trips either originating or destined
within adaa County actually start stay
you know come from uh adaa County as
well um so that was informative an
informative base point for us to look at
um then we portioned out the county into
sort of an east side and a west side of
the county what does that look like and
um our dividing line here is somewhat
arbitrary but it's around Coal Road we
kind of use that mod chair as a guide um
to separate things out and if you do
that um in the Eastern portion shown up
there this isn't going to work but shown
up in the top right in the blue um about
65% of the trips originating in that
area stay within that area um and then
in the purple uh the Western portion of
the county about 74% of the trips in
that area stay within the that
area um if you look at the county in two
regions but this time dividing it North
and South uh along the interstate
um if you look north of the interstate
80% of the trips are originating there
uh north of the interstate there stay
within that that area north of the
interstate um but when you look south of
the interstate only 52% of the trips
generating from in that southern Blue
Area stay within that
area um and finally um if we broke it
down into four regions um sort of
Northeast northw West Southeast
Southwest you can see the numbers here
um the northwest region would be the
highest um capturing the trips within
that sub region um at about
64% but then um the the the other
regions go down further from there and
you know to meet the requirements in the
impact fee act what we're looking for uh
in these scenarios is balance we're
looking at any scenarios that balance um
internal trips in whatever sub regions
we we U we create so we're looking for
the scenario that has High
internalization um in every region that
we're creating um so you know as we look
at this we've got we've got really good
internalization if we look County rot
wide um if we split the the county into
two sub regions east and west West we
still have a a pretty high percentage of
internalization in both those regions
but then when we broke it down either
North South or into four regions we
really start to lose at least in some of
the regions a high internal
percentage again we don't know the
volumes again we don't know the volumes
or we haven't presented the volume
here and I'm not sure for this one if
that really
matters the volumes in this one because
again um if we were to move forward with
a service area scenario that broke the
county down into multiple sub regions or
multiple service
areas um we we we wouldn't have
engineering and planning data to support
either the either of the bottom two
scenarios that planning data just
doesn't support it because if we were to
play this out and pretend these are the
service areas you know you would have
projects say in this in the in the north
south two region scenario you would have
development occurring within the
southern region that was only paying
traffic impact fees within the southern
region yet its traffic is you know 48%
of its traffic is going to the Norther
region and it wouldn't be paying for
projects in there so that's why we're
really looking for
balance I just I just struggle with I
mean there's the lines we look we're
looking at comparable size of
areas but are we then not showing the
volume differences around the county
volume of trips you
know that's the I think like one of the
reasons why we didn't look at volume was
because we were trying to find
Geographic areas with distinct
differences yeah so we were focused a
little bit more on like the actual
Geographic areas and seeing if there's
distinct differences in the travel
patterns like I think that's partially
why we framed it kind of in this way
yeah yeah if that's helpful I mean we
can pull that data and show you know
send that out as well um there's nothing
stopping us from doing that I just don't
know if the volumes on this particular
for this particular topic really inform
anything that these perentes don't and
we're trying to get at this idea of you
know where is development occurring and
where are the projects going to be that
that development drives the need
for chair one of the things that we have
to look at from the perspective of the
trip capture is that how well each of
the boundaries work by itself has been
independent uh independent service areas
in its own way uh so comparing them
terally we can compare them and do a uh
data analysis from of those sorts Bas in
the traffic
volumes but the the the goal through the
looking at from the trip capture is
making sure that the boundaries that we
have developed can work
by themselves it can be yeah depending
of each other uh the percentage that you
see here just demonstrate from itself
how how high that internal trips are are
are working so for example in the county
countywide basically that's the highest
we can get at at this point uh and then
breaking it apart even more that's where
you would have areas higher volume
higher internal capture than other areas
and our goal is to and there's no
science behind or best practice of which
is that percentage you want to hit
overall we want to keep them uh as
independ independent as we can
percentage wise uh greater than and we
cannot say it percentage but we can say
like we could we think like for example
the two region it's a good goal to have
above 60 uh just to reflect that
internal independence of each
yeah yeah great thanks
said it just shows our really lack of
north south routes
right all right
so we took all this data and to develop
scenarios service area scenarios for
evaluation we really as Edon said we
really need to look at all three pieces
of information we can't base it just on
internal capture or just on mod share we
really need to Overlay the trip length
the mod share and those that internal
capture data to craft scenarios that are
sort of defensible and supported by
those engineering and planning
principles um so that's what we did and
we felt there were three possible
scenarios that are supported Enough by
the data um that we recommended to move
forward for f further
evaluation um so and I'll go into each
of these in more detail but the three
scenarios were um keeping a single
service area for the entire County but
then adding an overlay Zone to that and
I'll go into detail by what I into what
I actually mean by that um scenario two
would be uh looking at an option that
has two separate service areas within
the
county and then scenario three would be
maintaining the current conditions what
is um what what ACD has today with just
a single service area for the entire
County so I'll go into a little bit more
detail about what actually each of these
scenarios would look
like so the first is um a single service
area but with an overlay
Zone and so in this scenario there would
be one service area for the whole County
so a single set of projects that every
um every development in the county would
pay
into however within the overlay Zone and
you could see that overlay Zone defined
in Orange there which sort of
encompasses downtown Boise uh the North
End the East End outside of downtown
Boise and then goes south um into the
southeast neighborhood association as
well as cap captures uh the Boise State
University
campus within that overlay Zone the
impact fees in that area would for
development would be reduced because the
data showed that development within that
area has a fewer number of vehicle trips
and also the vehicle trips it does have
our shorter
trips um so that's what this scenario
would be
I'll pause for questions on that or if
that makes sense I can move
on I had thoughts again to
having I don't know I I helped me
complete the thought if you would
because we I'm trying to um I don't know
if it's analogous to like a park impact
fee where and I know most of the cities
have those where it's kind of um divided
into Regional Parks everybody goes to
Regional Parks so part of your fee is
for the is for the regional
park community and neighborhood so the
total sum is um and I kind of see this
as where everybody pays and this isn't
really accurate but like an arterial fee
and then some areas their their their
the nature of their local traffic is
different that they would pay something
different for that overlay because
it's travel characteristics are are more
localized or impacts are more localized
does that make sense I don't know it's
an interesting
analogy um and I think I mean I think
there are some some analogies that can
be drawn there so but it it is slightly
different because so they if you look at
what is the equation that makes up a
city's Park fee
like you said it's going to have maybe a
regional park component it's going to
have a neighborhood park component and
maybe it has something else um when you
look at traffic impact fees the equation
that goes into impact fees has number of
trips no well maybe I'll clarify number
of vehicle trips it's got trip length so
how long are those trips and then it's
got a few other factors such as that you
know how much on Ada County Roads versus
itd roads so it is what we're doing is
saying there's two components of that
equation that data shows within this
area their components of that equation
are much lower than elsewhere in the
county and in fact if you add the number
of vehicle trips and the trip length
together it's sort of a 26% reduction
that you get compared to what we found
from the travel data elsewhere in the
county can you go back a slide I just
want absolutely was gonna
ask is there like a scenario 2A that
would have service areas and maybe one
or some of them would have an overlay
within that service area or do we just
the data just doesn't support
that uh you could do that I
guess you could do the two service area
model and in the
I guess the East service area which
includes downtown Boise you could also
you could add a an over South the North
include downtown I couldn't quite the
north the north does include downtown
the north south one that 0 yeah yeah
yeah so yeah there's I guess there's
nothing preventing you from doing that
it just you know the more you do the
more complexity you introduce but that
they they they could be combined they
absolutely could be combined if that was
I just didn't know what desired
yeah okay any other questions from the
committee on this concept of an overlay
zone no all right so moving on so the
next scenario would be a two surface
area
scenario excuse me my voice is going to
start to give out here um and in this
scenario there would be two distinct
service areas within the county um they
each would have their own set of
projects different projects um only
development within the given service
area so you know within the West service
area only development within the West
would pay into those West projects and
same for the
East um and the but the reason we felt
this was a feasible scenario to carry
forward for
evaluation is because it was supported
by that internal capture data where this
was really the only breakdown within the
county besides including the county as a
whole that had balance in that internal
capture between the two sub regions
thank you so much
Stacey um and then in addition to that
when we go when we went back all the way
to that trip length data you might
remember there was definite differences
between the East portion of the county
and then the West portion of the county
in terms of how long the average trip
length was and maybe I'll just flash
back there quickly so you can see it so
you might rem or sorry there's trip
length and then there was also mod share
sorry that's what I meant to say in mod
share there is definitely a difference
where you could see the Eastern portion
of the county um showed up lighter on
this map meaning it had uh a lower
percentage of vehicle mode share versus
the Western portion of the
county so that would be this um this
scenario for
evaluation
yes and I'm not suggesting doing it why
not a North Sou
great question yeah because I was
thinking the same thing is remind me why
we should balance trip capture okay yeah
same thing yeah y yeah so let's go back
to these so because North and South if
you look at number two are are different
which kind of leans
toward a north south break for two
service yes
so
um and maybe
maybe we shouldn't be looking at areas
that are different within the county we
want to look at areas that are
consistent within the county um that's
really what we want to be looking fors
me around to want split it that's a
great question that is absolutely a
great question so maybe I'll just I'll
reiterate this again hopefully this
helps so if we were to split it and this
is again just looking at internal
capture data um which is just one but if
we were to split it north south and have
that purple and blue be the service
areas north and south what you would do
is establish what Transportation
projects are needed in that North Region
and what Transportation projects are
needed in that South
Region but when you do that only the
projects only the development in the
North Region would pay for projects in
the North Region and only development in
the South Region would pay for projects
in the South Region and when you look at
that from is development paying for its
proportional fair share what these
numbers tell me is there is almost
48% almost half of the trips within that
South Region drive to and from the North
Region and so they are you know driving
the need for projects in that region as
well because that's where they're going
to and from every day but they wouldn't
be paying for those Regional projects
because they they'd only be paying for
localized projects in the South and the
converse to that which is and people see
the same thing two different
ways is that the
north even though
20% go outside
if it was a single District they're
paying 100% I mean they're paying for
everything even so that's the other way
the other side of the coin so if I'm
looking at this North Region I would
love it to be its own service area that
looks great it's a very high internal
percentage that looks great right except
then when you look at the South and it's
only 52 if the north was 80 in this
scenario and the South was say 70%
then that becomes the M much more
realistic scenario as opposed to
dividing it e east west but that's just
not what the data is showing um the
development in that southern portion is
going to destinations outside of it all
the time so that's the concern we
had okay got it if I yeah there's
micron's 155 billion
development pay impact
Fe I'll let Megan answer that
question yes we do calculate inps for
all the development that's happening at
Micron they did have a credit that they
recently used the remainder of the
credit so everything moving forward we
are assessing and they are paying their
fair share according to our current
impact ordinance big book
yeah they're big projects so yes but
they are they are paying for their
development okay yeah that's a good
example of a large
attractor where if they felt it was in
their best interest they would do a
study to see how many trips are on the
interstate versus ACD roads right I just
to show the there's a lot of math yeah
that make it FKS have to deal with
conest the freeway is going to get and
what the results going to be pushing
everybody out on Mike do you have a
formula for that
Al that's what we call the Doomsday
scenario
Peter Interstate goes okay belly
up so um yeah so again wanted to
highlight the two piece uh portions of
data that were driving the support of
this as a scenario are that that
internal capture that we just talked
about but also the mode share where we
did see a difference between you know
probably about an 8% difference on
average between the Moocher and the
Eastern portion of the county and then
the Western portion of the
county and then so finally the third
scenario that we recommended moving
forward for
evaluation was you know what H
maintaining that single service area you
know we we just talked about an example
of you have a large employer that is
probably driving trips from uh or
generating trips from all across the
county um this is important to have not
only as a baseline comparison um when
we're comparing these other scenarios
but it is also supported by the data
when you look at that what is
functioning as a system you can say with
confidence that the county as a whole is
functioning as a system where 90% of the
trips are contained within the
county um so this was the third scenario
we recommended to move forward for
evaluation um and so that's we we
presented this to the commission um like
I said at the end of May um they
supported moving these three potential
scenarios forward for
evaluation we were we have been um
evaluating them based on sort of these
four top bullets here how well are they
supported by this engineering and
planning data what happens in the three
scenarios in terms of the resultant
projects and fees that materialize under
each um how may each of these scenarios
impact the implementation and timing of
of actually implementing projects from
the capital Improvement plan and then
what are the differences in terms of
administration cost and complexities to
ACD for each of these
scenarios um you know I'm sure you all
are aware that no matter what ACD does
the local agencies and developers have
questions about the fees why are my fees
this way why are different City's fees a
different way potentially and so how do
we evaluate each of these three
scenarios based on these and so I don't
how a lot of answers for you on the
results of this evaluation yet that's
what we're currently doing um and the
goal is to present that evaluation back
to the commission uh in mid
July but um we would love any of your
input or questions as we go through this
evaluation to make sure that feeds into
what we present back to the
commission so Sonia one
question because we're countywi we we we
think
big but a lot of those other
jurisdictions initial research or cities
you know they're
smaller and I'm thinking of obviously
I'm representing
Boise totally out of scale to Meridian
Star and
Cuna but as those cities downtowns grow
just the fact that they're not their own
census tract is that kind
of diluting their their special
characteristics to a larger census tract
whereas if they were their own downtown
overlay that they may you may
find um data comparable to just a a
common common
characteristics to other downtowns small
or big does that make sense it does make
sense it's a great question um because I
like to see like a small business in
Cuna just be treated like anything you
know um whereas it might just draw from
a that service area I mean it might have
short trip lengths and any anyway but
we'd never see it because we're our
minimum analytical unit is census trct
is that is that an accurate I I don't
know if our minimum data source is
census truck maybe Mark you could we
could we pull data more refined than
census truck block grou or we can I
think our only hesitation is just like
the certainty of the data sure isn't as
good platform
right I think though the to answer or to
maybe provide some thought on your
question Trisha yeah one what we do now
doesn't prevent future
overlay zones happening in the future um
those could be created I think though as
you look at what is the criteria for an
overlay Zone one would need to be a
clear demonstration that it is it's
travel characteristics are unique yeah
but two I think you also need to look at
uh there needs to be some sort of
critical mass right I don't know if we
would recommend one single census track
as an overlay zone right there needs to
be sort of a critical mass of land use
pattern that defines it um and then the
final thing I'll add and maybe Megan
this is what you're chiming me to say so
I apologize is there is nothing that
prevents that small business in downtown
Cuna from taking advantage even if they
weren't considered an overlay Zone from
taking advantage of some of that other
flexibility that's already within the
impact fee policy to work with ACD as
they too so well I was thinking more of
the smaller towns could do their own
individual assessment because a little
business isn't going to be able to do
that yeah and that is that's where we
would really um have the best
opportunity to meet their needs is as
every impact the assessment comes into
to my team even without them asking for
an individual assessment we'll catch
things like that and just depending on
where it's developed what kind of a
business is what's the draw going to be
is it going to be a
small uh you know little Main Street
kind of a business that no one from
Southeast boisee is gonna drive to this
business I'm not going to guyo and
anymore
sadly yeah so that that's really the
best way to meet those individual needs
because as we're developing the CIP we
do have to look at it on a larger scale
either countywide or with these
different service areas and the the
overlays that are currently um an option
for US based on the data that we're
seeing but we my team that is definitely
our job to to meet with those people
individually as they bring questions to
us or even to just catch it and reach
out to them and say this is the category
that we have on the sheet but let's talk
more about your business I'm not sure if
that's a good fit so so we do have the
flexibility to already
um meet those needs even with our
current impa coordinates Madam chair
down down that line I think you would
find I don't think that it would be
supported by census
data but the western side of the county
in that two uh East West
scenario it wouldn't be a downtown it
would be the St
Luke's uh and Village complex I mean
that would be
about as close as you could get to
something that would equate to a
downtown boisey in terms of but I don't
know that that would be supported by
Census Data because the population
within some of those areas it's all it's
all employment uh so it gets no gets a
little
messy well it doesn't get messy it's
just how refined you want to be you know
that's all I'm just kind
of because everybody's growing really
little towns anymore you know what I
mean and at some point if there's a a
way
to define the criteria for the
overlay when you mentioned I actually
wrote it down but I don't know exactly
what they are and I don't need to know
right now but I think that will be
important to know why other areas don't
qualify yeah but they may in the futy
yet but they may in the fut
exactly mam chair sure follow to Mike's
statement I mean that's those centers
the
village and these employment centers
generate an incredible trips oh yeah
right and that's what we're going to see
more of I think sen scatter and then the
second question I had was so is there
interaction with each
City on you know where they're seeing
their growth and even their zoning C boy
just went through reone right that's all
going to impact some of the stuff but as
you are putting together this package is
there interaction with the the
cities so I think that Edon you can
chime in but obviously the the key data
point that we use as we're drafting
these projects and then resulting fees
is the compass travel demand model and
that model of course gets updated all
the time with input from each individual
land use agency
within the county and you know is
adapted when rezoning happens when new
zoning happens that sort of thing so I
think that's that that's the sort of
foundational document that where that
gets
Incorporated mam chair and yeah right
now uh so right now we're looking at the
data as a uh as all the trips and view
in it because we're trying to provide
what do scenario analysis is to the
commission see what path they would like
to take it if we end up in a single
service area with the overlay Zone
absolutely we'll Define those criterias
and start looking at in more broader
more more detail scale like the land use
components certainly the compass data
takes takes in to takes into account a
lot of the land use assumptions that
they have on their comprehensive plans
the entitlements that they have approved
so as we start looking and reviewing it
more in detail we're certainly Define
those CR and bring it back for GE for
the C
as well so um all that information will
take into consideration or if the if the
out is the one that we decid to do for
with yeah I mean our perspective is one
thing and there's some of us around the
table that are far
more educated and informed on the topics
but I'm just talking about as far as the
city with economic development people
and planners you know the city of boisey
right now all just from my observation
they're they're not really excited about
annexation right so that's going to
change a lot of the perspective for the
time being and just wondering how that
might
influence you know the areas of that
we're talking about splitting up two or
four one Etc makes sense if you'll
indulge me a few minutes because
I I'm a I guess I'm a geek but I find
the the demog graphic information at the
traffic Zone level to be incredibly
important that it be good and so does
compass and so do the people who manage
those models and that's why every year
they um they reconcile it with the land
use decision so they make sure land use
decisions aren't going one way and the
model data is different than that and
that gets to um particularly households
and employment in each traffic Zone I
have to think with m expansion plans
that has been plugged in at that those
traffic zones and then that gets fed
into the model so those trips get
accounted for um and because I
uh you have to I always try to describe
to people you have to it's like a movie
it's like 3D but you have to put the
fourth dimension of Time how is this
area growing and how is it how are the
growth centers changing around the
county I look at the whole two count
area um that's why I did ask and I us to
always do it when I had GIS support is I
like to look at the the traffic Zone
level not to look at the weeds but to
look at that overall spatial pattern of
growth throughout adaa County where are
the the job centers where are the you
know you can easily show that on a map
so I had the that was my cost to the
city for being on this committee I want
to see that map because that tells a
better story of kind of what you're
getting at is the volume and lo location
of these hotspots over the next 20 years
and um anyway so I they humored me and I
you know it's obviously more to the west
of the county now but there's still um
because of just the the density
differences in Boise from other folks it
it does still account for a significant
volume of growth it's just a smaller
footprint than than other areas and
that's just because they're just
different you know Madam chair the fact
that we're we're dealing with a moment
in time that will be reviewed a few
years down the line and this process
will will take a look all these changes
right but it's been really enlightening
for me to have now seen this
presentation twice because I think a few
meetings ago we got into this discussion
of multiple zones without quite
considering the implications of how
those dollars can best be
used and by if we split it down to a
point where it we trapped money that
can't physically be used for the broader
picture I think that would be a mistake
at least to this point in time so from
my perspective and I would move that we
actually endorse the the three concepts
that have been suggested here today to
be evaluated as has done the Mission so
that by the middle of July that we have
a better picture of how all of these
factors play into it uh so I would move
that we endorse these three scenarios
for further study and
evaluation okay is there a second we'll
have
discussion is this an action item for
the agenda can we do this um I don't
think we do have an action item but I
think we need to at least Express an
opinion we could provide dire let do
motions but I think this let's just talk
about it for now okay is that all right
well I I for One support the direction
so I'll ask the other committee members
how do you um what are your thoughts on
the can you put the slide back up so
that'll
help there you go perfect
yeah I have no problem
yeah look John's thinking
I guess in general I'm supportive I I
keep
yeah looking at the stars perspective
you know like Garden City we just don't
have the arterials you
know like like you know other places do
right and we're growing into Canyon
County now so our our trips are outside
of our data and trying to figure out how
all this is going to impact eventually
once you get down to the finer points of
of developing these
plans
I yeah I I'll support moving forward
with these three
options yeah I support it but I still
want the criteria for the overlay zones
if there is something in the scenario to
that might qualify so I think if we can
articulate the criteria for overlay Zone
and Analysis may show it there may be an
opportunity for for one in the scenario
two does that make sense so it may but
of course the overlay Zone theoretically
is suggesting that that's an area that
it is deserving of paying less impact
fees than
so yeah I meanies it and I get the only
other history lesson that was admitted
at the beginning and it just dawned on
me it's there a lot of work that went
into blueprint for good growth and that
was originally to by ACD because of
the the the let's just say the capital
budget and the operating budget lines
are going to cross I think they're
probably there yet and uh it was if we
didn't pay attention to how we grew
there there would only be funds for
operation and maintenance and not system
expansion which is this is systemic you
know where we where are we going to
invest dollars to add more roads what's
the impact and so then you know that's
why that was that interval of time when
you had multiple service
areas uh for 10 or so
years and then it was simplified now
when listening to the commission
discussion at the work
session I don't think because it's
simpler doesn't sit well with me that if
there's a technical reason to to have a
difference based on the engineering and
planning principles you need to respect
that um you know I experien with the
little fire districts in cany County we
did it because it was the right thing to
do they needed their impact fee they
were all different but you had it was a
lot of a lot of analysis that they paid
for and rolled up to an impact fee
ordinance for for I think six of them
and after the first year we raised over
a quar million dollars for those fire
districts now it would have been yeah
life would have been simpler to just not
even do it but but you had to want to do
it I guess you had to want to respect
that they had a need that there was for
those
districts there was a
significant financial incentive to them
to have it other other districts didn't
really qualify but you had to want to
get complicated because they needed the
resources or they in this case
the data supports a different impact
page so and I think two Services just
two service areas versus I think there
were four in the past that's still
pretty simple you know for remember yeah
um for a county this this population
size Road
networks looking at some of the examples
and the best
practices now first one city to have
multiple then that makes my head explode
but
um I think for a size Ada County but I
would like to see more information on
the overlay zones I think that would
benefit the jurisdictions to understand
that criteria
because it is or it isn't you know I
like
things black and
white is there any other any other
Reflections on this yeah
Walter your downtown overlay Zone the
one you're use for an
example is because they do so little
tripping outside is that
correct
um
no simply sense what's the reason for
picking downtown because they gen more
trips happen by walking biking Transit
in that area and the trips overall are
significantly shorter than the rest of
the county skew is it skewed by Boy
State can I speak that's my neighborhood
so it's not just downtown but it's a lot
of Southeast yeah you do have Boise
State but there's a lot
of there's a lot of people who live and
work in Boise State in that area but you
also have a lot of bus routes that serve
that area as well
uh number two um the Harris rant so that
as you get closer to Boise State I don't
know if you want to show the map Sonia
yeah I can you know I can't see a lot of
detail but I can tell that southern
boundary has to be Federal Way in the
bench so you're all kind Boise Avenue is
it Boise a the curve the curve looks too
curvy
for yeah I can't uh you might have
followed oh yes you're right am I right
okay
because that's a j that's a bench too
but
um but it's all of that you know you do
have um Broadway which is a state
highway so that would be excluded but
there is there is just a lot of there's
a lot of bikers there's a lot of Walkers
there's bus riders it's just a it's just
kind
of I think a mature transportation
system you know if you look at it from a
Transportation perspective you've got
land use patterns in that area that
there's housing there's jobs and there's
Services all within a close enough area
where people can either make those trips
by car but in a very short distance or
they can make the trips by another mode
because they're close enough that
walking or biking Works to make the trip
as well but they are an a tractor
the fact you got a six Lane interstate
highway funneling into it and out of it
if it wasn't so many people from the
rest of the county going in and out of
downtown you wouldn't need the
connector so so you're bringing up a
very good point that we have somewhat
glossed over in this presentation that
when you look at like these Maps so if
you followed the data perfectly your
overlay Zone would kind of be a donut
that excluded downtown itself because
you're kind of you're right downtown
there are people driving to there from a
you know from a fair distance there are
a lot of lot a lot of yeah they they may
not be traveling within it but to it
flowing AB out of it by the thousands
every day you're Absol absolutely well
but the out of it are typically going
home rather than the trip being
generated within that area that then
they had to be they had to have a reason
to go down there in the first yeah yeah
no totally correct but trip drive from
drive from here at at four but they're
not generated try to get down but
they're not generated within that area
that's the point that the number of
trips generated in that area are not
people that are scattering to the hinter
land it's primarily a funnel or a black
hole in the downtown yeah yeah okay
anyway yeah no you're right um and this
gets into that policy decision of what
makes up an overlay Zone and it kind of
gets to be that you have to have this
critical mass of land uses that work
together so your your point is extremely
valid and the data supports your point
100% yeah also that overlay Walter isn't
just downtown it's actually a small
portion it goes Way Beyond yeah madear
yeah and I think with the city school
I'm not sure where they're at now but
the traffic Zone dat say I think the
goal was 10,000 housing units
downtown so there's a there's a a lot of
housing being built that
um I see I can see it you
know lot lot of projects
so one question yeah gave us some data
at the previous meeting about the
internal versus external trips yes is
that going to factor in in any way so
that was by city right so say that you
went even I'm gonna go to this graphic
here so that was taking it was similar
to this exercise except it was going
even a Step Beyond four regions and
breaking it up to seven individual
cities within the count um and when we
looked at the data that way we saw um
you're definitely not having that
balance that I spoke about before of
looking for sub regions where all of
them have a relatively high amount of
internal trips um and so this exercise
was to sort of break it down somewhere
between full County and then all Seven
Cities and where when we did that
exercise we found that breaking the
county out into East West two areas
provides the highest the best amount of
balance yeah I was going to share
observation on the 91% I think that uh
because I know the compass model
obviously measures that the screen lines
at the county has been I think a little
higher but I'm I'm interested in the Imp
with the growth in Canyon County and the
um widening of the interstate if that 95
is now 91 and then we have the highway
16 extension
um but with our own growth too it's an
interesting little Balancing Act though
but I think it used to be a lot higher
than
91 before
those Intercounty arterials are the were
were expanded so yeah the the question
was raised at the commission meeting um
you know I think the perception for a
long time has been that everyone lives
in Canyon County and then drives into
Ada County for work and the data just
doesn't really support that because even
we looked at the Canyon County data and
if you look at Canyon County as a whole
it has
81% internal trips so you know the vast
majority of Canyon County trips are
staying in Canyon County as
well interesting Dynamics work yes Bun
It is Well really appreciate the
discussion today all these thoughts and
perspectives are super helpful um and
yeah Edson I don't know if you want to
go over next steps yeah I was gonna
Edson so looking at that there's a
commission work session on the 17th of
July 17th okay
so our next steps is we're going to do
the analysis in the next couple weeks uh
leading to our meeting where we're going
to present the result of the three
scenarios uh our plan is to come back to
the CAC uh the following month uh to
present the similar information as well
as we're going to update couple of the
information that we presented today
based on the feedback we receive I
included that Mo uh the mode share MTH
that we want to see as slightly
different so volumes yeah yes and at
that point we'll continue working
through the pr analysis to Define what
those recommendations look like and
proceed forward on the
update of the
in and Walter depending on when it's
scheduled I'll be gone the first two
weeks of August so be prepared to run
the meeting
maybe Vice chair we can adj
oh it's fine
yeah I want make sure I want to thank
you for all of your work Sonia and Mark
um uh I just I just eat it up
but and thank you committee and is there
a to I I shall move all right all right
thank you all favor I you're out of here
thanks
e for