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Bass, R E., and A. I.[Hersan, 1992~ Successful CEQA · '
<br />Compliance: A $~p-By-Step Approach, Point Areno~ ·:
<br /> Calif.: Solana Pr~e~Ls.' :i : . .' '-.
<br />Burby, R. J., 1992, ~j:ompreher~sive' mpact ~essment
<br />PJann ng E~ucafi~n and a course sy abus, Jeurn'al of ' '...
<br />Planning E~ucoti( ~ an~ Re~rc~:12(1 ): 67-75. :'~.'[ '.'."
<br />Burchell, R. W., and ) Lis~kin, 1~78, T~e'Fiscallmpad'.'.."
<br />HandBook: Estim ting Lbcal CoseC'and Revenues of Lan~ '
<br />Development, Ne ~ Brunswick;: N.J.: Cenler ~or U~an: ' ' '
<br /> Poi ~ Research, urgers Univer~i~ ·" '.'.'
<br /> .1993, ~he C ~mponents and Procedures of :.[. . ~"
<br /> D~veJopm~nt Imp ~ct Analysis,' in Insti~te on Planning~ :
<br /> Zoning~ and Emir ~nt ~main, New York: Ma~hew Bender.
<br />Burchell, R. W.~ D. LiJtokin,.and W. Dolphin, 1994,
<br /> Development Imp~d As~essment Han~boak, Wa~hlngton,
<br /> D.C.: U~an Landjlnsttute.*: ' . ':: .
<br />Canter, LL W., S, F. ~kinson, and F. L Leislri~, 1985; Impact
<br />.of GraPh: A GUi~e ~r 5o~iO-Economic Impad'Assessm~nt'
<br />' and PIBnnlng, Ch~seb, Mich": LeWis PubJishers, Inc.' " -
<br />chri~Jen~fi, K., 197~, s~;al Imp'a~ of Lan~ Development:
<br />An'thitial Appr~ ~- for EStimating Impacts of :7:::':
<br />N~ighBbrho~ Us ~ges an~ Perceptions, washington,
<br /> D.Ca. The Ur~n sli~te~ .... "'
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<br />Greenberg~ F., with
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<br /> · Generation, 5th E¢
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<br /> Impact ~ssessmenl
<br /> Resource Developr
<br /> Colo.: Westvjew P~
<br />Muller, T.; 1976, Eco~
<br /> Employment, Hous
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<br />HecimoHch, 1984, Traffic Impo'ct'.
<br />Advisory Service Report No. 387,
<br />I Planning'Associatlon,* ' ' -
<br />ion Engineers.(ITEJ, 1991, Trip" i '
<br />trion, Washington, .D,~C: ITE. '.'.:' --
<br />· l. Murdock, 1981, Public Service ':.'."':
<br />,(' 'in The SoCioeconomic Impact of
<br />e~nt': MethOds [or A~Sessment~ Boulder,
<br />'~sS.' 'i : -:, .... .." ..... '.
<br />omic ImPacts of Land Development:. '
<br />ng. and.'Pr°Perty Values, Washingt~..n,'-
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<br /> D C: The Urban Ir ttitute.-.:.: :. , ': ~
<br /> Petak, W., and AJ A. ktkiss0n, 1982,' Natural Hazard '. '"
<br /> Characteristics anti Mitigati0ns7 in Natural Hazard R;.sk
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<br /> Schaenman, P. $.~ .19~,6i Using An Impact Measurement':.'
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<br /> The'urban nstitoie~"ii:.: ::/. ":. [.i. '-; :.-: ...i. ;i.i.".;:'-:. "... '.
<br /> Transportation Res~61jJ~ B0a'~'d (TRB),'199'4,' HighwaY. ;'-. i
<br /> Capacily Manubl; ~P. eclal Report 209, Washington~ D.C.
<br />
<br />10 ),ears would result m~a positive impact, buc thc DcKalb
<br />school district would bejadversely affected by expected
<br />enrollment increases froha new residences.
<br /> The report concluded{that additional fees or taxes for munici-
<br />pal general fund operatin[g purposes are not needed now. For
<br />schools, it recommended[modifying the state's school aid formula
<br />to help districts like DeI~ 1b' and targeting tax-increment financing
<br />
<br />Stuart Meek, AICP, is Principal Investigator for APA's GI~OWING
<br />SM~I~I'~ project, an initiative to develop the next generation of model
<br />planning and zoning enabling legislation for the U.S. Laura
<br />Thompson is a research in}em in APA's research department in the
<br />
<br />Chicago office. Portions ore, this article appeared in much different
<br />form in Ohio Planning a~d Zoning Law (1995) by Stuart Meek
<br />and Kenneth Pearlman a~ id are reprinted by permission of the
<br />
<br />p~blisher and copyright o,
<br />Company, Cleveland, Oh.
<br />
<br />Z
<br />
<br />~ner, Banks-Baldwin Law Publishing
<br />~, a West Publishing Affillated Company.
<br />
<br />(TIF) credits for school capital expansion in the city's TIF project
<br />areas. Under TIF, the city now returns property taxes to the school
<br />district as a credit for taxes that would otherwise have been
<br />accrued by the district without TIF. The report recommended that
<br />the accrued, uncommitted money that the school district is owed
<br />under the program be used in the same way school impact fees
<br />would be used, for the construction of school additions in the TIF
<br />project area. This will provide funds to assist the school district's
<br />capital needs, Biernacki says, "before embarking on an impact fee
<br />program" that might provide fewer dollars.
<br /> The report cautions that its computer model and its findings
<br />should be used only as a supplement to other tools available to
<br />decision makers and not as a sole source of information for the
<br />approval ora new development. Instead, it emphasizes, the
<br />report should also be used along other studies of the physical,
<br />social, economic, and environmental impacts a new
<br />development may have on a community.
<br /> DeKalb applies the fiscal impact model to specific
<br />developments on a case-by-case basis, Biernacki says. One
<br />consequence of the study is that the city continues to use
<br />economic development incentives--grants, low-interest loans,
<br />and TIF among them--to attract commercial and industrial
<br />development because of the study's determination of the
<br />generally positive fiscal impacts from these uses. While DeKalb
<br />does not need incentives for residential uses, says Biernacki, the
<br />city must offer inducements for business and industry to locate
<br />there because of competition with nearby communities, tn the
<br />long run, he stresses, the city will "pay a little to get a lot"
<br />through an aggressive economic development program.
<br /> Traffic. Another technique is traffic impact analysis, used to
<br />determine whether the existing road network~or, preferably,
<br />the road network that will be in place on the opening day of the
<br />proposed development--will be able to handle the amount of
<br />traffic that the development will generate. The road system's
<br />capacity, measured in vehicle trips, is evaluated against level-of-
<br />service standards that establish the degree of congestion and
<br />delay at intersections at peak hours. If the road system--in
<br />particular, intersections near the development--cannot handle
<br />the additional vehicle trips, the traffic impact analysis should
<br />determine the types and extent of needed improvements to the
<br />road system. The impact analysis may find that problems can be
<br />addressed by changes in traffic signal timing or alternate
<br />placement of road system access points.
<br /> Longmont, Colorado, in most cases requires that developers,
<br />rather than the planning department, conduct traffic impact
<br />analyses for proposed projects. The developer submits an analysis
<br />that shows the project's effect at its buildout or completion, says
<br />Dan Painter, a city transportation planner, and the planning
<br />department acts as a "reviewing :igency." When, for example, a
<br />development affects a nearby busy intersection or an environ-
<br />mentally sensitive area, the planning department conducts its
<br />own independent analysis to determine what improvements are
<br />needed. Painter says the planning department examines the
<br />build-out of the entire area surrounding the development.
<br /> The traffic impact assessments generally take 15 to 20 hours
<br />to perform, Painter says, depending on the availability of
<br />information. The staffconducts ongoing traffic counts
<br />throughout the city in order to make data available for different
<br />areas. Transportation impact fees collected from developers are
<br />not earmarked to offset impacts from a particular project, he
<br />says, but help to contribute to Longmont's overall development.
<br />Lakeville, Minnesota, a developing suburb south of the Twin
<br />Cities, has a consulting traffic engineer routinely review develop-
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