Pinal County is the fastest growing county in Arizona and one of the five fastest growing counties in the country. The County initially hired TischlerBise in 2006 to calculate transportation development fees. The County subsequently retained TischlerBise in 2009 to update our original work, and has recently hired us for a third time to conduct a 2014 update.

  • Trip Generation Data and Analysis: The Institute of Transportation Engineers, Trip Generation Manual, 8Th Edition, 2008 was the source of average weekday trip generation rates as well as pass-by trip and diverted link percentages for commercial land uses. In addition, TischlerBise developed unique pass-by and diverted trip link adjustments for medical-dental offices using the questionnaire from Figure 5.17 of the Trip Generation Handbook, 2nd edition, an ITE recommended practice, June 2004; Institute of Transportation Engineers.
  • Travel Demand Database Forecasting Modeling: TischlerBise created a traffic demand model that was used to determine demand on the County’s network from new and existing development. Using development projections and projected lane miles needs for each impact fee area (IFA), average trip lengths were then calculated for each area.
  • Data Collection and Analysis for Transportation Infrastructure: The County’s adopted Regionally Significant Routes for Mobility and Safety served as the basis for determining the capital improvements to be included in the impact fees. In collaboration with County staff, TischlerBise allocated planned projects to each of the County’s seven IFA’s. When considering projects for inclusion in the transportation Capital Improvement Plan (CIP) for each IFA, TischlerBise used two methodologies: the marginal cost approach is used for projects that are the result of new development only, while the average cost approach is used for planned capacity improvements that result from both existing and future development.
  • Land Use Classifications: Given its size and varying development patterns, Pinal County experiences a more diverse assortment of land uses than a municipality or suburban community. TischlerBise provided an expanded impact fee schedule that included additional land use categories for industrial, office, and institutional development.
  • Roadway Level-of-Service Analysis: The impact fee calculations utilized the County’s planned level-of-service. TischlerBise also evaluated the existing level-of-service to ensure that new development was not being assessed at a higher level-of-service than what was currently being provided to existing development.
  • Impact Fee Credit Allocation/Analysis: The County’s primary sources of funding for transportation include gas tax revenues from the state (Highway Users Revenue Funds, or HURF) and a dedicated half-cent sales tax. A credit was not considered as these revenues are used for maintenance needs.
  • Transportation Impact Fee Ordinance Reviews: TischlerBise provided assistance and feedback to the County’s attorneys during their preparation of the impact fee ordinance.
  • Impact Fee Benefit Area Analysis: Pinal County encompasses 5,400 square miles. To better plan, coordinate, and finance the planned infrastructure demanded by new development, the County established seven IFA’s in the unincorporated County.
  • Conduct Public Meetings/Workshops: The project included an extensive outreach component involving several public meetings in different areas of the County with the development community. A total of six public meetings were held between June 2009 and adoption of the updated fees in February 2010.